patrick geurts, sita, european data link challenges
DESCRIPTION
Patrick Geurts, Senior Manager, Air Traffic Solution Business Development, spoke on European Data Link Challenges at World ATM Congress 2014TRANSCRIPT
European Data Link Challenges WAC Aviation Arena 4/Mar/2014 By: Patrick GEURTS, Senior Manager ATM Business Development
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Contents 1. Quick Historical View 2. Implementing ATN/VDLm2 in Europe 3. The Challenges associated with the
Implementing Rule 4. Conclusion
Quick Historical View
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• SITA: • Operating the AIRCOM data link services for 25+
years • Initially based on ACARS • In support to AOC
• European Data Link Mandate • Introducing CPDLC/ATN in European upper
airspace • Based on VDLm2 • Sharing the same infrastructure for AOC and ATC
• Challenges
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Introduction
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A/G Data Link for AOC Purpose
Airline Operations depend on Data Link
Aircraft Maintenance Engine reports via ACARS
enable preventive maintenance avoiding
costly in-flight breakdowns
Operations Control Aircraft movement
reports via ACARS key to
synchronize operations through airports
Flight Planning Flight plans & weather
transmission to cockpit
enable efficient operation
of modern aircraft
Airline Operations have already made the transition to Data Link
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SITA support for FANS & ATN
• 1995 : SITA supports FANS-1 usage since first certification • 2000 SITA deploys VDL capability developed in 1990’s • 2005 SITA adds operational ATN routers for Eurocontrol • 2008 SITA is ATN/VDLm2 CSP for Eurocontrol Maastricht • SITA has VDL partnerships with ANSP’s of Germany, France, Switzerland, Spain, Portugal, Saudi Arabia.
ATC Center Airline
FANS CPDLC/ ACARS/VDL
ICAO CPDLC/ ATN VDL
ATN Router
ACARS Processor
AOC ACARS/ VDL
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SITA VDLm2 Coverage in Europe
VDL service delivered: • in Spain through partnership with AENA • in Germany through partnership with DFS • in France through partnership with DSNA • in Portugal through partnership with NAV Portugal • In Switzerland through partnership with Skyguide
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Implementing ATN/VDLm2 in Europe
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Contents 1. Quick Historical View 2. Implementing ATN/VDLm2 in Europe 3. The Challenges associated with the
Implementing Rule 4. Conclusion
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VGS Partnership Model
Win / Win Approach
- SITA outsources the provision of its A/G communication service (AOC, ATC) to the ANSP - SITA contributes to the ANSP costs for operating the A/G infrastructure
- The ANSP deploys a state-of-the art A/G datalink communication infrastructure at a fraction of the costs it would sustain if developed from scratch - The ANSP owns and operates the infrastructure and develops its know-how - The ANSP receives a cost contribution that is directly linked to the volume of AOC traffic
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ATN Service Model
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The Challenges associated with the Implementing Rule
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The Challenges associated with the Mandate
VDLm2 multifrequency
Testing and Certifying
Performance/PAs AOC/ATC Co-existence
Non-AOC Operators
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Performance / PAs
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ATN Provider Abort: investigation within Data Link Implementation Service Group (Eurocontrol CRO, ANSP, CSP, airlines, aircraft and avionics manufacturers)
Detected and investigated since the early implementation of ATN CPDLC during LINK2000+ PSG meeting, now DLISG.
Several problems have been confirmed and corrected (CSP radio or network, VDR Deafness, CMU software)
New problems appear and require further investigations.
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Performance / PAs
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• An agreed service monitoring scope is required – taking into account the complete end to end service delivery chain Role of the Central Reporting Office Harmonization of indicators, their metrics and the reporting
process
• If investigations indicate frequency congestion, then stakeholders may consider to expedite multi frequency in Europe
• This is a dynamically changing ecosystem
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Certification Framework
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• ATC usage of data link requires aviation certification authority intervention • European Aviation Safety Agency plans to certify ATC use of VHF data link and
in some way the VHF data link networks used – impact is unclear
• Regulatory framework (i.e. Regulation 552/2004) applies to ATC Components or systems, but what about a service?
• ATC usage can create liabilities that cannot be sustained or justified by airline community VHF data link network operators • ANSP’s often need to comply with government policy on contractual liability
which may be incompatible with airline community network operator policies
• Better certification harmonization is required at European Levels
• Avoid contradicting national requirements
• Streamline and optimize the certification process
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Other Challenges
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• How to reach non-AOC aircraft? Rules of Engagement defined by the Link 2000+ Program Need to raise awareness of non-AOC aircraft Operators
• VDL Multi-frequency CSC Channel loading is increasing but still low (av. ~ 10%) If investigations conclude CSC congestion, then stakeholders may
consider to expedite multi frequency in Europe Deployment of multi frequency will require close cooperation between
all operators
• Tight Schedule – Limited Resources The next deadline, February 2015, is around the corner All ANSPs in the 2015 group are knocking at the door We have to address requests in sequence
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Conclusions
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• Real time monitoring of the end to end service should be done/coordinated at European level
• Certification and performance requirements imposed by ATC usage of VDL should be harmonized in Europe
• Airlines and ANSPs need to recognize that ATC usage of VDL will fundamentally change the VHF data link network operation
• ATC sharing of VDL avionics is a compromise – it avoids airlines needing additional avionics but the resulting sharing of VDL channels and stations requires the networks to change to meet ATC requirements
• SITA is keen to continue the collaboration to further investigate VDL / ATN issues, but it must be a joint effort from all communication operators (CSPs and ANSPs) as well as other parties like airframers and avionic vendors
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Conclusion
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Thank You!
20 PSBD/ACS
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