petal-ii eatmp petal-ii ops results slide 1 atn 2001 - 18 th sep 2001 atn 2001 18 th september 2001...

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PETAL-II Ops Results Slide 1 ATN 2001 - 18th Sep 2001

ATN 2001 18th September 2001

PETAL-II Operational ResultsThe Controller and Aircrew Viewpoint

Martin McHUGH EUROCONTROL,

DIS/ATD

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Activity: CPDLC Flights May 1998 – August 2001Activity: CPDLC Flights May 1998 – August 2001

020406080

100120140160180200220240260280300320340360380400420440460480500

ATN

NEAN

FANS-1/A

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TOTAL CPDLC Flights

ATN: 3FANS-1/A: 6690NEAN: 1762

TOTAL: 8455

Represents less than 1% of Maastricht Movements

Activity: CPDLC Flights May 1998 – August 2001Activity: CPDLC Flights May 1998 – August 2001

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3113FLIGHT CREWS

NEAN

4158 FLIGHT CREWS

FANS1/A

65152CONTROLLERS

No. of Interviews Conducted

No. of Questionnaires Completed

Feedback: To 31st August 2001Feedback: To 31st August 2001

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Questionnaires Pertinent to users’ last experience of Datalink only, System failures or ‘sluggish’ dialogues usually result in “Not

Useful” response. May consider datalink as “Useful” one day, “Not Useful” the

next.

Interviews Record users’ overall experience with datalink. Many “Not Useful” responses are qualified; eg. “With the

current HMI”, “With the limited number of aircraft participating” etc.

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FLIGHT CREWS

NEAN

FLIGHT CREWS

FANS1/A

43†(77%)CONTROLLERS

Datalink Useful

Datalink Not Useful

No Impact More Experience

7†(13%) 3†(5%) 3†(5%)

90*(61%)

36*(86%)

15*(10%) 19*(13%) 23*(16%)

1*(2%) 3*(7%) 2*(5%)


† Information extracted from Interviews only

* Information extracted mainly from Questionnaires

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Controller Response: Value of MessagesController Response: Value of Messages

122

110

57

102

47

60

21

34

15

46

56

-9

-35

-8

-18

-12

-33

-22

-12

-29

-4

-3

-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

Considered Useful

Considered Not Useful

Transfer of Voice Comms

Flight Level Clearance

Flight Level Request

Route Clearance

Route Request

Heading Clearance

Vertical Rate Clearance

Speed Clearance

‘Time’ Clearance

ATC Mic Check

SSR Clearance

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-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

NEAN - Considered Useful

NEAN - Considered Not Useful

FANS - Considered Useful

FANS - Considered Not Useful




Route Clearance

Route Request

Heading Clearance


Speed Clearance


ATC Mic Check

SSR Clearance

Aircrew Response: Value of MessagesAircrew Response: Value of Messages

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-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170




Route Clearance

Route Request

Heading Clearance


Speed Clearance


ATC Mic Check

SSR Clearance

Response: Value of Messages - ComparisonResponse: Value of Messages - Comparison

-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

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18

94

143

197

371

1155

4268

4689

6906

32

122

197

202

601

1568

947

5754

473

6229

9353

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

Uplink/Downlink Used

Operational Response Received

Transfer of Voice Comms [uM117]

Flight Level Clearance [uM19, 2023, 26, 27, 28, 29, 148]

Flight Level Request [dM6, 9, 10]

Route Clearance [uM64, 74, 82]

Route Request [dM22, 27]

Heading Clearance [uM94, 96, 190,215]

SSR Clearance [uM123, 179]

ATC Mic Check [uM157]

Speed Clearance [uM55, 106, 107,108, 109, 116, 222]Vertical Rate Clearance [uM171,172, 173, 174]

‘Time’ Clearance [uM51, 52, 53, 54]

Feedback: Actual usage of Messages to 31 Aug 01Feedback: Actual usage of Messages to 31 Aug 01

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0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000



Flight Level Request [dM6, 9, 10]


Route Request [dM22, 27]




Speed Clearance [uM55, 106, 107,108, 109, 116, 222]Vertical Rate Clearance [uM171,172, 173, 174]


Feedback: Comparison – Actual usage / ValueFeedback: Comparison – Actual usage / Value

Uplink/Downlink Used

Message Useful - Aircrew

Message Useful - Controllers

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38

0

277

4

1284

0

873

2141

3517

32

122

197

202

601

1568

5754

6229

9353

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

PETAL

Oceanic







Speed Clearance [uM55, 106, 107,108, 109, 116, 222]

Vertical Rate Clearance [uM171,172, 173, 174]


Feedback: Usage – Comparison with OceanicFeedback: Usage – Comparison with Oceanic

NOTE: Oceanic usage accumulated over an 18 month period

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Positive Aspects Datalink messages reduce instances of callsign

confusion and incorrect readbacks / need to repeat messages (eg. 8.33MHz frequency spacing)

Ability to delegate / task share routine tasks (transfers, SSR code allocations, route clearances) to Co-ordinator / Assistant.

Datalink communication has potential for task automation (eg. Automatic uplinking of new SSR codes).

Provides an alternate / additional means of air/ground communication.

Controller Response: Opinion OverallController Response: Opinion Overall

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Negative Aspects System reliability needs to be improved.

Error message received after uplinked clearance. Message time-outs. No response from the flight deck.


5% or Less

Controllers Perception of Approximate Datalink Failure Rate

10% 20% 30% 50%

5†(12%) 10†(24%) 10†(24%) 16†(38%) 1†(2%)

† Information extracted from Interviews only

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Negative Aspects System reliability needs to be improved. Speed of datalink dialogues.

Failed Dialogues (No receipt or response) Flight crew inexperience However, dialogues are completed quickly enough for

non time-critical clearances (Transfers, SSR etc)


Quick Enough

Speed of Datalink Dialogues

112† (62%) 60†(33%) 10†(5%)

NOT Quick Enough

Not Sure

† Information extracted from Questionnaires and Interviews

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Negative Aspects System reliability needs to be improved. Speed of datalink dialogues. Datalink inputs are cumbersome, not instinctive and take

too long – Current HMI. For example, …………


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Synthetic Dynamic Display

Executive Control Message

Touch Input Device

Flight Data Message

Controller Response: Datalink InputsController Response: Datalink Inputs

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SET UAL945 ANZ18 COA51 BAG221 DLH458

SCALE QFA1 ACA873 SIA26 SAS554 BAW536

RLB/CS NXT

1

4BTK

QFA1 PETAL-II SQUAWK IDENT

EXEC

“SQUAWK IDENT”

4 TID Inputs


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SET UAL945 ANZ18 COA51 BAG221 DLH458

SCALE QFA1 ACA873 SIA26 SAS554 BAW536

RLB/CS NXT

1

15BTK

QFA1 PETAL-II CROSS-POS [POSN] BTW-TME [TIME] AND-TIME [TIME]

EXEC

“CROSS [position] BETWEEN [time] AND [time]”

15 TID Inputs


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Enhanced Controller HMI for CPDLC

2

3

1

Mouse DrivenSelectable MenusOn-Screen Message Boxes


Controller’s attention is not drawn away from the radar display

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Negative Aspects Using datalink increases controller workload.

Current HMI too complex - 34 (20%) Of 69 controllers specifically questioned, 56 (81%)

considered that using datalink either decreased or had no impact on the workload of other sector team members


Executive Controller

Controllers Workload

110†(64%) 6†(4%) 55†(32%)

Co-ordinator / Assistant

Increased Decreased No Impact

37†(39%) 5†(5%) 54†(56%)

† Information extracted from Questionnaires and Interviews

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Negative Aspects System reliability needs to be improved. Speed of datalink dialogues. Datalink inputs are cumbersome, not instinctive and take

too long – Current HMI. Using datalink increases controller workload. Lack of familiarity with equipment and procedures. (Less

than 1% of traffic currently handled by Maastricht UAC is datalink capable)


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Positive Aspects The precise nature of datalink reduces the likelihood of

misunderstandings (eg regional dialects). Widespread acceptance (and crew experience) of

CPDLC as an air/ground communications medium. Safety benefits apparent (eg B777 HMI).

Aircrew Response: Opinion OverallAircrew Response: Opinion Overall

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Uplink Clearance Accepted (“Wilco” Downlinked)

Corresponding uplinked value input into appropriate end system

Aircrew Response: B777 HMI – Safety BenefitsAircrew Response: B777 HMI – Safety Benefits

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Negative Aspects The requirement for R/T confirmation of some* datalink

clearances offsets some benefits.* (the requirement for R/T confirmation of Transfer and SSR

clearances was removed from 9th August 2001)


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clearances offsets some benefits. NEAN Equipped Aircraft – An aural alert for incoming

datalink messages required.


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MMI5000

Datalink Message Received

Aircrew Response: NEAN HMI – Message AlertAircrew Response: NEAN HMI – Message Alert

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datalink messages required. NEAN Equipped Aircraft – An additional HMI, or re-

positioning of existing HMI, necessary.


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DC-9 Flight Deck

MMI5000

NEAN

Aircrew Response: NEAN – Position of HMIAircrew Response: NEAN – Position of HMI

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B747-200 Flight DeckNEAN

Aircrew Response: NEAN – Position of HMIAircrew Response: NEAN – Position of HMI

MMI5000

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A330/340 Flight Deck

2119Z FROM EDYY CTL

CLB TO & MAINT FL310OPEN

*UNABLE

<OTHER

STBY*

WILCO*

ATCCOMM

FANS-A

Aircrew Response: FANS-A – Position of HMIAircrew Response: FANS-A – Position of HMI

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datalink messages required. NEAN Equipped Aircraft – An additional HMI, or re-

positioning of existing HMI, necessary. FANS Equipped Aircraft – Tone of aural alerting for

incoming messages is too similar to other alerts (cabin call, SELCAL).


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User Response: SummaryUser Response: Summary

Controller ResponsePositive Aspects

1. Reduces callsign confusion and incorrect readbacks / need to repeat messages.

2. Ability to delegate / task share routine tasks.

3. Potential for task automation.

4. Provides an alternate / additional means of a/g comms.

Controller ResponseNegative Aspects

1. System reliability needs to be improved.

2. Speed of datalink dialogues.

3. Datalink inputs too cumbersome.

4. Increase in controller workload.

5. Lack of familiarity with equipment and procedures.

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User Response: SummaryUser Response: Summary

Aircrew ResponsePositive Aspects

1. Reduces likelihood of misunderstandings.

2. Many crews experienced in using CPDLC for a/g comms.

3. Safety benefits apparent (eg B777 HMI).

Aircrew ResponseNegative Aspects

1. Requirement for R/T confirmation offsets some benefits.

2. Aural alert for incoming datalink messages required (NEAN).

3. Additional or re-positioned HMI necessary (NEAN).

4. More distinct tone for aural alert necessary (FANS).

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Issues Arising: Concatenated MessagesIssues Arising: Concatenated Messages

Observation:

Although the majority of controllers and flight crews consider that the ability to combine

datalink messages to be useful, a number of important issues have been identified: Combinations leading to ambiguous or potentially

conflicting clearances should be ruled out. Combinations leading to conditional clearances (e.g.

at [position] climb to [level]) should be avoided. Airborne HMI designs should ensure that all parts of

the clearance are apparent to the aircrew.

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0955Z NEW CAN YOU ACCEPT FL35 . . >

ATC LOG 1 / 1

- - - - - - - - - - - - - - - - - -

<INDEX ERASE LOG>

Reading a new uplink clearance on the ATC Log page, the pilot is presented with a truncated message. This could result in an instruction …………

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………… being initiated before the controller intended.

STATUS

OPEN

0955z ATC UPLINK 1 / 1

<PRINT LOG>

/ CAN YOU ACCEPTFL350 AT

10N57

<STANDBY

<REJECT ACCEPT> - - - - - - - - - - - - - - - - - -

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Recommendations (for implementation):

1) Combining messages is a useful operational facility, and should be provided.

2) Methods of satisfying the issues identified should be included.

3) This subject should continue to be monitored until such time that the question of message concatenation is finally resolved.

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Issues Arising: uM72: “Resume Own Navigation"Issues Arising: uM72: “Resume Own Navigation"

Problem: 1) Flight crews view this message as ‘incomplete’ as

there is no supplementary “..to [position]” element on which to base the instruction.

Short Term Fix: 1) Use uM74: “Proceed Direct to [position]” in place of

uM72.

2) uM72 removed from Maastricht operational message set.

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Issues Arising: uM157 – “Check Stuck Mic [freq]”Issues Arising: uM157 – “Check Stuck Mic [freq]”

Problem:

uM157 is sent to ALL aircraft in CPDLC contact with the Centre concerned – Instruction can be misinterpreted by crews and controllers operating on other frequencies.

Eg: Some pilots have interpreted this as an instruction to contact the controller on the stated frequency.

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Short term Fix: 1) Flight crew and controller training and awareness.

2) uM157 to be broadcast ONLY to those aircraft under the control of the triggering sector.

Longer Term: 1) Review message phraseology.

2) Review ground system fix to filter the broadcast uplink based on the frequency used.

Issues Arising: uM157 – “Check Stuck Mic [freq]”Issues Arising: uM157 – “Check Stuck Mic [freq]”

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Any Questions?

Martin McHUGH

Danny DAEMS MAASTRICHT UAC

Andy FRY AMERICAN AIRLINES

Frank CHESHIRE AMERICAN AIRLINES

petal-ii eatmp petal-ii ops results slide 1 atn 2001 - 18 th sep 2001 atn 2001 18 th september 2001...

Documents

eatmp petal

route clearance um64

ssr clearance um123

heading clearance um94

time clearance um51

comparison slide

vertical rate clearance

ops results