Datalink performances Outcome of the Datalink Performance Monitoring activities Jacky Pouzet Head of Communication and Frequency Coordination Unit WAC Madrid, March 2018
The Big Picture EC EASA
Reminder: why do we need Data Link Services (DLS)? Initial driver: confronted with an increase in air traffic, need to increase air traffic control capacity Modernizes air-ground information exchanges and opens the door to future SESAR driven concepts and technologies DLS plays a centre role in the SESAR project as a precursor of trajectory based operations. Strong link between DLS and the ATM functionality No6 (AF6) in the Pilot Common Project Initial trajectory information sharing (i4d) should be in place by January 2025 and DLS are a prerequisite for this AF. SDM should develop a strategy, including incentives, in this field. Operational improvement: supplement voice by air-ground data link communications Needed synchronised deployment of air and ground capabilities based on existing and validated communication protocols (ICAO based ATN/VDL-2) 3
Key dates in DLS implementation 2005 Mandate from EC to ECTRL 16 Jan 2009 Regulation No 29/2009 (DLS) 23 Apr 2014 EASA Report on Technical issues in the implementation of DLS 27 Jun 2014 Regulation No 716/2014 (Pilot Common Project) 26 Feb 2015 Regulation No 310/2015 (amending DLS) Nov 2015 Jul 2016 Oct 2016 Jan 2017 SJU "VDL Mode 2 Capacity and Performance Analysis" study SJU "ELSA" study SDM appointed as "DLS Implementation Project Manager and Architect" in charge of the DLS implementation (in particular the DLS Recovery Plan) Mandates from EC to SDM, EASA, NM, EUROCAE, SJU 5 Feb 2018 Application date for DLS Ground infrastructure 5 Feb 2020 Application date for DLS Airborne equipment 4
Summary of DLS-COM Workshop (24 NOV 2016) ELSA + SDM DLS Recovery Plan : right direction Still gaps to implement all the ELSA recommendations ("best in class" concept, "end-to-end certification/validation", monitoring frequencies, inclusion of all stakeholders, transition to Model D, alternative technologies for AOC traffic) EC to engage the SDM, EASA, the NM and Eurocae to close those gaps (mandates) Specific focus during the workshop on business aviation: EBAA underlined the already raised issues of many business jets to "connect" to the DLS infrastructure as they do not have AOC traffic. EBAA also underlined the need of "certification" of the avionics that would be considered "best in class". EBAA fully support the model D and has identified as gap, the need for funding of business aviation to be fully recognised in the overall SESAR processes. 5
EC request to EASA review of Regulation (EC) No 29/2009 Assess conditions for exemptions and clarify the provisions regarding non-aoc traffic operators. launch of the new rulemaking task addressing (RMT.0524) : all regulatory needs for the implementation of multi-frequency DLS on the basis of Model D (as per ELSA study), the specific identified requirements for 'end-to-end certification and oversight function', including the characterisation of "best in class" and the necessary related avionics improvements. EC request to SDM focus its attention and resources in the DLS Recovery on the model D implementation complement the work undertaken as part of the DLS Recovery Plan by: Engaging and including ALL DLS stakeholders in the implementation management of the DLS Recovery Plan (i.e. irrespective of funding arrangements under CEF) Ensuring that the solutions developed under DLS Recovery Plan accommodate all airspace users (including those without AOC) Provide, in the scope of its DSL Recovery activities, a pro-active steering to all relevant stakeholders 6
EC request to NM continue supporting the DLS implementation and reinforcing the RFF function contribution, by notably pursuing the monitoring campaign perform the pan-european ATN/VDL2 performance monitoring and spectrum coordination function infrastructure performances impact and monitoring function centralised collection of best in class avionics, possible contributions on architecture and governance issues, and contributions to the test and validation for both air and ground systems duly report all findings "7
EC request to EUROCAE identifying and developing as needed, the required standards for "end-to-end certification" of DLS solutions continue adapting ED-92D, as needed, targeting the ELSA model D implementation, and complement it by the necessary clarifications and guidance material further support the implementation of the DLS recovery plan EC request to SJU continued assistance, as required, in terms of research or large scale validation tasks to support the DLS implementation recovery 8
Changing role for EUROCONTROL / Network Manager The Central Reporting Office (CRO) Performance Monitoring Knowledge Management Problem Investigation CRO is replaced by the Data link Performance Monitoring Function (DPMF) Focussed on performance monitoring activities SESAR Deployment Manager (SDM) EUROCONTROL will continue to work on data link in other areas (Supporting EC, SDM, EASA, SESAR, ICAO, Inter-op testing etc.) 9
What does the DPMF do? DMPF role endorsed at NMB18 (April 2017) NM started the Monitoring of the Datalink Performances Reinforced the Radio Frequency Function Publish Monthly Performance Reports Perform Ad-hoc performance analysis Forecasting (VDL channel load) Performance Investigations Maintain an avionics database (white list) Established the working arrangements reporting to the NMB/SSC. First meeting of the Datalink Performance Monitoring hold on 6 th September 2017. Risk reported: Non ATC channel load Chanel forecast (NM is starting studies on forecasting) Need to establish TECH and OPS discussion forum with stakeholders Supporting/coordinating with EC, SDM, EASA and EUROCAE 10
PA Rate past 12 months 11
Weekly PA rate per ACC recent weeks 12
NM data link monitoring flight 2017 13
Channel Occupancy Peaks 14
Airborne collision rate Average Occupancy at -90dBm 15
Conclusions: GOOD NEWS PA rate improved and stable -> Good news Better network performances, thanks to the CSPs that implemented multi-frequencies ANSPs are also implementing datalink services: paving the way and increasing sector capacity Avionics are better (cf. Best in class) However: Risks are still present Europe is not yet fully operational, hence extra load can be expected. AOC traffic evolution is difficult to predict: new aircraft are requiring more bandwidth ATN-B2 (requiring more bandwidth) is ready to be deployed The Network Manager views Datalink is required to pave the future and bring capacity VDL-2 network has improved but is still need severely congested -> Investment shall continue. It is time to start the deployment of new technologies to reduce the VDL-2 load, mainly at Airport and for AOC Performances shall continue to be closely monitored. Document Confidentiality Classification: White 16