Transcript No Slide Title
European pre-Operational Datalink Applications
EOLIA
Project Overview and Summary Results
Gary Colledge
NATS Evaluation Results
Mark Green ATN 2000 26th September 2000, IEE, London
Background
Project span 4.5 years, 4th Framework DGXIII - 3 years for development & deployment - 1.5 years for evaluation & flight trials Project completed in June 2000 Sponsors Lead Partner Main Partners
Airbus Industrie
Sub-Partners
Achievements
Defined, developed & integrated prototype datalink ATC services, selected by User Forum Evaluated ATC Datalink Services, Procedures and Human Factors issues Completed Studies; Safety and Cost Benefits Demonstrated & evaluated datalink services using ‘enabling technology’ from ProATN First implementation of ATN datalink on industry standard avionics equipment
ProATN
Prototype ATN (ProATN) ‘sister’ project to EOLIA, providing enabling infrastructure; routers, communication software, trials networks etc,.
User Reqs, Safety and Costs Benefits
WP2 NATS
EOLIA life cycle
Project Management System Engineering
WP3 NLR
Airborne End System Development
WP4 AMA
Ground End System Development
WP5 A-ATM WP1 AMA
Validation and Evaluation
WP6 Sof
NATS, NLR, A-ATM, Sof developed ground systems, NLR, AMA developed airborne systems
The ‘Service Layer’ Philosophy
The datalink ‘service layer’ provides a set of common functions between the ATN application layer and local end user systems (air and ground).
The EOLIA service layer provides: a common implementation of the ODIAC services error handling functionality constraining the ATN applications for utilisation in specific airspace
EOLIA services
DLIC - Data Link Initiation Capability
A mandatory service that is required to provide the underlying communications functionality for use by all other services
APR - Aircraft Position Reporting
Enables the air situation to be displayed visually to the controller
ACM - ATC Communications Management
Provides automated assistance in transferring communications between ATC sectors
ACL - ATC Clearances
Allows the pilot and controller to exchange clearance and information messages
EOLIA Services (2)
FLIPCY - Flight Plan Consistency
Provides automatic cross-checking of the flight plan information held by the ATC system on the ground and the Flight Management System on board the aircraft
DSC - Downstream Clearance
Enables the aircrew to request and obtain clearances and information from air traffic units that will be responsible for control of the aircraft some time in the future Note: Automatic Terminal Information Service (ATIS ) functional definition/ studies. Not implemented.
Dynamic Route Availability (DYNAV) not implemented.
WP highlights
Prioritisation of services, Definition for implementation (D21) Benefits reports; Safety (D22) Costs (D24) Functional definition, code development Completion of EOLIA ground systems (SARPs v1.1 +PDRs) • AIRSYS ATM StandAlone System ‘SAS’ • SOFREAVIA (CENA & STNA) • NLR ‘NARSIM’ • NATS (Air Traffic Management Development Centre ‘PRELUDE’ & London ‘NATS-SAS’)
WP highlights (2)
Completion of EOLIA airborne systems (SARPs v1.1 +PDRs) - Development of Air Traffic Services Unit (ATSU) for Airbus simulator, NLR test bay & NLR Citation (FANS A compliant methodology) Development of ground FLIPCY - Airsys-ATM: developed and tested with air-ground data generator / live trials - NATS: integrated and tested in NATS simulator / live trials
WP highlights (3)
Evaluation activities - Le Bourget air show - Ground simulations • CENA experiments • NLR NARSIM simulations • Airsys-ATM AGDG aircraft simulation • NATS simulations - Citation Flight trials Evaluation report (D64)
Le Bourget Airshow ‘99
EOLIA “Kernel” Functionality - Limited functionality DLIC, ACM & APR - Limited ACL message set - No FLICPY Demonstrations at Airshow “A340 simulator” A-ATM SAS via video-link - NLR Cessna Citation II A-ATM SAS (6 flights)
Deliverables
Reference number D17 D18 D21 D22 D23 D24 D31 D32 D33 D41 D51 D61 D62 D63 D64 Title Project Completion Report Technology Implementation Plan ATC Data Link Service Definition Safety Benefits Report Cost Benefits Report Benefits Report System Definition Technical Verification Plan Technical Verification Report Airborne ES Acceptance Document Ground ES Acceptance Document Initial Validation Plan Initial Verification Report Final Validation Plan Evaluation Report Date available May 00 Jun 00 Jul 96 Dec 97 Oct 98 Jun 00 Sep 96 Jan 97 Apr 00 Apr 98 Apr 98 Dec 97 Jul 98 Oct 99 Jun 00
Services Evaluated
Datalink Service NATS NLR DLIC ACM FLIPCY DYNAV ACL DSC APR (live flight) (live flight) * ATIS AMC* CAP* Not EOLIA datalink services NLR/Airsys ATM NOT NOT Trial Sofréavia/CENA IMPLEMENTED IMPLEMENTED
Datalink Services used in the Trials
AM Airbus EUROCONTROL
Controller Working Position (CWP) HMI Commonality
HMIs were developed for each partner’s individual ATM system It is evident that common concepts have been used in the various partners’ HMIs Underlying ATM systems require some fundamental differences to exist in partners’ HMIs PHLAB \ 078 190 190 312 C550 C E N A N A T S N L R
EOLIA airborne HMI
Multifunction Control and Display Unit (MCDU) Datalink Control and Display Unit (DCDU)
Airbus Datalink HMI
2 new Attention Getters 2 new DCDUs 1 ‘ATC COM’ key on MCDU
NATS - NLR Live Trials
Two flights were flown with the NLR Citation/Satcom equipped.
• 13/04/2000: Amsterdam through Dutch Temporary Reserved Airspace (TRA) and return • 14/04/2000: Amsterdam to Teeside (UK) and return A scripted sequence of tests was prepared to cover; • DLIC, APR, FLIPCY, ACM, ACL ACL messages were sent to a full cockpit implementation of the datalink system in the cabin of the aircraft. (The instructions were then passed to the pilots who then made the appropriate flight inputs.) During the Amsterdam-Teeside flights, ACL exchanges were conducted purely for engineering test purposes and had no effect on the course of the flight.
Message Transfer Delays Summary
Application - Application layer timing via Satcom, 2 ground routers in comms chain Uplink (252 messages) - Min.1.4s, Mean 6.71s, 95% 20.08s, Max. 36s Downlink (343 messages) - Min.3.5s, Mean 11.35s, 95% 23.98s, Max. 39.9s
CPDLC Transfer Delays
70 60 50 40 30 20 10 0 1 3 5 7 9 11 13 15 17 19 21
T ra n s it T im e (s )
23 25 27 29 M or e
NATS CPDLC Messages
Sample Size Minimum Mean
NATS-SAS CPDLC Message Transit Times (Up & Downlink)
(All Trial Flights) 419 messages 1.7 s 8.57 s Maximum 95 Percentile 39.9 s 22 s
CPDLC Message Lengths
400 350 300 250 200 150 100 50 0
Me ssa ge Le ngth (Byte s) CPDLC Message Length Distribution (Up & Downlink)
ADS Transfer Delays
25 20 15 10 5 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 M ore
Transit Time (s) NATS ADS Message Transit Times (Up & Downlink) NATS ADS Messages
Sample Size Minimum Mean 161 messages 1.4 s 9.69 s Maximum 95 Percentile (All Trial Flights) 37.8 s 23.92 s
ADS Message Lengths
120 100 80 60 40 20 0
M essage Length (Bytes) ADS Message Length Distribution (Up & Downlink)
EOLIA
European pre-Operational DataLInk Applications Findings of NATS January 2000 Simulation
NATS EOLIA Simulations
December 1998 April 1999
The object of the simulation was to obtain initial controller feedback regarding the HMI and datalink procedures The object of the simulation was to obtain further feedback on the enhanced HMI and ATC procedures for datalink. Initial exposure / opinion of the DSC service
January 2000
The object of the simulation was to measure controller workload in a controlled environment.
Objectives
To measure and assess controller workload To run enhanced simulations of selected EOLIA services To enable controller assessment of the simulated EOLIA services
How:
Real-time simulations were conducted using a Swanwick representative platform. Data was collected and subsequently analysed. The results from the R/T baseline exercises were compared with the results from the Datalink exercises.
Services simulated
Data Link Initiation Capability Service (DLIC) • ATC Communications Management Service (ACM) Partial ACM: Voice in / VCI out • Full ACM: MRT in / VCI out • Downstream Clearance Service (DSC) DSC STAR Fully automatic Flight Plan Consistency Checking Service (FLIPCY)
Airspace simulated
DANDI NEW FAMBO UR4 GOLES UW534 UW532 GIGGS GAZAR UW538 GORAM UR4 SKATE SILVA ROLLS UL7 UL74 ROYCE OTR UL602 B1/UB1 UL603 DOGGA KIPPA BEENO SITKO KOMIK TOPPA ELDIN BLUFA LONAM SPY UW550 UW551 UA37 SPRAT PAM
Traffic Samples
Four traffic samples were used for the simulation runs.
The percentage ratio of datalink equipped aircraft was set to 70% for the datalink exercises.
Sample A1_60 80 aircraft sample 120 minute duration 90 minutes effective traffic training sample / light traffic loading 41 aircraft per hour per sector Sample B2_75 98 aircraft sample 110 minute duration 90 minutes effective traffic 20% above average 1999 traffic loading 53 aircraft per hour per sector
Simulation Participants
A total of six operational Air Traffic Control Officers (ATCOs) were utilised during the January simulations.
The controllers were trained in the use of datalink HMI prior to measured exercises being conducted.
The timetable was designed so as to permit the datalink services to be run in isolation, in pairs and with all three in combination.
The results obtained from the datalink exercises were compared against results obtained during the baseline exercises (R/T only).
Datalink HMI Components
DLIC Log-on
DSC
Indicates that a Downstream CPDLC Link Exists between the Aircraft and the London Ground System
DSC STAR Request
The system automatically generates a response, based upon data previously input into the system, and uplinks the information to the aircraft.
Current and Downstream Data Authorities
CDA Link
•
ACM
•
ACL Voice R/T
•
DSC (STAR Delivery) DDA Link
Maastricht London
Current Data Authority
FLIPCY
The Flight Plan Consistency (FLIPCY) Service detects discrepancies between a flight’s planned routing held in the local ATC system and the aircraft’s routing intention as held within the aircraft’s Flight Management System (FMS).
Discrepancies are notified to both the Planner and Tactical controllers at appropriate stages of the flight.
The Evaluation Results
Measurements and Analyses
Questionnaires Controller Workbooks Software Useability Measurement Inventory (SUMI) Questionnaire Debriefs - individual, group and brainstorming sessions Summary Tables, e.g. ISA, R/T duration and quantity Transfer of Communication point (QSY) analysis Conflict Analysis Datalink Message Analysis Outcomm / Incomm interval Safety Analysis
R/T Loading Findings
A reduction in the percentage of exercise time spent using R/T was observed for most of the datalink service conditions.
The most notable decreases in R/T utilisation (44.8% on Sector 11) occurred when all datalink services are combined.
The only increase (14%) in R/T on Sector 11 occurred for the exercise using the DSC service alone. The mean of the total percentage time spent on R/T during all of the exercises was calculated as 21%.
The average duration of an R/T message was approximately constant at three to four seconds.
R/T Loading Findings (2)
Percentage of exercise time using R/T
Controller Workload
Although not conclusive, the results from the ISA scores indicate that controller workload benefits may be realised through the introduction of datalink services Exercises where datalink services were combined showed a consistent reduction in controller workload when compared with the baseline condition When compared with the reduction due to individual datalink services, the findings are indicative that there is a greater workload saving when the services are used in combination, i.e. in pairs or in threes When datalink services were simulated individually, the FLIPCY service produced the greatest workload reduction
Controller Workload (2)
Baseline ACM DSC FLIPCY ACM & DSC ACM & FLIPCY DSC & FLIPCY ACM, DSC & FLIPCY ACM, DSC & FLIPCY* ISA1
11.2
12 10.8
21.4
23.5
5.4
21.7
14.2
22.5
ISA2
80.6
75.3
81.5
74.9
74.6
90.5
69.8
78.1
76.9
ISA3
7.9
9.4
7.7
3.5
1.9
4.2
7 7.6
0.6
ISA4
0.3
3.3
0 0.2
0 0 1.5
0.1
0
90 80 70 60 50 40 30 20 10 0
Controller Workload (3)
Baseline ACM, DSC and FLIPCY
ISA1 ISA2 ISA3 ISA4
Controller Workload (4)
From the subjective questionnaire data, five out of the six controllers thought that datalink did not impact upon the pace of their tasks.
All participating controllers thought that a fully automated DSC STAR service resulted in fewer repetitive tasks when compared with the R/T environment.
Feedback obtained during debriefs showed a clear controller preference for the fully automatic version of the DSC STAR service
Safety Benefits
Overall, the participating controllers felt that the implemented datalink services offered the potential to enhance safety.
Four out of the six participants believed that datalink would reduce errors, e.g the elimination of aircraft taking the wrong call.
The controllers believed that the ACM service offered a significant safety benefit as it could eliminate the sending / receiving of incorrect R/T frequencies.
A safety benefit in avoiding aircrew mishearing / misunderstanding of STAR message, which tend to be long and complex, was reported.
The controllers stated that the FLIPCY service offered a safety benefit, resulting from the early detection and presentation of route discrepancies to the FIR entry sector controller.
Summary
Exercises where datalink services were combined generally resulted in a decrease in workload The FLIPCY service produced a workload reduction when the selected services were simulated individually.
Decreases in R/T usage are likely to result from the introduction of the selected datalink services.
The largest reduction in time spent using R/T occurred when all the implemented datalink services were used in combination Controllers expressed some concern over delays in response time for datalink when compared to R/T
Summary (2)
The participating controllers stated that the implemented datalink services offered potential safety benefits The participating controllers expressed concern about the total transaction time to transfer communications via the datalink medium Controller feedback suggested that the FLIPCY service definition should be enhanced to allow development of a controller tool that would enable route discrepancies not only to be detected, but also to be resolved The services simulated were considered suitable for “housekeeping” tasks
Airbus Industrie
Summary
ATC Benefits / Issues Summary
R/T workload was reduced. In one trial, R/T reductions ranged from 7% to 13% for single services, from 15% to 19% for paired services and from 27% to 43% for services in triplet.
In terms of general workload, the results are not conclusive but indicate that workload benefits may accrue through the introduction of datalink.
Datalink was felt to enable increased task sharing between controllers.
Aircrew Benefits / Issues Summary
Datalink messages improve the clarity of instructions and improves safety. R/T workload would be reduced since clearances would not have to be repeated by controllers in the event of misunderstandings. However, a disbenefit was a deterioration of the pilot’s situational awareness. Delay in pilot response time should be minimised.
Datalink enabled better scheduling and prioritisation of tasks in the cockpit and reduced tiredness due to concentration on the vocal frequency.
Safety Benefits / Issues Summary (1)
Workload reductions provide an opportunity to improve safety. There would be a reduction in errors, particularly those related to the mishearing and misunderstanding of messages.
In the trials, pilots did not acknowledge sector transfer instructions immediately; the time delays were too great. A small reduction in controller awareness of the traffic situation was also noted.
Safety was considered to improve because the controller has more time to plan.
Safety Benefits / Issues Summary (2)
Mixed datalink equipage was seen as a problem, which could have the effect of reducing safety. Datalink could increase the complexity of ATC tasks, leading to a potential reduction in safety.
Part of the resources normally devoted to planner/tactical co-operation was taken up with interface management.
Controllers had to work harder to maintain awareness of the traffic situation when using ACL. A lack of immediacy was noticed when controllers dealt with pilot requests.
Conclusions
EOLIA / ProATN has been the widest deployment of fully SARPs compliant trials systems (6 independent ground & 3 airborne systems) the largest ATN evaluation activity to-date EOLIA systems are being amended to be PETAL compliant Common CWP HMI features ‘HMI is the key’ Identified positive benefits for exploitation and some of the pitfalls to be avoided more work ‘in partnership’ required
Airbus Industrie