Oceanic and Remote Operations with ADS-C and CPDLC

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Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) Presented by Rockwell Collins Cedar Rapids, Iowa September 2007 Introduction......................................................................................................................................................................................................................1 Information Network Enablers...................................................................................................................................................................................2 Van Nuys to Tokyo...........................................................................................................................................................................................................3 Oceanic Airspace Change.............................................................................................................................................................................................5 Rockwell Collins Solution..............................................................................................................................................................................................5 Table of Contents 1 The use of Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) for oceanic and remote flight operations, commonly known as Future Air Navigation System (FANS-1/A) is a component in the global transition from a procedurally-based operating environment to a performance-based environment. This transition, enabled by technological evolution in communications, navigation and surveillance, is being driven by benefits to operators as well as to Air Navigation Service Providers (ANSP). ADS-C and CPDLC have been in use in oceanic regions since 1995 and today provide improved communications and operational efficiency for hundreds of participating airline aircraft. With robust forecasts for oceanic air traffic growth including increasing use of business aviation for international travel, ADS-C and CPDLC are important elements in plans for expanding airspace capacity. In oceanic and remote regions where aircraft fly beyond the range of ATC radar and VHF communications coverage, ADS-C and CPDLC via safety services capable SATCOM (Aero I/H/H+ today) enable the transition from HF voice for communications and position reporting to data link communications and surveillance. This results in operations that more closely reflect a continental radarbased surveillance environment; pilots no longer need to make manual position reports since aircraft position is monitored automatically, and the crew can communicate directly with air traffic control anytime using a common set of preformatted text messages. Flying with ADS-C and CPDLC facilitates real time flight plan updates when prevailing conditions on a long oceanic flight warrant a change in routing or altitude. The technologies also position aircraft to fly in reduced separation airspace; many remote and oceanic airspace stakeholders share a goal of 30 NM lateral / 30 NM longitudinal separation. Thanks to advances in data processing and automation, with ADS-C and CPDLC controllers on the ground can monitor oceanic traffic on a display that looks much like a conventional ATC radar display. Controllers communicate directly with the flight crew rather than receiving paper “strips” containing flight information forwarded by the HF radio service provider. With a standardized set of ‘aviation English’ language text messages, communications between flight crews and ATC are made simple and consistent. Taken together with highly accurate navigation and Reduced Vertical Separation Minimums (RVSM), these advancements make possible reduced air traffic separation, improving capacity and efficiency in oceanic airspace. Introduction Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) – September 2007 © Copyright 2007 Rockwell Collins Inc. In oceanic and remote ADS-C and CPDLC, information is passed between aircraft avionics and air navigation service providers via satellite links and terrestrial data networks. In current implementations, safety services connectivity is provided via SATCOM AERO I/H/H+ using Aircraft Communications Addressing and Reporting System (ACARS) data link protocol and service provider networks. The International Civil Aviation Organization (ICAO) FANS concepts first publicized in 1984 involved transferring information over the Aeronautical Telecommunications Network (ATN), which the international aviation community is now implementing for domestic airspace operations. Oceanic ATN-based ADS-C and CPDLC capability is expected to be deployed by the ANSPs beyond 2015. Eurocontrol’s Link 2000+ program is implementing ATN-based CPDLC for Air Traffic Management (ATM) in domestic European Airspace. A mandate for aircraft to equip for Link 2000+ CPDLC by 2014 is expected, however oceanic operators who are already equipped with FANS CPDLC capability will be accommodated in Europe’s continental airspace. The United States FAA has announced its data link communications service and estimates a mandate in the 2016 time frame. With an eye toward providing operational and economic benefits for airlines in oceanic and remote regions, the major air transport aircraft manufacturers introduced FANS capability in the mid 1990’s. FANS uses the existing ACARS network and uses special data conversion techniques to enable ADS-C and CPDLC. FANS capabilities are now being implemented on business aircraft in order to streamline communications with air navigation service providers on international trips, enhancing operational flexibility and peace of mind. Information Network Enablers 2 Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) – September 2007 © Copyright 2007 Rockwell Collins Inc. 3 A hypothetical business jet trip from Van Nuys (KVNY) to Tokyo Narita (RJAA) highlights ADS-C and CPDLC operational concepts. For this flight of just under 5,000 nautical miles, optimum routing follows the California coast northward to Track E of the Pacific Organized Track System (PACOTS). About two hours after departure, the flight crew obtains the clearance for the oceanic portion of the flight. Until this point in the flight, VHF communications and ATC radar surveillance are available. The example examines the differences between flying next phase with ADS-C and CPDLC and flying it with traditional HF communications. Traditional Communications and Surveillance – 15-30 minutes before crossing Oakland’s Oceanic . airspace boundary, the pilot calls Oakland on VHF to . obtain the oceanic clearance. – Upon reaching the Oakland Oceanic airspace boundary . at KYLLE intersection, the pilot contacts the radio relay . service over HF voice to submit an initial position . report such as: • “Oakland Radio, N601CR position,” after a . minute: “N601CR, Oakland, go ahead with your . position report”. • “Position. November Six-Zero-One-Charlie-Romeo, . KYLLE intersection. Time two-zero-one-five zulu. . Flight level three-eight-zero. KANUA at . two-zero-five-two zulu. ORNAI next. SELCAL . Alpha-Bravo-Charlie-Delta, over.” With ADS-C and CPDLC – 15 to 45 minutes . before entering the . oceanic airspace, . establish the data . communication link . with Oakland by . completing an ATS . Facilities Notification (AFN) . logon using the “logon” . function on the Control . Display Unit (CDU) or Integrated CDU (ICDU) – Use CPDLC to request the route clearance by selecting . the “CPDLC REQUESTS: CLEARANCE: ROUTE” . command on the CDU or ICDU – Upon receipt of the textual route clearance message, . and verification of its accuracy, accept the clearance . using the “RESPOND” command on the CDU or ICDU, . and proceed as planned along the cleared route Van Nuys to Tokyo Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) – September 2007 © Copyright 2007 Rockwell Collins Inc. Behind the scenes, Oakland has also established a ‘contract’ with the avionics for ADS-C position reports. This means that the controller specified an interval for automatic periodic position reports and a set of events such as altitude changes that will trigger additional automatic position reports. Without any further pilot action, the avionics will now send position data to Oakland every 15 minutes. Crossing FIR boundaries In addition to the Oakland Oceanic Flight Information Region (FIR), the Van Nuys-Tokyo flight along Track E also transits the Anchorage and Tokyo FIRS. Using HF voice in traditional procedural airspace, pilots contact the next FIR upon entering its airspace and provide a position report. Transiting FIR boundaries with ADS-C and CPDLC is a seamless process for the flight crew - the communications and surveillance handoffs from one Air Traffic Service Unit (ATSU) to the next are managed by the responsible ground personnel. Controllers in the Anchorage FIR, for example, can initiate the transfer to Tokyo, and Tokyo can establish an ADS-C connection and start to monitor the flight’s progress even before crossing into their airspace. When the CPDLC connection transfers to the next responsible ATSU the crew is simply notified of the change and proceeds with the planned flight. A flight path change The enhanced communications capability of CPDLC permits greater flexibility and efficiency when changes to the flight path are required. As an example, consider an encounter with continuous light turbulence as the passengers are conducting a dinner meeting. An airliner flying on the same track 30 minutes ahead indicates over the VHF air-to-air frequency that flight level 400 is smooth. How in this type of communications and surveillance environment do we obtain ATC’s authorization to climb? Traditionally, this type of request is made over HF voice communications via a radio relay service. Processing of such a request and issuance of a climb clearance often involve lengthy wait times as compared with operations in continental airspace. With ADS-C and CPDLC, the pilot simply selects the “CPDLC REQUESTS: ALTITUDE” downlink message using the CDU or ICDU, then follows text prompts to enter the requested altitude and select the reason for the request from a preformatted list, in this case the “DUE TO WEATHER” option. Within just a few minutes, Oakland responds by sending a “CLIMB TO AND MAINTAIN FL400” message, and the crew can begin climbing to the more comfortable flight level. In the ADS-C and CPDLC environment pilots can execute lateral deviations, obtain revised routing based on updated wind information, and make other en route flight plan modifications with similar flexibility and efficiency. Enhanced information management including faster message transfer times relative to HF voice, standardized phraseology, and ADS-C surveillance help aircraft operators to save time and fuel, and optimize passenger comfort by simplifying the communications processes for flight plan modifications. Van Nuys to Tokyo – continued 4 Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) – September 2007 © Copyright 2007 Rockwell Collins Inc. 5 Growth in air traffic volume over the Pacific and Atlantic oceans is necessitating new procedures to provide operational flexibility and reduced separation. One of the first manifestations of this change was the deployment of RVSM which is now in use in virtually all oceanic regions as well as many continental locations. International efforts to improve oceanic airspace capacity and efficiency are now focused largely on reducing lateral and longitudinal aircraft separation. Required Navigation Performance in combination with ADS-C and CPDLC are important elements in the envisioned airspace change. At present, the major traffic routes in Pacific Ocean are designated as RNP-10 which allows for 50 nautical mile lateral separation between aircraft and 10 minutes (about 100 nautical miles) of longitudinal separation between turbojets traveling in the same direction. The Oakland Oceanic FIR has conducted trials of 30 NM lateral / 30 NM longitudinal separation standards which are expected to become commonplace over the Pacific and other regions in the future. “30/30” separation requires that participating aircraft comply with RNP-4 navigation performance, and use ADS-C and CPDLC. Today, aircraft without FANS capability have full access to oceanic airspace. However in many regions ADS-C and CPDLC equipped airplanes are given preferred routings. It is likely that ADS-C and CPDLC equipped aircraft will receive preferred routings in all oceanic airspace, including the North Atlantic in the near future. Oceanic Airspace Change Airborne equipment requirements for operating with ADS-C and CPDLC include the following: – Data-capable VHF and SATCOM transceivers for . connectivity with the ACARS network – Communications Management Unit (CMU) or Radio . Interface Unit (RIU) with Data Link capability to serve . as a message router between the VHF/SATCOM and the . other avionics – New data link communications applications for ADS-C . and CPDLC, accessible to the pilot via the FMS Control . Display Unit or Integrated CDU – Flight Management System integration required to . enable ADS-C and CPDLC Rockwell Collins data-capable VHF and SATCOM transceivers, CMU, and RIU are certified and available today. The data link communications applications for ADS-C and CPLDC will be available beginning in the 2011 timeframe. For existing aircraft, a Flight Management System upgrade that’s presently under development will enable incorporation of ADS-C and CPDLC. Once Rockwell Collins introduces the new applications, availability and timing will vary depending on the specific aircraft model. Rockwell Collins Solution Oceanic and Remote Operations with Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) – September 2007 © Copyright 2007 Rockwell Collins Inc. 147-0755-000-CS 1.5M BUS 09/07 © Copyright 2007, Rockwell Collins, Inc. All rights reserved. Printed in the USA. Building trust every day. Rockwell Collins delivers smart communication and aviation. electronics solutions to customers worldwide. Backed by a global network of service and support, we stand committed to putting technology and practical innovation to work for you whenever and wherever you need us. In this way, working together, we build trust. Every day. For more information contact: Rockwell Collins 400 Collins Road NE Cedar Rapids, Iowa 52498 319.295.4085 email: csmarketing@rockwellcollins.com www.rockwellcollins.com

弗莱发表于 2011-3-17 14:35:32

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bocome 发表于 2011-7-31 10:41:09

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Oceanic and Remote Operations with ADS-C and CPDLC