Communications Operating Concept

1
Communications Operating Concept Requirements
(COCR)

• ICAO Aeronautical Communications Panel
• Working Group of the Whole
• Montreal, Canada
• June 27, 2005
• Gregg Anderson
• ATO Technical Operations
• ATC Communications Services

2
Historical

• Combined Team of Operational Technical experts
  established between FAA/EUROCONTROL May 2004.
• Two phased approach supporting AP-17.
• Develop Initial COCR to support Technology
  Pre-Screening Down Select. Completed 12/04.
• Literature search for 2015 2030 Operating
  Concepts
• Understand/Define/Describe Services
• Establish Traffic Characteristics Loading
• Internal FAA/EUROCONTROL Study Team review
• Public Release April 2005, presented to ACP WG-C
  N
• Develop Final COCR to support Technology
  Selection. Scheduled completion 12/05.
• Continue refinement of Initial COCR
• Increase validity of requirements by modeling
• Conduct Safety, Security, Performance Analysis
• Identify Missing Needs e.g. SWIM, Net Centric
  Ops, JPDO, New AOC services???
• Continuously collaborate with Technology
  Assessment Team.

3
COCR Content Overview

• Operational Concepts described as Phases 1 2.
• Phase 1 begins in 2015.
• Evolution of communications services from voice
  to data. Operations begin the paradigm shift
  from Management by Intervention to Management
  by Planning Intervention by Exception.
• Phase 2 takes over through 2030.
• Evolution of communications services to support
  4-D Trajectory Based ATM with Autonomous
  Operations in designated airspace.
• ATM is Monitor, vs. Controller.
• Net Centric Operations allow air-ground flow of
  system wide information.

4
COCR Content Overview (cont)

• Through Phase 1, services are scattered in
  various regional specific implementations.
• Learning equipping with beginnings of
  Trajectory Based ATM limited establishment of
  Autonomous Operations airspace. Many data
  services supplant voice communications.
• For Phase 2, Trajectory Based Autonomous
  Operations become the norm in designated
  airspace.
• Many voice replication services traded off for
  4-D Trajectories via COTRAC. Phase 1 data
  services maintained for less capable aircraft.
• Trajectory Based Ops likely require
  auto-execute aircraft functions.
• In order to support Autonomous Operations,
  aircraft will require on-board conflict
  detection, Air-Air interrogation, resolution
  capability.
• Controllers are more Monitors vs. controllers.
• Traffic is 2.5 to 3x today, but model forecasts
  indicate increase is spread over less dense
  periods secondary airports.
• Includes micro-jets UAVs / ROVs.
• Assumed to be just another aircraft for ATC
  purposes.
• Is the spread of traffic a true representation???

5
COCR Content Overview (cont)

• 34 ATS Services (includes ATC, FIS, ADS-B,
  Air-Air).
• Well understood except in SWIM world.
• 21 AOC Services.
• Growth in AOC NOT well understood.
• For each domain
• Use of services provided by ATS and AOC as flight
  progresses across domains.
• Estimates of the percentage of aircraft equipped
  for data link, and the relative percentage of
  voice and data link communications.
• Peak Instantaneous Aircraft Counts (PIAC) for
  high density and low density for each airspace
  type.

6
COCR Content Overview (cont)

• Two types of airspace exist in Phase 2
• Unmanaged Airspace VFR uncontrolled
  airspace/airports included in this category.
• Managed Airspace
• Traditional ATC, trajectory based ops,
  instances of self separation sequencing for
  limited duration
• NEW Autonomous airspace w/control exhibited
  upon entry/exit but, while in it user on own for
  conflict detection resolution.

Managed
N or K
Autonomous Operations
Autonomous Operations

Free Route
Free Route
Managed
Managed

Managed
Route Based Operations
N or K
Managed
Managed
Unmanaged
U
U
U
U
Unmanaged
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COCR Services

• ATS Services
• Voice or Data
• ACM, ACL, ARMAND, DCL, D-TAXI, DSC, D-FLUP,
  D-ATIS, D-OTIS, D-ORIS, D-RVR, D-SIGMET,
  D-FLUP, SAP
• Data Only
• AMC, COTRAC, DLL, DYNAV, D-ALERT, D-SIG, FLIPCY,
  FLIPINT, PPD, URCO
• Surveillance
• ADS-B, ADS-C, TIS-B which support ATC
  Surveillance, Airborne Situational Awareness,
  Enhanced Visual Acquisition, SM, ITP, CP
• Air-Air for Autonomous Ops

• AOC Services
• OOOI, Free Text, WX Request, NOTAMs, Position
  Report, Flight Status, Fuel Status, Gate
  Connecting Flight Info, Engine Performance
  Report, Maintenance Troubleshooting, Flight Plan
  Request/Response, Load Sheet Request, Flight Log
  Transfer, Real Time Maintenance, Graphical WX,
  Real Time WX Report, On-Line Technical
  Troubleshooting, Technical Logbook Update,
  Electronic Library Update, Software Loading,
  Cabin Logbook Transfer

8
COCR Peak Instantaneous Aircraft Counts (PIAC)

• PIACs in Phase 2
• Airport 290/19
• Vehicles on 32/8
• Airport
• Terminal 19/14
• En Route 31/30
• Oceanic 17/9
• Remote

• PIACs in Phase 1
• Airport 200/12
• Vehicles on 32/4 Airport
• Terminal 14/11
• En Route 29/25
• Oceanic 10/5
• Remote

Note Number on left of / is high density, on
right is low density. Both numbers are based on
Sector Configurations as we know them today.
9
Aircraft Equipage Estimates and Voice
Communication Reduction
Note Equipage Estimates mean Aircraft is
equipped with Digitally Capable Avionics, not
necessarily applications to conduct COCR Services
100
100
80
80
60
60
Voice Comm. Lines
Aircraft Equipage Bar
40
40
20
20
0
0
Phase 1
Phase 2
Airport/TMA/En Route
Oceanic/Remote
Airport/TMA
En Route
Oceanic/Remote
10
COCR Summary

• Concepts Services agreed except for timing.
• Evolving some services, safety, security
  performance requirements.
• Difference between beginning of Phase 1 end of
  Phase 2
• Voice supplanted by data as primary
  communications method.
• Operations in Managed Airspace primarily consists
  of Autonomous Trajectory Based operations.
• Requires support by automation/communications
  tools both Air Ground.
• Operations transition from Management by
  Intervention to Management by Planning
  Intervention by Exception.
• Humans become Monitors, ATM cannot be done by
  voice alone.
• Recovery in the event of communications failure
  is questionable via voice.
• Coordination of document outside of
  FAA/EUROCONTROL team to proceed through ICAO ACP
  other appropriate operational bodies to assess
  global applicability.

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