Academic literature on the topic 'CPDLC (Controller Pilot Data Link Communications)'

Newly implemented technologies within the aviation lack, according to recent studies, built in security measures to protect them against outside interference. In this thesis we study the security and privacy status of the digital wireless Controller Pilot Data Link Communication (CPDLC) used in air traffic management alongside other systems to increase the safety and traffic capacity of controlled airspaces. The findings show that CPDCL is currently insecure and exposed to attacks. Any solutions to remedy this must adhere to its low levels of performance. Elliptical Curve Cryptography, Protected ACARS and Host Identity Protocol have been identified as valid solutions to the system’s security drawbacks and all three are possible to implement in the present state of CPDLC.

A modeling framework to evaluate the costs and benefits of implementation of Con-troller Pilot Data Link Communication (CPDLC), and Air Traffic Management (ATM) decision support tools is proposed in this paper. The benefit/cost evaluation is carried out for four key alternatives namely alternative A: Do nothing scenario (only voice channel), alternative B: Voice channel supplemented with CPDLC, alternative C: Alternative B with ATM tools in a non-integrated scenario and finally alternative D: Alternative B with ATM tools in an integrated scenario. It is a bi-level model that cap-tures the linkages between various technologies at a lower microscopic level using a daily microscopic model (DATSIM) and transfers the measures of effectives to a higher macroscopic level. DATSIM stands for Data Link and Air Traffic Technologies SIMulation and it simulates air traffic in the enroute sector and terminal airspace for a single day and captures the measures of effectiveness at a microscopic level and feeds its output to the macroscopic annual model which then runs over the entire life cycle of the system. Airspace dwell time benefit data from the microscopic model is regressed into three dimensional benefit surfaces as a function of the equipage level of aircraft and aircraft density and embedded into the macroscopic model. The main function of the annual model is to ascertain economic viability of any deployment schedule or alternative over the entire life cycle of the system. The life cycle cost model is com-posed of four modules namely: Operational benefits module, Safety benefit module,Technology cost module and Training cost module. Analysis using the model showed that an enroute sector gets congested at aircraft den-sities greater 630 per day. This is mainly because the controller workload gets satu-rated at that traffic volume per day. Benefits realized in alternatives B, C and D as compared to alternative A increased exponentially at traffic densities greater than 630 i.e. when controller workload for alternative A becomes saturated.<br>Master of Science

The gradual integration of remotely piloted aircraft systems (RPAS) in civil airspace, sharing airways with commercial flights, is expected to be completed once the legal issues and those regarding the unmanned traffic management are solved. This will open the floodgates to a myriad of new services, with a demand that will probably face a lack of pilots, a situation already present in the manned case. Multi-RPAS operations could be a solution, if correctly addressed. The thesis proposes a framework that pursues the feasibility, from a human factors perspective, of having a single pilot/aircrew controlling several RPAS concurrently in non-segregated airspace. Such feasibility implies that this multitasking should be safe, and not interfere with the job of the air traffic controllers due to delays or errors associated to the parallel piloting. To this extent, a set of tools and measures are suggested, which include workload balance and prediction, action monitoring and interface usability. The management of the workload takes into account the cognitive profile of each pilot to determine their limitations and time requirements while executing the tasks. Based on these profiles, the scheduling seeks the concurrent piloting while providing a safe margin of total workload, but also the flexibility in the strategies chosen for executing the tasks. The balance of the workload among pilots, a necessary safety measure, requires the prediction of it; this would be done based on the aggregation of different sources of information like aircraft readings, scheduled tasks, external reports and a suggested map of expected workload drivers. Monitorings are justified by the fact that concurrent piloting could be misleading, so the system provides a safety check, acting as a kind of first officer. The reason behind the focus put on usability is that a handy interface providing an appropriate awareness is an essential requirement in multi-RPAS operations. While multiplying the productivity is the main goal, it also offers benefits for a one-pilot-one-aircraft ratio, as it provides extra safety measures or the possiblity to parallelise other roles in the flightcrew. To illustrate its potential, a prototype was implemented and some experiments with pseudo-pilots conducted to compare the performance with or without some of the features. These showed a decrease in the number of errors, oversights, and subjective stress, and were useful to inspire improvements. Some components of the framework could be leveraged outside of it. For instance, it relies on the exploitation of the potential of Controler-Pilot Data Link Communications (CPDLC), anticipating a future widespread implementation and full use. A CPDLC display was designed to reduce the head-down of current implementations and provide a more descriptive status of the communications, both key aspects for the quick response that a multi-RPAS pilot could require. As a standalone application, it could be used by pilots and controllers to train the CPDLC phraseology and composition rules, or as an inspiration for future implementations. Its connectivity middleware allows the simulation of different scenarios of Quality of Service for the link, which can be used to train the procedures when related problems arise. Also, the implementation of the suggested map of workload could serve to air traffic management analysts to get the perspective of the pilots during the operations and detect hot spots. The safety measures and monitorings were positively evaluated by the pilots and controllers surveyed, even when some constituted redundant checks to existing air traffic control monitoring tools. The CPDLC display was quite well considered also to be used by controllers, who found it intuitive, quick, and that the information was clearly displayed and at hand. Finally, the handover procedure suggested was well evaluated to avoid the errors arising during the process of control migration.<br>La integración de los sistemas aéreos pilotados de forma remota (RPAS) en espacio aéreo civil será una realidad una vez se resuelvan los temas legales pendientes o las particularidades en lo referente al control del tráfico aéreo. Esto supondrá el pistoletazo de salida a una amplia gama de servicios, con una demanda que probablemente se enfrentará a una carestía de pilotos, situación que ya se da en el caso de los vuelos tripulados. Las operaciones multi-RPAS, implementadas de forma correcta, podrían paliar este problema. La tesis propone un marco operativo para la viabilidad, a nivel de factores humanos, de que cada piloto o tripulación pueda controlar simultáneamente varios RPAS en espacio aéreo no segregado. Dicha viabilidad implica que estas operaciones sean seguras y no interfieran en el trabajo de los controladores debido a retardos o errores asociados al hecho de pilotar varios aviones. Por ello, se sugiere un conjunto de herramientas y medidas que incluyen la predicción y balanceo de la carga de trabajo, monitoreo de acciones y una adecuada usabilidad de la interfaz. La gestión de la carga de trabajo toma en cuenta los perfiles cognitivos de los pilotos para determinar sus limitaciones y tiempo de ejecución de las tareas. Basándose en estos, se busca una asignación de vuelos con un margen seguro de carga de trabajo total pero también flexibilidad en la estrategia elegida para lidiar con las tareas concurrentes. El balanceo de la carga de trabajo entre los pilotos requiere la predicción del flujo de tareas; esta se basará en tantas fuentes de información como estén disponibles: telemetría, tareas planificadas, partes o un sugerido mapa de factores de carga de trabajo. La monitorización se justifica porque controlar distintos vuelos de forma concurrente puede llevar a confusiones. El sistema cotejará pues las acciones, en una suerte de primer oficial. La usabilidad es clave en el caso multi-RPAS, donde es imperativo una interfaz que permita una respuesta y acceso a la información rápidos, con una clara descripción del estado de las operaciones. Pese a que el principal objetivo del concepto es el aumento de la productividad de los pilotos, este ofrecería beneficios aun cuando a cada piloto se asignase un único vuelo, por sus medidas de seguridad complementarias, o la posibilidad de que la operatividad concurrente se traslade a otros roles de la tripulación. Para ilustrar su potencial, se implementó un prototipo con el que se llevó a cabo experimentos con pseudo-pilotos para comprobar la efectividad de algunas medidas. Estos mostraron una reducción en el número de errores, olvidos y estrés subjetivo, y sirvieron para inspirar mejoras. Algunas piezas del sistema pueden ser útiles fuera de este. Por ejemplo, se explota el potencial de las comunicaciones mediante enlace de datos (CPDLC), anticipándose a su futura implementación y uso extendidos y se diseñó una interfaz CPDLC que redujese el lento manejo de las actuales, con un estado más claro de las comunicaciones. Esta, de forma aislada, podría utilizarse para entrenar a pilotos y controladores en las reglas de composición, o como inspiración a futuros diseños. El software utilizado permite la simulación de escenarios de calidad del enlace, que permitirían practicar los procedimientos asociados a los problemas que pueden surgir en estos. Y el mapa de factores de carga de trabajo que se sugiere, podría ser utilizado para analizar la integración RPAS. Las medidas propuestas fueron positivamente evaluadas por los pilotos y controladores encuestados, aun cuando algunas suponían comprobaciones redundantes, ya presentes en herramientas de control de tráfico aéreo. La interfaz CPDLC, en principio orientada a pilotos, gustó también a controladores por intuitiva, de rápido manejo, y con la información accesible. Finalmente, el procedimiento de migración de control sugerido fue considerado interesante para evitar los errores que surgen durante el proceso de migración de control

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Aeronautics and Astronautics, 1999.<br>Includes bibliographical references (p. 125-130).<br>In an effort to reduce saturation in voice radio channels and to take advantage of space-based communication technologies in a cost-effective basis, data link communication between the flight deck and air traffic control (CPDLC) is gradually coming to the fore. Currently, there are three main flight deck interface designs for CPDLC, and a comparative human factors study of these designs is documented in this thesis. However, in spite of the recent development, there is little coherent understanding on the influence of hardware interface components on performance. To contribute to this understanding, the performance of two flight deck CPDLC interface designs were compared at the Boeing Company, and the result was used to estimate the performance of a third interface design. As a follow-on study, an experiment was conducted to examine the relative performance of four simplified interface configurations for CPDLC. The experiment found that there was little difference in performance (task processing time, accuracy and efficiency) among the four interface configurations in simple communication tasks. However, as the level of difficulty of these tasks increases, a dual interface configuration with separate functionality on each interface required the least amount of time to accomplish the stated tasks. The additional maneuverability provided by a dual-interface configuration with identical functionality on each interface did not appear to lead to significant additional performance gains compared with the dual interface configuration with separate functionality. In general, the single-interface configurations required longer processing times for complicated tasks and were also found to incur higher workload according to the NASA Task Load Index.<br>by Terence Ping Ching Fan.<br>S.M.

Com o crescimento do setor aeronáutico faz-se necessário a criação de novas tecnologias para que a capacidade do sistema possa aumentar sem provocar perdas nos níveis de segurança. Para isso foi criado o CNS/ATM, um paradigma que integra tecnologias de comunicação, navegação e vigilância em um sistema de gerenciamento de tráfego aéreo global. No âmbito das comunicações entre controlador e piloto, o atual sistema de fonia via rádio analógico é substituído por um enlace de dados, chamado de Controller-Pilot Data Link Communication (CPDLC). Esta alteração promove polêmica entre aeronautas e autoridades, de forma que é essencial um estudo aprofundado que comprove sua eficácia. Dessa forma, esta pesquisa visa avaliar a segurança do CPDLC quando utilizado em Áreas Terminais do Espaço Aéreo. Para a realização desta pesquisa, foi criada uma metodologia de avaliação de segurança utilizando simuladores de voo, de tráfego aéreo e de comunicação CPDLC combinados com uma análise por meio de modelos de Markov. O procedimento de chegada ao aeroporto de Congonhas, situado na Terminal São Paulo, foi utilizado como referência para aplicação desta metodologia. Os resultados obtidos mostraram que o sistema atual de comunicação, via voz, está no limite do atendimento dos níveis internacionais de segurança para a demanda atual. Contudo, a comunicação por enlace de dados atende, e em alguns casos inclusive melhora, o nível de segurança desta região do espaço aéreo.<br>With the growth of the aviation industry it is necessary to create new technologies that can increase the system capacity without loss in the safety levels. Because of this the CNS/ATM was created, a paradigm that integrates communication, navigation and surveillance technologies with a global air traffic management. For the communications between controllers and pilots, the current system of voice over analog radio is being replaced by a data link, called the Controller-Pilot Data Link Communication (CPDLC). This replacement raises debates between airmen and authorities, demanding a detailed study that proves its effectiveness. Thus, this research aims to evaluate the CPDLC safety when used in Terminal Airspace Areas. For this research, was created a methodology for security assessment using flight, air traffic, and CPDLC simulators combined with a Markov model analysis. The Congonhas airport arrival procedure, located in São Paulo Terminal, was used as reference for this methodology application. The results showed that the current system of voice communication is on the limit of fulfilling the international safety levels for the current demand. However, the data link communication addresses, and in some cases even improve, the safety level for this airspace region.

Tese de mestrado em Engenharia Informática, apresentada à Universidade de Lisboa, através da Faculdade de Ciências, 2011<br>Com o aumento de tráfego aéreo que tem ocorrido nos últimos anos e com o que se prevê que venha a acontecer num futuro próximo é necessário começar a tomar medidas para que os sistemas de controlo de tráfego aéreo suportem este aumento. Estas medidas também têm como objectivo evitar que os custos aumentem com o aumento de tráfego aéreo bem como ultrapassar a escassez cada vez maior de frequências rádio. É neste âmbito que surge uma nova tecnologia denominada de Controller Pilot Data Link Communication (CPDLC, esta tecnologia pretende substituir a comunicação por voz efectuada entre o piloto e o controlador de tráfego aéreo por comunicação por texto, tratando-se de um serviço de mensagens escritas para situações não críticas e aplicável a aeronaves acima de determinada altitude (altitude de rota). Este relatório descreve o evoluir de um simulador de controlo de tráfego aéreo existente, designado SIMATM, para que este suporte a nova funcionalidade CPDLC. A realização do projecto seguiu o modelo de desenvolvimento de software em V usado na NAV Portugal, E.P.E., que se traduziu na adição de um simulador de Data Link Server ou SIMDLS, criado de raiz, sendo que a sua necessidade foi decidida no decurso do projecto, durante a análise do problema, bem como na evolução das componentes internas do SIMATM. Resultante da realização do projecto foi também a produção e publicação de um artigo científico para a 6ª Conferência Ibérica de Sistemas e Tecnologias de Informação.<br>Due to the increase of air traffic that has occurred in recent years and that is expected to continue in the near future, it is necessary to take measures to ensure air traffic control systems can keep up with this tendency. These measures also aim to prevent cost escalation as well as deal with the increasing scarcity of radio frequencies. It is in this context that a new technology called Controller Pilot Data Link Communication (CPDLC) emerges, which aims to replace voice communications between pilots and air traffic controllers with a text messaging service for non-critical situations, applicable to aircrafts above a certain altitude. My project aimed at augmenting an existing simulator for air traffic control, called SIMATM, to support this new CPDLC functionality. The execution of this project followed the V-model of software development that has been adopted by NAV Portugal, E.P.E. The main deliverables are, on the one hand, a new Data Link Server simulator, or SIMDLS, whose development was decided during the problem analysis phase, and, on the other hand, the evolution of the internal components of the SIMATM simulator so that it supports CPDLC. Another deliverable of this project is the publication of a scientific paper in the 6th Iberian Conference on Information Systems and Technologies.

Due to the increase of air traffic that has occurred in recent years and that is expected to continue in the near future, it is necessary to take measures to ensure air traffic control systems can keep up with this tendency. These measures also aim to prevent cost escalation as well as deal with the increasing scarcity of radio frequencies. It is in this context that a new technology called Controller Pilot Data Link Communication(CPDLC) emerges, which aims to replace voice communications between pilots and air traffic controllers with a text messaging service for non-critical situations, applicable to aircrafts above a certain altitude. My project aimed at augmenting an existing simulator for air traffic control, called SIMATM, to support this new CPDLC functionality. The execution of this project followed the V-model of software development that has been adopted by NAV Portugal, E.P.E. The main deliverables are, on the one hand, a new Data Link Server simulator, or SIMDLS, whose development was decided during the problem analysis phase, and, on the other hand, the evolution of the internal components of the SIMATM simulator so that it supports CPDLC. Another deliverable of this project is the publication of a scientific paper in the 6th Iberian Conference on Information Systems and Technologies.