The Federal Aviation Administration (FAA) and the SESAR Joint Undertaking (SJU) have each developed ATM modernisation roadmaps which require the integration of new Data-Link services. However, while the two modernisation programmes have many similarities, they do not completely align in terms of scope and timing. A recent differing of requirements for Data-Link standardisation has now been resolved.

Each side of the Atlantic had identified certain priorities for the upcoming Data-Link standard by EUROCAE and RTCA [1]. For the FAA, it was important include certain services in the standard: Dynamic Required Navigation Performance (RNP), Advanced Flight Interval Management and the uplink of Air Traffic Control (ATC) winds, which would have resulted in a delay of the standards publication date. However, this delay would have posed difficulties for the airframe manufacturers, who are aiming to industrialise solutions in relation to SESAR deployment, and before SESAR's 2018 target (e.g. initial 4D trajectory exchange) as set out in the European ATM Master Plan.

To avoid such differences, in 2011, a Memorandum of Cooperation (MoC) was signed between the between NextGen and SESAR, to ensure alignment and global interoperability. One of the five coordination areas of the MoC, which concerns coordination of Data-Link services [2], recognised the differing needs and set out to define a mutually acceptable solution.

In addition, in June 2013, the SJU, in partnership with the EU Delegation to the United States, held a one-day conference in Washington DC which prompted discussions on global interoperability in the context of future Data-Link services.

Following these constructive discussions, a joint position for Data-Link standardisation was agreed. The joint position recommended that EUROCAE and RTCA issue an initial publication of the standard as per its original timescale and scope. Meanwhile, the work to develop the new applications will continue so that once they are mature enough, a second version of the standard can be published to include them.   

This approach is fully consistent with a joint Boeing/Airbus position paper presented to the joint EUROCAE/RTCA group earlier this year.

Based on this successful outcome and other recent similar successful outcomes, such as with the recently published RPAS roadmap, the FAA and SESAR are exploring further ways to ensure a united front on the standardisation of several ATM aspects.

[1] EUROCAE WG-78/RTCA SC 214
[2]“Communications, Navigation, Surveillance (CNS) and Airborne Interoperability”