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Joint Delta/FAA Demonstration of Supplemental Turbulence Products for Pilots 

Delta Air Lines, Inc. requests authorization to demonstrate the feasibility of using a low-cost 

tablet personal computer (PC) device for the displaying of Graphical Turbulence Guidance 

(GTG) and Eddy Dissipation Rate (EDR) information in the cockpit for use by the flight crew. 

Delta Air Lines (DAL), in cooperation with the FAA's Aviation Weather Research Program 

Turbulence Product Development Team (TPDT), has previously participated in the adaptation, 

testing, and deployment of the EDR algorithm on DAL aircraft. EDR is aircraft sensor derived 

and auto-reported at a much greater frequency than Pilot Reports (PIREPs). PIREPs are 

subjective in nature, and may be geographically inaccurate. Turbulence severity and location 

reported via PIREPs are often reported in a general, conservative sense, resulting in reallocation 

of airspace or pilots avoiding large areas of airspace that may not actually be experiencing 

turbulence conditions. DAL completed installation of the EDR algorithm on its B737NG fleet in 

September 2008. 

This new joint effort will be conducted to demonstrate the ability and capability for transmitting 

GTG and EDR information directly to the flight crews and to identify any benefits resulting from 

decision making through early turbulence warning. 

In April 2009, following the initial EDR installation, the FAA funded an effort to assess the 

safety, efficiency, and capacity benefits of providing improved GTG and EDR information to 

flight planners / dispatchers. That effort was to determine how EDR data might help in achieving 

increased airspace capacity through its use by pilots, dispatchers, and Air Traffic Control (ATC) 

in minimizing deviations in areas of turbulence. Currently, the GTG and EDR information are 

provided to the dispatchers via a dedicated viewer. The dispatchers utilize the information to 

coordinate the optimized altitudes and tracks with the pilots and ATC. The result is fewer 

unnecessary altitude changes and a reduction in workload for both pilots and controllers. The 

EDR Proof-of-Concept Demonstration effort was completed in January of 2011. 

Phase I 

This proposal describes the first phase of Delta’s deployment of tablet PC devices to a select 

group of Line Check Pilots (LCP) for the strict purpose of displaying GTG and EDR information 

in the cockpit. Upon deployment of the tablet PC’s, qualitative operational data will be collected, 

monitored, and analyzed to determine the effectiveness of this capability. 

To identify the optimum device for the demonstration, Delta will examine three tablet PC type 

devices. The onboard aircraft WiFi connection will be used by the tablet PC to access and 

display the near real-time GTG and EDR information. 

In preparation for this turbulence uplink demonstration, Delta conducted a Safety Risk 

Assessment documented below. Prior to the deployment of the tablet PC’s to the LCPs, a 

focused ground demonstration of this capability will be accomplished. 
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Safety Risk Management (SRM) 

Joint Delta/FAA Demonstration of Supplemental Turbulence Products for Pilots 

Sequence of Events and Review Sessions 

Event Description Division Date of Discussion 

Preliminary Meeting Tom Fahey, Operations Control Center 

(OCC) Meteorology 

Bill Watts, Delta EDR Uplink Project 

Manager 

Chuck Schramek, Safety Management 

Systems (SMS) and Quality Assurance 

(QA) Compliance 

Chris Schwartz, OCC 

Bunty Ramakrishna, SMS 

Mark Bradley, Line Operations 

05/29/2012 

Risk Assessment ~Same as above ~ 06/07/2012 

Action items and report ~Same as above ~ 06/11/2012 

Risk Assessment 

distributed 

FAA 08/10/2012 

I. Purpose 

 Change in Existing Procedure 

A tablet PC device will be provided to a select group of LCPs as a beta test to 

access automated turbulence reports (EDR) superimposed on the turbulence 

forecast (GTG) using the onboard WiFi connection on B737 aircraft during non 

critical phases of flight. The GTG product is accessed from a National Weather 

Service (NWS) restricted web site, and the EDR will be accessed using a 

dedicated Web Feature Service implemented for this demonstration only. 

II. Current Process 

 Flight crews receive information concerning turbulence for their flight from a 

combination of the following: 

i. Delta Meteorology’s Upper Air Weather Depiction if time permits and 

access to a workstation is available prior to the flight 

ii. Turbulence Plots (TPs) on the flight plan if issued prior to flight plan 

release. 

NOTE: A TP is a textual description of the location and severity of 

known/reported turbulence along the aircraft’s route of flight and initially

appear on the crews pre-departure flight plan. If an updated TP is issued 

after departure, the new TP will be sent to the flightcrew via ACARS.

iii. TPs issued after departure that are uplinked to cockpit. 

iv. Discussions over the various ATC sector frequencies as the aircraft 

proceeds along its flight path. 

 WiFi is not currently permitted to be accessed in any B737 cockpits. 
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 Tablet PC’s or personal devices to access Turbulence information via WiFi are 

prohibited in the cockpit by general company policy1. 

 Currently, certain tablet PC devices are allowed during non-critical phases of 

flight to access company provided content that is loaded on the device prior to 

flight. Access to this material does not require any WiFi connectivity. 

III. Requirements/Criteria 

 Maintain or improve the source of turbulence information with a reduction in 

cockpit workload using turbulence information accessed through the tablet PC 

 Manage any risks associated with allowing WiFi access on the flight deck specific 

to Delta’s B-737. 

Note: The B-737 phase 3 display unit has been previously identified as having a 

potential radio frequency interference issue caused by WiFi usage in proximity to 

the phase 3 display. This issue is being researched and potential mitigation 

strategies are being identified. 

IV. Equipment 

 B737NG with on-aircraft wireless network connectivity capability 

 Tablet PC device 

V. Background 

• The FAA previously funded the adaptation, testing, and deployment of the EDR 

algorithm on Delta Air Lines (DAL) aircraft as part of the FAA's Aviation Weather 

Research Program (AWRP) efforts. While the data is presently available to ground 

based airline personnel, this effort seeks to validate the ability to provide this same 

data to an airborne platform. 

• Because DAL B-737NG aircraft are providing EDR data, the team prefers to use the 

B-737NG as the validation aircraft. 

• As Boeing transitioned to an ungraded display unit (Phase 2 to Phase 3), it was 

discovered under some conditions that the phase 3 display unit was susceptible to RF 

interference which caused the display unit to flicker or blank when in close proximity 

to a WiFi device. 

• In July 2009, several qualification tests with respect to display unit flickering were 

conducted by Boeing. The qualification tests were conducted to determine the 

different frequencies, wattage, device type, and distance that would cause flickering 

of the display units. 

VI. Initial Concerns: 

 During qualification tests of the Phase 3 Display Unit (DU), some flickering was 

observed when the max power (4 watts) was introduced. 

 The typical WiFi transmission power in laptops is 32 milliwatts. (See table) 

 Preclude any impact on the National Airspace System. 

 Limit any concerns of workload increase. 

 Manage any risks associated with DU’s while using WiFi in the cockpit. 

 

1

 Delta Flight Operations Bulletin, Personal Electronic Device Policy, 12-02, May 11, 2012 
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 Boeing Study 

i. Boeing conducted a study into the Phase 3 DU interference and flickering 

issue. While the Boeing Study is proprietary in nature, several key 

findings are enumerated below: 

1. No Phase 3 DU flickering or blanking due to RF interference has 

been reported during normal flight operations in normal operation. 

2. Devices intended to be used during this demonstration (based upon 

the Radiating Power information found in Table 1) must be 4 

inches or less from the screen to induce flickering. 

3. A single device will not affect all six phase 3 displays at once. 

4. Phase 2 DUs have not exhibited any problems during ground tests 

or normal flight operations. 

Table 1. RF Risk Assessment / Display Proximity Requirements 

VII. Delta Study 

 The FAA has been collaborating with DAL and the National Center for 

Atmospheric Research (NCAR) for over 5 years on an improved turbulence 

forecast product and automated turbulence reporting system that could be a key 

part of the NextGen weather solution. 

 Delta is conducting a study to assess the benefits of providing forecast (GTG) and 

real-time turbulence information (EDR) to the cockpit on NextGen-specific areas 

of focus; operational safety, NAS efficiency, and green-house emissions while 

reducing the workload of the crew, dispatch and air traffic control. This study is

being funded by the FAA. 

 Study 

i. Approximately, 40 LCPs will participate in a demonstration scenario for a 

period of 12 months (Effective dates TBD) 

ii. Information obtained will be specific with targeted questions to be 

answered by the LCP performing the test. 
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VIII. Potential Risk – Flickering or blanking of a phase 3 DU when tablet PC device is 

positioned 4 inches or closer due to potential RF interference 

IX. Critical Timeline Issues 

 DAL and the FAA would like to use the DAL B737NG fleet for this 

demonstration and request approval of the specific fleet type within 

approximately 3- 4 months to allow sufficient time for coordination and logistics. 

Currently, the Delta B-737NG aircraft are restricted from using WiFi on the flight 

deck. Delta is seeking FAA approval to provide temporary relief of this 

restriction during the demonstration effort through an approved mitigation 

procedure. 

Note: The mitigation procedure is envisioned to include a minimum separation 

distance between the phase 3 DU’s and the tablet PC device and procedures to 

prohibit tablet PC device usage during critical phases of flight. 

X. Post change 

 This is a beta test, hence no proposed change to current procedures to mitigate 

weather and turbulence will be used by the LCP; whether acting as the pilot

flying, pilot monitoring, or while in the jumpseat. 

 The dispatchers will still provide TP’s. 

 The intent of the potential future capability is to allow use of tablet PC devices in 

the cockpit to access real time automated turbulence reports overlaid on a 

turbulence forecast. The information displayed will be considered supplemental 

and any concerns or discrepancies will be resolved with the dispatcher as is done 

today when information provided by ATC and the company provided TP’S are 

inconsistent. 

XI. Potential Benefits 

 Allowing accessibility to real time information enables flightcrews to make timely 

decisions in the event of turbulence. The success of the beta test will result in a 

proven predictive method for pilots to make effective and timely operational 

decisions for the safety of the passengers and crew. 

 Reduction of ATC chatter and discussions along the Flight Path. 

 Reduction in dispatcher workload. 

 Reduction in the number of unnecessary pilot initiated altitude excursions. 

 Reduction in greenhouse gas emissions as a result of less aircraft operating of 

their optimal altitude. 

 Reduction in reallocated airspace resulting in unnecessary pilot initiated altitude 

excursions. 

XII. Validation 

 DAL conducted, within their B737NG flight simulator, a preliminary analysis of 

all candidate tablet PC devices for this effort, and no Phase 3 DU issues were 

observed. 
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 Additional validation of the procedure utilizing a tablet PC device will be 

scheduled for a date to be determined jointly by the FAA and Delta. 

XIII. Safety Risk Assessment 

 DAL determined, through their internal Safety Management System protocols, 

that a safety risk assessment was required to ensure appropriate mitigation is 

accomplished for potential risk identified in Section VIII of this report. 

XIV. Mitigation 

 Flickering 

i. The LCP utilizing the tablet PC device will maintain sufficient separation 

distance2 between the PC device and the aircraft instruments to avoid a 

potential blanking or flickering of the DU’s. 

ii. In the event of flickering or blanking, the LCP will power off the device 

and stow it away from any affected instrumentation. The LCP will then 

perform any appropriate established procedures per Quick Reference 

Handbook (QRH). See Reference 737 QRH NNC-10. 

XV. Data Collection 

 Data provided by the LCP’s will be a analyzed by subject matter experts in Delta 

Flight Operations, subject matter experts within the FAA, and contractor subject 

matter experts involved in conducting a cost benefit analysis associated with this 

effort. The intent is to validate the subjective information from the LCP’s and to 

evaluate the effectiveness of the turbulence information and the impact on the 

operation. 

 Turbulence (meteorology) measures will be collected to ensure effectiveness 

during the period of the beta test. 

XVI. Post Collection Measurement 

 The purpose of the demonstration is to validate the supplemental turbulence 

information provided through the tablet PC device and any potential NextGenrelated benefits (i.e. safety, efficiency, greenhouse emissions). 

 The post collection measurements will examine pilot behavior dealing with 

turbulence while using the supplemental information on the tablet PC device and 

will gauge improvements in the areas of: 

i. Safety through better cabin management 

ii. Efficiencies (capacity) from less airspace reallocations resulting from 

unnecessary altitude excursions 

iii. Greenhouse emissions by reducing the number of unnecessary altitude 

changes resulting in aircraft operating at less than optimal altitudes. 

 

2

 Boeing identified the distance where interference could occur between the device and a Phase 3 Display Unit at 

approximately 4 inches. Normal use of the tablet PC device during these operational demonstrations will far exceed 

the separation distance identified by Boeing as being problematic. However, DAL procedures will specify a 

minimum acceptable separation distance of at least 7 inches between the device and any Phase 3 DU’s. 
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Conclusion: Risk Rating is Acceptable 1B, based on the mitigation described in Section 

XIV. 

• While normal use of the device during the operational demonstrations should far 

exceed the minimum safe separation distance, the LCP utilizing the tablet PC 

device will maintain a separation of at least 7 inches between the tablet PC 

device and any aircraft instruments to avoid potential flickering and blanking of 

the DUs. 

• In the event of flickering or blanking of a DU, the LCP will turn the tablet PC 

device OFF, stow the tablet PC device away from any instrumentation and 

perform the established procedures. Reference 737 QRH NNC-10. 
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