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Joint Delta/FAA Demonstration of Supplemental Turbulence Products for Pilots

Delta Air Lines, Inc. requests authorization to demonstrate the feasibili ty of using a low-cost tablet personal computer (PC) device for the displaying of Graphical Turbule nce Guidance (GTG) and Eddy Dissipation Rate (EDR) information in the cockpit for use by the f light crew.

Delta Air Lines (DAL), in cooperation with the FAA's Aviation Weather Re search Program Turbulence Product Development Team (TPDT), has previously participated in the adaptation, testing, and deployment of the EDR algorithm on DAL aircraft. EDR is aircraf t sensor derived and auto-reported at a much greater frequency than Pilot Reports (PIREPs). PIRE Ps are subjective in nature, and may be geographically inaccurate. Turbulence sev erity and location reported via PIREPs are often reported in a general, conservative sense, res ulting 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 fl eet 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 benefi ts resulting from decision making through early turbulence warning.

In April 2009, following the initial EDR installation, the FAA funded an effort to as sess the safety, efficiency, and capacity benefits of providing improved GTG and EDR inf ormation to flight planners / dispatchers. That effort was to determine how EDR data might he lp in achieving increased airspace capacity through its use by pilots, dispatchers, and Air Tr affic Control (ATC) in minimizing deviations in areas of turbulence. Currently, the GTG and EDR informa tion are provided to the dispatchers via a dedicated viewer. The dispatchers utilize the inform ation 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. Th e 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 devi ces to a select group of Line Check Pilots (LCP) for the strict purpose of displaying GTG a nd 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 ta blet PC type devices. The onboard aircraft WiFi connection will be used by the tablet PC to acce ss 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 LCP s, a focused ground demonstration of this capability will be accomplished.Page 2 of 8

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 t o 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 Wea ther 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 f rom 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.Page 3 of 8  Tablet PC’s or personal devices to access Turbulence information via WiFi are prohibited in the cockpit by general company policy 1

.

 Currently, certain tablet PC devices are allowed during non-critical phase s 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 spe cific 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 proximi ty 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 Avi ation 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 proximi ty 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 fl ickering of the display units.

VI. Initial Concerns:

 During qualification tests of the Phase 3 Display Unit (DU), some flickering wa s 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 Electro nic Device Policy , 12-02, May 11, 2012Page 4 of 8  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 (GT G) and real-time turbulence information (EDR) to the cockpit on NextGen-specific a reas 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.Page 5 of 8

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 i n 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 operati ng of their optimal altitude.

 Reduction in reallocated airspace resulting in unnecessary pilot initiated a ltitude 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.Page 6 of 8  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 mitigati on 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 separat ion distance 2 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 De lta Flight Operations, subject matter experts within the FAA, and contractor su bject matter experts involved in conducting a cost benefit analysis associated with t his 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 effecti veness during the period of the beta test.

XVI. Post Collection Measurement

 The purpose of the demonstration is to validate the supplemental turbulenceinformation 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 result ing 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 excee d 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.Page 7 of 8

Conclusion: Risk Rating is Acceptable 1B , based on the mitigation described in Section XIV.

• While normal use of the device during the operational demonstrations shoul d 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.Page 8 of 8