1 airbus industrie airbus industrie presentation to atn2000 26/27 september 2000
TRANSCRIPT
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AIRBUS INDUSTRIE
Airbus Industrie presentation to ATN200026/27 September 2000
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Airbus Industrie perspective
Airbus know how to build ATN, and where
the difficulties are
Airbus make available aircraft that can do it
on a massive scale (1 aircraft a day)
If we (the industry) want people to use it,
we need to give them beneficial ATM
services Today ATN is only a cost
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Research & Development
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CNS/ATM R&D projects
• CAMELIA• FANSTIC1992 1996
Concept cockpit AIM FANS
• EOLIA• ProATN 1996 2000/2001
ATN COM (Satcom VDL2) + SURV (ADS)Operational Services (ODIAC)
• TORCH• AFAS• NUP
2000 2003
CNS/ATM Operational Concept
2002 2003
Validation of VDL2 for ATC
• EuroVDL
• CNS Project1998 2002
Implementation of RRI
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CNS/ATM R&D projects
• CAMELIA• FANSTIC1992 1996
Concept cockpit AIM FANS
• EOLIA• ProATN 1996 2000/2001
ATN COM (Satcom VDL2) + SURV (ADS)Operational Services (ODIAC)
• TORCH• AFAS• NUP
2000 2003
CNS/ATM Operational Concept
2002 2003
Validation of VDL2 for ATC
• EuroVDL
• CNS Project1998 2002
Implementation of RRIFANS A
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CNS/ATM development strategy
Airbus R&D (methodology, concept, development,
tools) validated with FANS A certification
Experimental ATN router already in operation on
ATSU : flight and interoperability tests with ATC
stations (EOLIA/ProATN) End-to-end communication and operational tests
performed with Air Services Australia, UK & French
ATSOs (STNA, CENA, NATS), Airsys ATM, NLR (Dutch
Laboratory)
ATN running on ATSU has flown on an aircraft. Test
bed for interoperability world wide. Interesting results.
VDL mode 2/ATN being tested
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CNS Project
Integration of ACI/RRI in experimental ATSU in
progress
Integrated functions : Communication : ATN, Satcom, operational services
Navigation : Integration with experimental FMS
extended functions : ATC flight plan,
integration/monitoring of CPDLC messages
Surveillance : ADS, Enhanced Surveillance (Mode S)
cockpit integration (FCU, RMP, FMS, DCDU) and
CPDLC recording
Technical validation of CNS means
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AFAS Aircraft in the Future Air Traffic Management System
Target : popular A320 family, runs 4/00 to 4/03
Consortium : 17 partners including major AA, ATSOs, industrial,
airline stakeholders
Based on results of previous programmes (TORCH, EOLIA,
DGPS, etc), develops the operational concepts to close the gap
between increasing demand and existing airspace capacity
Integrated CNS solution for ATM evolution (all aspects are
considered)
Supporting European evolutions (e.g. Link 2000+, RNAV in TMA,
etc.) for air/ground integration
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Conclusion
ATN research instructive, not easy...
...but we know how to make it work.
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Industrial Development
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Perspective
Airbus is preparing, at UAL request, a proposal to
equip their A319/320 fleet for CPDLC Build 1A
Airbus Industrie objective is to launch SARPs
compliant DO-178B level C product (FANS B) in
4Q00
Selected router vendor for experiment is ACI
(RRI). Selection for industrial router is separate.
VDL Mode 2/AOA launched : addresses
immediate congestion, is a foundation for ATN
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Airborne functions - the path
Future, 2008+being defined
“Free Flight”GlobalRSP (RCP /
RNP / RMP) concept
ADS-B
still tbd
DGNSS
FANS A
CDTI
FANS B
C ATN, RCP CPDLC (ICAO)N GNSS, RNPS ADS (ICAO)
from 2004CNS/ATM-1
ICAOCNS / ATM(FANS B)
FANS A
C Arinc 622 CPDLC (DO-219)
N GPS, RNP (initial)
S ADS (DO-212)
1999+FANS A/1
FANS A/1
Pre-FANSAEEC 623
HFDL
VDL mode 2
8.33 kHz
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The AIM-FANS solution
ADF
VDR
Satcom
HFDR
ModeS
FMS
Communication Devices Navigation Sensors
AMU
AOC/ATC*
Datalink
Audio
DCDU*(ATC displays)
Crew Interfaces
GPS
MMR
ILS/GPS /DGPS/(MLS)
Printer
ATSUincluding ACARS
function
Dat
a co
mm
un
icat
ion
Nav
igat
ion
MCDU
VOR DME
EFISECAM
ADIRS
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The flight crew interface
2119Z FROM KZAK CTL
AT ALCOA CLB TO & MAINT FL310
OPEN
*UNABLE
<OTHER
STBY*
WILCO*
ATCCOMM
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Benefits of ATSU
Airbus Industrie, providing an SFE solution for
datalink, is part of a long term strategy Involvement of the airframer is acknowledged by
airworthiness authorities
Commonality of solution
Aircraft life-long solutions
Airframer validation of systems
Desired level of interaction between systems
Is designed to fit within Airbus family concepts : glass
cockpit, dark screen philosophy, cross crew
qualification
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FANS A certification
FANS A validation flight with JAA : 14-19 February
2000
Interoperability and transfer of centers successfully
demonstrated for AFN, ADS and CPDLC with (through
both ARINC and SITA) : Johannesburg, Melbourne, Brisbane, Fiji, Auckland, Tahiti,
Oakland, Edmonton
HMI (DCDU) concept successfully validated
HFDL tested successfully over the pole Airbus has proposed to ICAO to use HFDL and SATCOM
voice for ATC operations
Certification on A340 : 12 July 00
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Also successful tests with over 15 ATC centers
across the world from aircraft simulator in
Toulouse (China, Thailand, Canada, Egypt, Sri
Lanka, Eurocontrol, Australia, etc.)
Validation of Airbus test tool suite (simulator of
ATC station) representative of ATC stations
throughout the world
Similar tools are being developed for ATN. Aircraft simulator fitted with ATSU/DCDU and
EOLIA/ProATN performed ATN tests with Air Services
Australia
Lessons learned
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Local tests
Test with ANETO Tools
GroundProcessor
© copyright Aerospatiale Matra Airbus 2000
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Tests with world wide implementation
Trials with real ATC
© copyright Aerospatiale Matra Airbus 2000
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FANS B
First product on A320 family will meet requirements for operations such as CPDLC
Build 1A and follow on ATM services
Next step : implementation on FANS A A330/340
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CNS/ATM standardisation activities
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Standardisation
ICAO Panels produce Standards and
Recommended Practices (SARPs) for datalink
(VDL Mode 2, ATN, applications)
SARPs are technical standards
SARPs are global. E.g.: CPDLC message set defined for all possible
operations (oceanic, en-route, arrival/departure, etc.)
Implementors build on ICAO standards but need
to: decide options, message sets, add their
operational requirements=>Activities beyond ICAO standards are required
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Standardisation & regulation
In the USA FAA tasked RTCA with CPDLC Build I, IA definition
RTCA established Special Committee 194 (ATM Data
Link Implementation)
In Europe Project Managements of PETAL-II and SCALA trial
LINK 2000+
JAA initiated regulatory work on AEEC623 and
ATN/Link2000+ with draft TGL (Temporary
Guidance Leaflet)
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Europe / USA joint activities
At standardisation level: RTCA SC-189/EUROCAE WG-53 defined ATN
Baseline 1 (CPDLC Build I, IA, PETAL-II, SCALA trial)
and is defining ATN Baseline 2 (ADLS Build II, LINK
2000+)
At implementors’ level: FAA (CPDLC Build I, IA),
EUROCONTROL (PETAL-II) and
France (SCALA trial)
coordinate through the PETAL Integration Team (PIT)
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However...
Differences between Europe and USA schedule
flight phases
functions
Gap between FANS 1/A and ATN Airframers, ATSOs, safety regulators will have to come
up with solutions to accommodate differences
The closer the operations, the safer the aircraft
Expects SARPs will need to be amended in the light of
operational implementation
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Conclusion
The airlines and Airbus Industrie have installed CNS enabler equipment platforms
installed many CNS functions
on a large proportion of the jet airliner fleet (1900 + 1100
aircraft, of which over 1300 in the US, adding an aircraft a
day) with ATC benefits becoming visible, the rest will follow fast
Now it is up to the ATC service providers to provide immediately beneficial services for airlines
with confidence in benefits, scale and schedules
With confidence in the ATC services, we can implement
the remaining functions
Thank you for listening. Any questions?
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The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements is not shown, the Company will be pleased to explain the basis thereof.
This document is the property of Airbus Industrie and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorized.
AIRBUS INDUSTRIE
31707 Blagnac CedexFrance
© Airbus Industrie 2000All rights reserved.
GlossaryACARS Aircraft Comm, Addressing and Reporting SystemACARS MU ACARS Management UnitACAS Airborne Collision Avoidance SystemACMS Aircraft Condition Monitoring SystemACP Actual Communication PerformanceADF Automatic Direction FinderADIRS Air Data Inertial Reference SystemADS Automatic Dependent SurveillanceADS-B ADS-BroadcastAECMA Association Euro. Des Constructeurs de Materiel Aero.AFN ATC Facilities NotificationAFS Auto Flight SystemAIDS Aircraft Integrated Data SystemAIM-FANS Airbus Interoperable Modular FANSAOC Aeronautical Operational CommunicationAOA ACARS over AVLCAIRSAW Airborne Situational AwarenessAMP Actual Monitoring PerformanceAMU Audio Management UnitANP Actual Navigation PerformanceAOA AVPAC Over ACARSAOC Airline Operational Communication ARINC Aeronautical Radio Inc. ASAS Airborne Separation Assurance SystemASP Actual System PerformanceATC Air Traffic ControlATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services ATSU Air Traffic Services UnitAVLC Aviation VHF Link ControlBDS Comm-B Designated SubfieldBFE Buyer Furnished EquipmentBRNAV Basic Area Navigation
CBA Cost Benefit AnalysisCDTI Cockpit Display of Traffic InformationCFDIU Centralized Fault Display Interface UnitCMA Context Management ApplicationCMC Central Maintenance ComputerCNS Communication, Navigation and SurveillanceCNS/ATM CNS / Air Traffic ManagementCPDLC Controller-Pilot DataLink CommunicationCT Cabin TerminalDA Decision AltitudeDCDU Data Communication Display UnitDGNSS Differential GNSSDMC Display Management Computer (EFIS/ECAM)DME Distance Measuring EquipmentECAM Electronic Centralized Aircraft MonitoringEFIS Electronic Flight Instrument SystemEIS Electronic Instrument SystemEWD Engine & Warning DisplayFAA Federal Aviation AdministrationFANS Future Air Navigation System - see CNS/ATMFCU Flight Control UnitFF, FV, FP, CF FMS waypoints naming conventionFG Flight GuidanceFIS Flight Information ServicesFLS FMS Landing SystemFMS Flight Management SystemFWC Flight Warning ComputerGBAS Ground Based Augmentation SystemGCAS Ground Collision avoidance SystemGLS GPS Landing SystemGNSS Global Navigation Satellite System GPS Global Positioning System GPWS Ground Proximity Warning SystemHF(HFDR) High Frequency (Data Radio)
GlossaryHFDL High Frequency DataLinkHMI Human Machine InterfaceICAO International Civil Aviation Organization ILS Instrument Landing SystemISPACG Informal South Pacific Atc Coordination GroupLAAS Local Area Augmentation SystemLADGPS Local Area Differential GPSLCD Liquid Crystal DisplayLR Long Range (A330/340 family)MCDU Multipurpose Control and Display UnitMLS Microwave Landing SystemMMR Multi-Mode ReceiverMSAW Minimum Safety Altitude WarningOSI Open System InterconnectionRCP Required Communication PerformanceRD Research & DevelopmentRFC Request For ChangeRMO Retrofit Modification OrderRMP Radio Management Panel/Required Monitoring Perfo.RNav aRea NavigationRNP Required Navigation PerformanceRSP Required Systems PerformanceRTA Required Time of ArrivalRVSM Reduced Vertical Separation MinimaSA Single Aisle (A318/319/320/321 family)SARPs ICAO Standard And Recommended PracticesSatcom Satellite CommunicationSatnav Satellite NavigationSBAS Satellite Based Augmentation SystemSDAC System Data Acquisition ConcentratorSDU Satellite Data UnitSFE Supplier Furnished EquipmentSMGCS Surface Movement Guidance and Control SystemSSR Secondary Surveillance Radar
STC Supplemental Type CertificateSTCA Short Term Conflict AlertSTDMA Self organizing Time Division Multiple Access (VHF)TAWS Terrain Avoidance Warning SystemTCAS Traffic Collision Avoidance SystemTIS Traffic Information ServiceVDL VHF Data LinkVHF (VDR) Very High Frequency (VHF Data Radio)VOR VHF Omni-directional RangeWAAS Wide Area Augmentation SystemWB Wide Body (A300/310 family)XPDR Mode S Transponder Mode Selected