AIRBUSFANS roadmap for the next decadeby Thomas Fixy - Senior Engineer Cockpit Avionics

Airbus Interoperable Modular - Future Air Navigation System

AIM FANSA330/A340/A380

A318/A319/A320/A321

AiRBUS 441.0317/01 2

Contents Introduction

What have we done so far?Challenges and enablers for next decade ATM

Airbus research activitiesAFASNUP

ConclusionThe roadmapShort term action

Introduction

What have we done so far?

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The solutions that exists today The architecture : aircraft systems capability for easy evolution

towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be

delivered by 2005 at a rate of 1 a day. Over 600 aircraft in-service presently (as of 3Q01).

AiRBUS 441.0317/01 5

Crew Interfaces

Printer

EFISECAM

MCDU

Dat

a co

mm

un

icat

ion

Nav

igat

ion

AIM-FANS architecture

* introduced with FANS capability only** new FMS introduced with FANS A

DCDU*(ATC displays)

VDR

Satcom

HFDR

ModeS

Communication Devices

AMU

AOC/ATC*

Datalink

Audio

ATSUincluding ACARS

function

ADIRS

ADF

FMS**

Navigation Sensors

GPS

MMR

ILS/GPS /DGPS/(MLS)

VOR DME

AiRBUS 441.0317/01 6

The solutions that exists today The architecture : aircraft systems capability for easy evolution

towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be

delivered by 2005 at a rate of 1 a day. Over 600 aircraft in-service presently (as of 3Q01).

The Human Machine Interface that supports low and high density environment operations

AiRBUS 441.0317/01 7

Main Aircraft Interfaces

2119Z FROM KZAK CTL

AT ALCOA CLB TO & MAINT FL310

OPEN

*UNABLE

<OTHER

STBY*

WILCO*

ATC MENU

< LAT REQUEST

< RETURN

< MSG RECORD

< NOTIFICATION

VERT REQ >

OTHER REQ >

REPORTS >

TEXT >

< WHEN CAN WE

CONNECTION STATUS >

EMERGENCY >ATSU DLK

AiRBUS 441.0317/01 8

The solutions that exists today The architecture : aircraft systems capability for easy evolution

towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be

delivered by 2005 at a rate of 1 a day. Over 600 aircraft in-service presently (as of 3Q01).

The Human Machine Interface that supports low and high density environment operations

The systems : Navigation : RVSM, BRNav basic on all aircraft typesCommunication : 8.33kHz certified, VDL2/AOA to be certified early

2002 on A320 family and late 2002 on A330/A340Surveillance : ACAS, Basic Surveillance to be certified end 2002FANS A installed on all new A330/340 aircraft

AiRBUS 441.0317/01 9

PPT

SYD JNB

FANS worldwide implementation

LAX Oceanic/desertic area:FANS A routes and servicesoperational

UM501

L888

Europe (FANS B):Eurocontrol Program Link2000+Implementation : 2003 to 2007

US (FANS B):FAA Pgm CPDLC Build 1, 1A, 2Implementation : 2003 to 2010

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The challenges of today's ATM Punctuality and schedule integrity

Maximum use of existing capacity in all weather operations

Cost of unstable operations

Institutional and behaviour changes

Maintaining or increasing current safety level

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Key enablers for the future ATM Repetive routine control/planning tasks performed with limited

automation solution : CPDLC + air/ground communication + better ground

systems automation

Systems performance sharing : planning and flow capacity determination based on updated 4D flight plan exchanged between aircraft, airline, ATC, ATS planning; flights based on agreed trajectory; arrival time : "on time, first serve" solution : air/ground system integration + ground/ground coordination

+ 4D trajectory control

Saturation of dense airspace, mediocre visibility, reduced landing rates, stabilisation of arrival based on improved landing systems solution : some delegation to pilots (enhanced visual acquisition,

cluster control, station keeping), better runway/taxiway situation awareness, procedure/behaviour/instituational changes

solution : GLS, MLS

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Trajectory Prelimnary coordination (PTC)

First come, First serve

On time , First serveOn time , First serve

CNS/ATM

Trajectory dissemination (FLIPCY 4D) / Trajectory Replanning (4DTR)

ETA/RTA negociation

One integrated Gate to Gate approach

Surface Enhanced Visual Acquisition (SEVA )

Cluster Control (CC) Station keeping (SK) Extended Visual Acquisition (EVA)

GLS, MLS,.....

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Managing the 4D trajectory onboard

Collision avoidance Domain

CREW(Controls)

Piloting(around CG)

Flight Control

~1/2sec

Strategic Domain

~1mn

Navigating(4D)

Flight

Management

Tactical Domain

Guidance

~10sec

Guiding(CG vs Trajectory)

Traffic Domain

Data Link

(ATC)

Flight

definition

>10mn

4D ATMLOOP RTA/[ Contract with Alert/Caution/Warning]

CFMU, FDPS, ARR/DEP Manager

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The air/ground view

CREW(Controls)

Piloting(around CG)

Flight Control

~1/2sec

~1mn

Navigating(4D)

Flight

ManagementGuidance

~10sec

Guiding(CG vs Trajectory)

Data Link

(ATC)

Flight

definition

>10mn

4D ATMLOOP RTA/[ Contract with Alert/Caution/Warning]

CFMU, FDPS, ARR/DEP Manager

Collision avoidance DomainStrategic Domain Tactical DomainTraffic Domain

CREW(Monitoring)

Communication Mode A,C,S

Ground MonitoringRadarSTCA

Collision Avoidance

VDL M4, Mode S(2), UAT

Situational Awareness

MTCD

VDL, (HFDL, SATCOM)

VoiceData point to point Data broadcast

AFAS concept

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Guess the current &future a/c positions

Know the current &guess the future a/c position

Procedural RadarTrajectoryToday

Know thecurrent & future

positions A/C to fly predetermined trajectory with intervention only on exception

(weather, conflict, …) Promote best use of Aircraft navigation and data communication

systems

Trajectory control

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4D FMS trajectoryFlight Plan

Time constraint

Time constraint

1 2

CDG

Frankfurt

TMA boundary

From vectoring to trajectory control :control over Arrival slot

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Pre-Flight Trajectory Coordination

Initial coordination of the 4D trajectory and Estimated Takeoff Time(A/C & ATSU) at the gate.Trajectory consists ofFMS Prediction forLat, Longitude, Altitude, Time, Attributes

Benefits: Reduced Delays, Enhanced Schedule Predictability due to Priority RTAImproved Flow Management due to Shared Trajectory Data

Issues/Constraints: Requires in-flight flexibility to handle tactical events, environmental changes, and airspace dynamics

•Uplink of constraints•Downlink of 4D traj•Downlink of est time off•Departure Clearance

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FLIPCY 4D

Flight plan consistency check 4D is a standardmeans for ATSUs to retrieveautomatically up-to-date4D trajectories from aircraft.Allows pilots to downlinkautomatically a trajectory thatis modified and agreed upon.

Benefits: Improved safety due to increased flight plan consistency checking and early conflict detectionReduced delays and predictability due to availability of real-time 4D trajectory data for flow management, strategic planning, and tactical controlEnsures Priority RTA is realized

Issues/Constraints: Requires ground system data link to aircraft or other ground systems

•Downlink of 4D traj•Consistency check and updating of trajectory database

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4D Trajectory Replanning

Inflight replanning for

ATS and pilotsto change

speed, heading,altitude, attributes

or waypointsalong a flight.

Benefits: Provides in-flight flexibility to handle tactical events, flight technical considerations, environmental changes, and airspace dynamics KEEPING THE FMS IN THE LOOP.Provides a means to negotiate a trajectory change even in busy airspace where R/T usage is high.Ensures realization of Priority RTA

Issues/Constraints: Constraints from ATS to aircraft must not be open ended

•Uplink of constraints•Downlink of 4D traj•Uplink of new clearance•Updating of trajectory database

NUP concept

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OFF CLIMB CRUISE DESCENT APPROACHTAXIING TAXIING

SEVA

SK

EVA

CC

SEVA

SK

Considered Services Four Services

Extended Visual AcquisitionCluster ControlStation KeepingSurface Extended

Visual Acquisition

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The challenges of ADS-B and ASAS Services are still being worked: definition, operational concept, etc.

Use of basic aircraft parameters on the ground have been discussed for years; still no implementation!

HMI : merge of TCAS and ADS-B information, clutter of information, representation of many parameters (state, intent, etc)

Safety Definition of an architecture requires establishment of

needs/performance/safety requirements leading to a safety analysis : new methodology to address air/air communication environment

Exisiting aircraft system will need significant improvement and may require upgrade of criticality level e.g. calculation of position becomes critical station keeping requires control loops with autopilot/flight

controls Delegation of responsibility : institutional issues, human issues,

cockpit operations

Conclusion

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20012001

AFASAFAS

NUPNUP

ASAS concept with delegation (cluster control, etc)ASAS concept with delegation (cluster control, etc)

Road mapFANS AFANS A

FAA B1AFAA B1ALink 2000+Link 2000+

FAA ADLS IIFAA ADLS II FAA ADLS II-3 FAA ADLS II-34D trajectory / ADS Program4D trajectory / ADS Program

ASASASASAirspace Airspace delegationdelegation

US : US : Europe : Europe :

FANS B step 3FANS B step 3

2015?2015?

RESEARCHRESEARCH

FANS B step 2FANS B step 2

Communication CNS/ATMCommunication CNS/ATMBaseline 1Baseline 1

NAV 4D with RTA constraintNAV 4D with RTA constraint

Situation awareness (CDTI)Situation awareness (CDTI)

NUP 2NUP 2

20002000 20032003

GROUND DEPLOYMENTGROUND DEPLOYMENT

2005200520012001

FANS B step 1FANS B step 1

FANS AFANS Aongoing discussions with airlines

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Accronyms ACARS Aircraft Communication

Addressing & Reporting System ADLS Aeronautical Data Link

System ADS Automatic Dependent

Surveillance AFAS Aircraft in the Future Air

traffic management System AIM FANS Airbus Interoperable

Modular FANS AOC Airline Operational

Communication ASAS Airborne Separation

Assurance System ATC Air Traffic Control ATM Air Traffic Management ATN Air Traffic Network

CDTI Cockpit Display of Traffic Information

CNS Communication Navigation Surveillance

CPDLC Controller Pilot Data Link Communication

FANS Future Air Navigation System

FMS Flight Management System GLS : GPS Landing System MLS : Microwave Landing System NUP North European ADS B

network Update Program SARPS Standard And

Recommended Practices VMC Visual Meteorologic Condition

AIRBUS INDUSTRIE31707 Blagnac Cedex

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