d13 – definition of atm ma-afas airborne and ground functions · contract no: g4rd-2000-00228 in...

MA-AFAS IN STRICT CONFIDENCE Contract No: G4RD-2000-00228Report No: 560/78706

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CONTRACT N° : G4RD-2000-00228

PROJECT N° : GRD1-1999-10516

ACRONYM : MA-AFAS

THE MORE AUTONOMOUS - AIRCRAFT IN THE FUTUREAIR TRAFFIC MANAGEMENT SYSTEM

D13 – Definition Of ATM MA-AFASAirborne and Ground Functions

AUTHOR: BAE SYSTEMS

PROJECT CO-ORDINATOR :BAE SYSTEMS

PRINCIPAL CONTRACTORS :Airtel ATN Ltd (Ireland) DERA (UK)ETG (Germany) EUROCONTROL (France)NLR (Netherlands)

ASSISTANT CONTRACTORS:Airsys ATM (France) Alenia Difesa (Italy)AMS (Italy) DLR (Germany)FRQ (Austria) Indra Sistemas (Spain) NATS (UK) SCAA (Sweden)SC-TT (Sweden) Skysoft (Portugal)SOFREAVIA (France) Stasys Limited (UK)

Report Number: 560/78706Project Reference number : MA-AFAS – WP1.3-BAESYSTEMSDate of issue of this report : 19-JUL-01Issue No: 1.2PROJECT START DATE : 1/3/2000DURATION: 36 Months

Project funded by the European Communityunder the ‘Competitive and SustainableGrowth’ Programme (1998-2002)

This document is proprietary of the MA-AFAS consortium members listed on the front page ofthis document. The document is supplied on the express understanding that it is to be treated asconfidential and may not be used or disclosed to others in whole or in part for any purposeexcept as expressly authorised under the terms of CEC Contract number G4RD-2000-00228


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LIST OF EFFECTIVE PAGES AND CHANGE HISTORY

Insert latest changed pages. Destroy superseded pages

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 56CONSISTING OF THE FOLLOWING

Page No. Date Issue DCR Page No. Date Issue DCRAllAll 19-7-01 1.2 -

Contract No: G4RD-2000-00228 IN STRICT CONFIDENCE MA-AFASReport No: 560/78706Issue: 1.2

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DISTRIBUTION LIST

This Document is distributed as below.

Additional copies held by unnamed recipients will not be updated.

Paper CopyNo.

Name Address

MASTER Library BAE SYSTEMS, Rochester

MA-AFAS Library Avionic Systems

ElectronicCopy

Name Address

European Commission EC, Brussels

MA-AFAS Consortium Members [email protected]

MA-AFAS web site


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Contents

1 SCOPE............................................................................................................................................................ 1

1.1 Identification ............................................................................................................................................. 11.2 System Overview ..................................................................................................................................... 11.3 Document Overview................................................................................................................................. 21.4 Special Usage .......................................................................................................................................... 2

2 REFERENCED DOCUMENTS....................................................................................................................... 3

2.1 MA-AFAS Documents .............................................................................................................................. 32.2 Standards ................................................................................................................................................. 3

2.2.1 ARINC Standards .............................................................................................................................. 32.2.2 Documentation Standards ................................................................................................................. 32.2.3 Other Standards ................................................................................................................................ 3

3 REQUIREMENTS........................................................................................................................................... 4

3.1 Required States and Modes..................................................................................................................... 43.1.1 Airspace Types.................................................................................................................................. 43.1.2 Flight Phases..................................................................................................................................... 4

3.2 System Capability Requirements ............................................................................................................. 53.2.1 4D Enroute......................................................................................................................................... 5

3.2.1.1 4D Trajectory Generation............................................................................................................ 53.2.1.2 Spacing ....................................................................................................................................... 63.2.1.3 Passing and Crossing Manoeuvres ............................................................................................ 63.2.1.4 Trajectory Negotiation................................................................................................................. 63.2.1.5 Aircraft Guidance ........................................................................................................................ 73.2.1.6 Progress Monitor......................................................................................................................... 73.2.1.7 Cockpit HMI Requirements ......................................................................................................... 8

3.2.1.7.1 Trajectory Generation........................................................................................................... 83.2.1.7.2 Station Keeping .................................................................................................................... 83.2.1.7.3 Trajectory Negotiation .......................................................................................................... 83.2.1.7.4 Aircraft Guidance.................................................................................................................. 9

3.2.2 Taxi Management.............................................................................................................................. 93.2.2.1 Ground Equipment...................................................................................................................... 9

3.2.2.1.1 Route Planning..................................................................................................................... 93.2.2.1.2 Conflict Detection and Conflict Resolution ........................................................................... 9

3.2.2.2 Aircraft Equipment ...................................................................................................................... 93.2.2.2.1 Taxi Map Display.................................................................................................................. 93.2.2.2.2 Ground CDTI ...................................................................................................................... 103.2.2.2.3 Taxi Clearances ................................................................................................................. 103.2.2.2.4 Taxi Guidance .................................................................................................................... 103.2.2.2.5 Runway Alert ...................................................................................................................... 11

3.2.3 Airborne Separation Assurance....................................................................................................... 113.2.3.1 Conflict Detection .................................................................................................................. 113.2.3.2 Conflict Resolution ................................................................................................................ 11

3.2.3.3 Manoeuvre Planning ................................................................................................................. 123.2.3.3.1 Passing............................................................................................................................... 123.2.3.3.2 Crossing ............................................................................................................................. 12

3.2.3.4 Surveillance............................................................................................................................... 123.2.3.5 ASA CDTI.................................................................................................................................. 12

3.2.3.5.1 MAS Operations ................................................................................................................. 123.2.3.5.2 FFAS Operations................................................................................................................ 13

3.2.4 Precision Approach and Departure ................................................................................................. 133.2.4.1 GBAS for ILS-like Straight Line Precision Approaches ............................................................ 143.2.4.2 Curved Approaches .................................................................................................................. 143.2.4.3 Curved Departures.................................................................................................................... 14


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3.2.4.4 Cockpit HMI............................................................................................................................... 143.2.5 Cockpit HMI ..................................................................................................................................... 15

3.2.5.1 Overview ................................................................................................................................... 153.2.5.2 Interoperability........................................................................................................................... 15

3.2.5.2.1 Navigation........................................................................................................................... 153.2.5.2.2 Communication .................................................................................................................. 153.2.5.2.3 Traffic Information .............................................................................................................. 153.2.5.2.4 Pilot Alerts .......................................................................................................................... 15

3.2.6 ODIAC Services............................................................................................................................... 163.2.6.1 Data Link Logon........................................................................................................................ 163.2.6.2 Controller Pilot Datalink Communications ................................................................................ 16

3.2.6.2.1 ACL..................................................................................................................................... 163.2.6.2.2 ACM.................................................................................................................................... 163.2.6.2.3 DSC.................................................................................................................................... 173.2.6.2.4 DCL .................................................................................................................................... 173.2.6.2.5 Taxi Management............................................................................................................... 17

3.2.6.3 Flight Information Services ....................................................................................................... 183.2.6.3.1 D-ATIS................................................................................................................................ 183.2.6.3.2 D-RVR ................................................................................................................................ 183.2.6.3.3 D-SIGMET.......................................................................................................................... 18

3.2.6.4 Route Management Services.................................................................................................... 183.2.6.4.1 FLIPCY............................................................................................................................... 183.2.6.4.2 DYNAV ............................................................................................................................... 193.2.6.4.3 COTRAC ............................................................................................................................ 193.2.6.4.4 PPD .................................................................................................................................... 19

3.2.6.5 ATSAW/COSEP........................................................................................................................ 203.2.6.5.1 Air Traffic Situation Awareness .......................................................................................... 203.2.6.5.2 Co-operative Separation Assurance .................................................................................. 20

3.2.6.6 AMC .......................................................................................................................................... 203.2.7 Airline Operational Centre ............................................................................................................... 20

3.2.7.1 Flight Plan ................................................................................................................................. 203.2.7.2 Meteorological Data .................................................................................................................. 213.2.7.3 Collaborative Decision Making.................................................................................................. 21

3.2.7.4 Aircraft Maintenance..................................................................................................................... 213.2.7.5 Asset Management....................................................................................................................... 213.2.8 Ground Functions ............................................................................................................................ 21

3.2.8.1 Central Flow Management Unit ................................................................................................ 213.2.8.2 Weather Information ................................................................................................................. 223.2.8.3 Trajectory Negotiation............................................................................................................... 22

3.3 External Interface Requirements............................................................................................................ 223.3.1 ATN Communications...................................................................................................................... 22

3.3.1.1 Interface Types ......................................................................................................................... 223.3.1.1.1 VDL Mode 2 ....................................................................................................................... 223.3.1.1.2 VDL Mode 4 ....................................................................................................................... 223.3.1.1.3 SATCOM ............................................................................................................................ 23

3.3.1.2 ATN Services ............................................................................................................................ 233.3.1.2.1 GACS Interface .................................................................................................................. 233.3.1.2.2 CPDLC ............................................................................................................................... 233.3.1.2.3 FIS ...................................................................................................................................... 243.3.1.2.4 ADS-C ................................................................................................................................ 243.3.1.2.5 URCO................................................................................................................................. 24

3.3.2 Aircraft Broadcast Communications ................................................................................................ 253.3.2.1 VDL Mode 4 .............................................................................................................................. 25

3.3.2.1.1 ADS-B................................................................................................................................. 253.3.3 Ground Broadcast Communications ............................................................................................... 25

3.3.3.1 VDL Mode 4 .............................................................................................................................. 253.3.3.1.1 TIS-B .................................................................................................................................. 253.3.3.1.2 FIS-B .................................................................................................................................. 26

3.3.3.2 GRAS........................................................................................................................................ 26


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3.3.3.3 GBAS ........................................................................................................................................ 263.3.4 Satellite Communications ................................................................................................................ 26

3.3.4.1 Global Position Fixing ............................................................................................................... 263.3.4.2 SBAS......................................................................................................................................... 26

3.3.5.......................................................................................................................................................... 27Addressed VDL Mode 4 Communications ............................................................................................... 27

3.4 Internal Interface Requirements............................................................................................................. 273.5 Internal Data Requirements ................................................................................................................... 27

3.5.1 Data Logging ................................................................................................................................... 273.5.2 4D Enroute....................................................................................................................................... 283.5.3 Airport Maps .................................................................................................................................... 283.5.4 Navigational Information.................................................................................................................. 283.5.5 Meteorological Information .............................................................................................................. 283.5.6 Aircraft Database Maintenance ....................................................................................................... 28

3.6 Adaptation Requirements....................................................................................................................... 283.7 Safety Requirements.............................................................................................................................. 293.8 Security and Privacy Requirements ....................................................................................................... 293.9 Environmental Requirements................................................................................................................. 293.10 Computer Resource Requirements...................................................................................................... 29

3.10.1 Computer Hardware Requirements............................................................................................... 293.10.2 Computer Hardware Resource Utilisation Requirements ............................................................. 293.10.3 Computer Software Requirements ................................................................................................ 303.10.4 Computer Communications Requirements ................................................................................... 30

3.11 System Quality Factors ........................................................................................................................ 303.12 Design and Construction Constraints................................................................................................... 303.13 Personnel Related Requirements ........................................................................................................ 303.14 Training Related Requirements ........................................................................................................... 303.15 Logistics Related Requirements .......................................................................................................... 303.16 Other Requirements............................................................................................................................. 313.17 Packaging Requirements ..................................................................................................................... 313.18 Precedence and Criticality of Requirements........................................................................................ 31

4 QUALIFICATION PROVISIONS .................................................................................................................. 32

4.1 Overview ................................................................................................................................................ 324.2 Validation Levels .................................................................................................................................... 324.3 Validation Event Descriptions ................................................................................................................ 35

4.3.1 Flight Trials ...................................................................................................................................... 354.3.1.1 Boscombe Down....................................................................................................................... 354.3.1.2 Rome......................................................................................................................................... 364.3.1.3 Rome-Malta-Barcelona ............................................................................................................. 37

4.3.2 Safety Of Flight Tests ...................................................................................................................... 384.3.3 Simulator Trials................................................................................................................................ 39

4.3.3.1 DERA RTAVS Simulator........................................................................................................... 394.3.3.2 DERA BAC 1-11 Simulator ....................................................................................................... 404.3.3.3 DLR ATTAS Simulator .............................................................................................................. 414.3.3.4 DLR SMGCS Simulator (TARMAC; Braunschweig) ................................................................. 42

4.3.4 Standalone Equipment Tests .......................................................................................................... 424.3.5 Software Functional Test................................................................................................................. 434.3.6 Hardware Acceptance Test ............................................................................................................. 434.3.7 Software Module Testing................................................................................................................. 43

4.4 Qualification Matrix................................................................................................................................. 43

5 REQUIREMENTS TRACEABILITY ............................................................................................................. 44

6 NOTES.......................................................................................................................................................... 45

6.1 Abbreviations.......................................................................................................................................... 456.2 Glossary of Terms.................................................................................................................................. 46


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1 SCOPE

1.1 Identification

This document has been produced by the Avionics Systems Group of BAE SYSTEMS as deliverable itemD13 “Definition of ATM MA-AFAS Airborne and Ground Functionality“ for the MA-AFAS programme.

This deliverable describes the functions that have been selected for inclusion in the MA-AFAS programme,including procedures, ground functions, airborne functions, and communications media.

These functions will be included in the MA-AFAS simulations and flight trials programme.

1.2 System Overview

The More Autonomous Aircraft in the Future Air Traffic Management System (MA-AFAS) project is part of alarger European undertaking, that of reducing delays by improving means for aircraft movement control inthe European airspace. It aims to transform European research results into practical operational Air TrafficManagement (ATM) procedures with the potential to radically improve the European ATM scenario in thenear term (from 2005 onwards).

The MA-AFAS project objective is to validate airborne equipment and procedures within the Air – Groundcontrol loop. There are three major activities. Firstly, an Operational Concept has been described (MA-AFASD9 - reference 2). Secondly, the Operational Concepts have been translated into an overall systemrequirements specification (MA-AFAS D13 – this document). This defines the high level performancerequirements for the air and ground systems that will form MA-AFAS. The Avionics PerformanceRequirements will then be derived from this document and the necessary hardware and softwareimplemented. Finally, the Operational Concepts will be validated using the hardware and software incarefully planned simulator and in-flight trials. The results of the trials will then be available to form the basisof a Minimum Operational Performance Standard to be developed by a body such as EUROCAE.

This programme is focused on the ATM solution required for aircraft retrofit with the system design beingbased on a core ARINC 702A standard Flight Management System (FMS). The capabilities that will beadded to the core FMS and validated within this programme include the following:

• Evaluation of airborne 4D trajectory generation and guidance, including negotiation of the flight path withthe Air Traffic Control (ATC) via data link.

• The use of a Global Navigation Satellite System (GNSS) with ground and space based augmentation forenhancing approach procedures under 4D flight path control.

• Automatic Dependent Surveillance – Broadcast (ADS-B) (using VDL Mode 4) with Cockpit Display ofTraffic Information (CDTI) and Airborne Separation Assurance (ASA) System.

• Integration of an on-board taxiway map and data linked clearances.

• Support for the Airline Operational Centres in respect of aircraft maintenance, and the control andmanagement of their aircraft fleet.

• Evaluation of the flight deck Human Machine Interface (HMI) improvements to support the increasedcapabilities of the FMS with particular emphasis on the 4D trajectory generation and monitoring in amore autonomous environment.

• Integration of the full Aeronautical Telecommunications Network (ATN) stack (using VDL mode 2 andVDL mode 4 sub networks) in the airborne environment to support Airlines Operation Centre (AOC) andATC communications using ODIAC defined standards.

In order to meet these enhanced capabilities, it is expected that the following aircraft equipment will beaffected:

• Flight Management System (FMS)

• Communication Management Unit (CMU)


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• Data Preparation Tools

1.3 Document Overview

The structure of this document follows the guidelines for a system specification as detailed in the MIL-STD-498 software documentation standard.

Section One provides an introduction to the document and gives an overview of the system requirements.

Section Two contains a list of all documents that are referenced from this document.

Section Three contains the detailed requirements for MA-AFAS including the proposed method ofqualification.

Section Four describes the methods that will be used to qualify MA-AFAS.

Section Five provides traceability back to the ATM Operational Concepts that were identified in thedeliverable item D9.

Section Six contains a list of abbreviations and a glossary of terms used within this document.

1.4 Special Usage

Where a mandatory requirement is to be specified, the word “shall” shall be used. Where a recommendation(wish) is intended, the words “may” or “should” shall be used. When the system is implemented,recommendations using “may” or “should” will be considered but will not be implemented if they are thoughtto be unnecessary.

The use of the present tense has been reserved for descriptive or commentary text.


Issue: 1.2


2 REFERENCED DOCUMENTS

2.1 MA-AFAS Documents

The More Autonomous Aircraft in the Future Air Traffic Management System. Version 1, Date 4/11/99.GRD1-1999-10516, Annex 1, Description of Work.

D9: ATM Operational Concept. Version 1, 27 October 2000.

2.2 Standards

2.2.1 ARINC Standards

ARINC 600-12: Air Transport Avionics Equipment Interfaces.

ARINC 702A: Advanced Flight Management Computer System, Version 1, Date 2/00

ARINC 429: Mark 33 Digital Information Transfer System (DITS) , Part 1 – Functional Description and WordFormats, Version 15, Date 9/95, Part 2 – Discrete Data Words, Version 15, Date 3/96, Part 3 – File DataTransfer Techniques, Version 17, Date 5/99

ARINC 701-1: Flight Control Computer System, Version 1, April 1983.

ARINC 424: Navigation System Database, Supplement 15, February 2000.

ARINC 615-3: Specification for a Data Loader, Issue 3, August 1992.

ARINC 755-1: Multi-mode Receiver.

ARINC 756-2: GNSS Navigation and Landing Unit.

2.2.2 Documentation Standards

MIL-STD-498: Software Development and Documentation, Date 5 December 1994.

MA-AFAS SDP: Software Development Plan for MA-AFAS. BAE Systems. 560/78432.

2.2.3 Other Standards

ODIAC AGC-ORD-01: Operational Requirements for Air/Ground Cooperative Air Traffic Services, Edition 14,Dated 19-05-00, produced by Operational Development of Integrated surveillance and Air/ground dataCommunications.

ATN SARPS: ICAO 9705/2, Manual of Technical Provisions for the Aeronautical TelecommunicationNetwork, 2nd edition 1999.

GNSS SARPS: Draft SARPS for GNSS.

ADS-B MOPS: Minimum Operation Performance Specification for ADS-B. EUROCAE/ED 102, November2000.

ANO: Air Navigation, The Order and the Regulations. CAP 393, Section 2.



3 REQUIREMENTSSince the master copy of this document is held within a DOORS project, each system requirement that hasbeen identified within this document has been uniquely numbered using the DOORS numbering facility. Thisnumber is shown on the line immediately following the statement of the requirement. In addition, this lineshows the proposed qualification phase and method of testing for the requirement. The qualification codesused are described in Section Four. The data format is as follows;

[ Phase / Method ] [ Prefix-Identifier ]

3.1 Required States and Modes

3.1.1 Airspace Types

The MA-AFAS system shall support operations in managed air space.

[ Analysis / DESN ] [ M-SS-1171 ]

The MA-AFAS system shall support operations in unmanaged air space.


The MA-AFAS system shall support operations in free flight air space.


The MA-AFAS system shall support operations on the ground.


The MA-AFAS system shall support transitions between managed airspace and free flight airspace.


3.1.2 Flight Phases

The MA-AFAS system shall support maintenance operations while the aircraft is stationary.

[ Demonstration / AS-P ] [ M-SS-1597 ]

The MA-AFAS system shall support operations during the ground movement phases of a flightincluding take-off and landing.

[ Demonstration / TT-B ] [ M-SS-1176 ]

The MA-AFAS system shall support operations during the initial climb phase of a flight.

[ Demonstration / FT-B ] [ M-SS-1177 ]

The MA-AFAS system shall support noise abatement operations during the climb phases of a flight.


The MA-AFAS system shall support operations during any Enroute phase of a flight.This includesthe final climb, cruise and initial descent phases of a flight.


The MA-AFAS system shall support noise abatement operations during the descent phases of aflight.


The MA-AFAS system shall support operations for departures.



Issue: 1.2


The MA-AFAS system shall support operations for approaches.


The MA-AFAS system shall support operations for a missed approach.


3.2 System Capability Requirements

This section has been divided in accordance with the theme and sub-theme definitions used previously in theoperational concepts document, D9.

3.2.1 4D Enroute

All of the 4D Enroute requirements refer to functions in the aircraft unless reference is also made to acontroller action.

The 4D Enroute functions are responsible for the generation of a 4D trajectory (i.e. 3D position plus time),the trajectory negotiation functions and aircraft guidance functions (including LNAV, VNAV and RTA).

3.2.1.1 4D Trajectory Generation

The 4D Enroute function shall generate a Trajectory from a set of route constraints.

[ Demonstration / SFT ] [ M-SS-1191 ]

The trajectory generation function shall be capable of generating a trajectory that incorporates allflight phases from take-off to landing.


The trajectory shall be optimised to meet any time constraints whilst minimising fuel consumption.

[ Analysis / SFT ] [ M-SS-1189 ]

The trajectory generation function shall take account of any aircraft operating constraints (e.g. speedlimits or cruise flight level) that are defined for a particular phase of flight.

[ Analysis / SFT ] [ M-SS-1208 ]

The trajectory generation function shall use forecast meteorological data when it is available in orderto improve the accuracy of the predicted trajectory.


The trajectory generation function shall be capable of incorporating strategic requests into theconstraint list.


If no complete trajectory can be generated, then an information message shall be generatedindicating which constraints could not be met.


It shall be possible to generate a trajectory while the aircraft is on the ground or in the air.


The trajectory start time shall take account of any negotiation time and a pilot decision time.

[ Demonstration / IHT ] [ M-SS-2198 ]

The trajectory generation process shall complete within 5 seconds.

[ Measurement / SFT ] [ M-SS-1199 ]



The generation of a trajectory shall not affect the execution of any existing active trajectory that isbeing used for guidance purposes.

[ Demonstration / AS-R ] [ M-SS-1207 ]

This function shall be capable of generating a trajectory that enables the aircraft to fly directly to anywaypoint on a route plan selected by the pilot.


This function shall be capable of generating a trajectory to support missed approach procedures.


A conflict detection process shall be applied to each generated trajectory whenever that trajectorywill infringe free flight air space within the next 20 minutes.


3.2.1.2 Spacing

Station keeping requires the aircraft to remain either a fixed distance or fixed time behind a specified targetaircraft.

The trajectory generation function shall be capable of generating a capture route to position theaircraft at a specified vertical, longitudinal and lateral distance behind a selected lead aircraft.


The trajectory generation function shall be capable of generating a trajectory that maintains theaircraft at a specified vertical, longitudinal and lateral distance or time from a selected lead aircraftduring TMA activities.

[ Demonstration / FT-R ] [ M-SS-1531 ]

3.2.1.3 Passing and Crossing Manoeuvres

The trajectory generation function shall be capable of managing lateral passing and crossingmanoeuvres.


The trajectory generation function shall be capable of managing vertical passing and crossingmanoeuvres.


3.2.1.4 Trajectory Negotiation

The aim of the 4D trajectory negotiation function is to provide detailed route information to the ATC forclearance or amendment.

The ground equipment shall be capable of implementing COTRAC.


The aircraft equipment shall be capable of implementing COTRAC.


The aircraft equipment shall provide facilities to support the trajectory negotiation process betweenthe pilot and the ATC.

[ Analysis / IHT ] [ M-SS-1234 ]


Issue: 1.2


The aircraft equipment shall be capable of requesting downstream clearance for a trajectory withoutintervention from the pilot when datalink communications are available.


Pilot intervention shall only be necessary if a downstream clearance is not available without achange to the active trajectory.


The trajectory negotiation process shall support all available modes of negotiation between theaircraft and ATC.


The transmitted trajectory data shall include sufficient detail so that a linear interpolation function canestimate the aircraft arrival time at any position on the route with a maximum error of 2 seconds andits altitude at that position with a maximum error 50 feet during a climb or descent phase and amaximum error of 10 feet during a level flight phase.


The ATC shall provide the aircraft with a strategic clearance based on the segment of negotiatedtrajectory included in his sector.


The aircraft equipment shall generate an advisory alert when any constraints or clearances arereceived via data link from ATC.


The aircraft equipment shall generate an advisory alert when any constraints are received from theAOC.


When clearance is received via datalink, a pilot acknowledgement message shall be sent to the ATCvia datalink when the pilot accepts the clearance.


3.2.1.5 Aircraft Guidance

The guidance function shall generate aircraft guidance commands for the Automatic Flight ControlSystem in order to direct the aircraft along the trajectory.

[ Demonstration / AS-B ] [ M-SS-1246 ]

The guidance function shall be capable of maintaining the aircraft within the guidance limits thatwere specified in the trajectory that was agreed with ATC.

[ Measurement / AS-B ] [ M-SS-1249 ]

An alert message shall be generated if a trajectory is initiated without a datalink clearance from ATC.


3.2.1.6 Progress Monitor

The acceptance of a clearance by the pilot shall automatically activate the associated trajectory andan associated process that is responsible for monitoring the aircraft progress relative to theclearance.




An alert message shall be generated if the progress monitoring function predicts that the aircraft islikely to move outside the guidance tolerances of the active trajectory.


An alert message shall be generated if the progress monitoring function detects that the aircraft hasmoved outside the guidance tolerances of the active trajectory.


An alert message shall be generated if the aircraft approaches within 15 minutes of a segment of theactive trajectory for which no clearance exists.


3.2.1.7 Cockpit HMI Requirements

3.2.1.7.1 Trajectory Generation

The HMI shall provide facilities for the pilot to edit the way point data and route constraint informationprior to generating a trajectory.


The HMI shall enable the pilot to initiate a trajectory generation process.


3.2.1.7.2 Station Keeping

The HMI shall enable the pilot to specify an aircraft as the leader for a station keeping manoeuvre.


The HMI shall enable the pilot to specify an aircraft as the target for a passing or crossingmanoeuvre.


The HMI shall enable the pilot to specify the trail distance or time separation from the lead aircraft ina station keeping manoeuvre.


3.2.1.7.3 Trajectory Negotiation

It shall be possible for the pilot to initiate a trajectory negotiation process with the ATC.


Once a trajectory has been prepared, it shall be possible to send the trajectory information to theATC.


The HMI shall be capable of displaying any trajectory changes requested by the ATC.


It shall be possible for the pilot to review the effect of the proposed ATC changes.



Issue: 1.2


3.2.1.7.4 Aircraft Guidance

The pilot shall be able to view the calculated guidance demands.


The pilot shall be able to view the progress of the aircraft relative to the predicted trajectory.


3.2.2 Taxi Management

The Taxi Management functions of MA-AFAS provide an aid to the flight crew during take-off, landing andground manoeuvres.

3.2.2.1 Ground Equipment

3.2.2.1.1 Route Planning

The ground equipment shall be capable of planning a taxi routes for an aircraft between gates,runways and hard standing areas.


3.2.2.1.2 Conflict Detection and Conflict Resolution

The ground equipment shall be responsible for conflict detection and resolution for relevant groundvehicles and aircraft that are on the ground.

[ Demonstration / TT-R ] [ M-SS-1513 ]

3.2.2.2 Aircraft Equipment

3.2.2.2.1 Taxi Map Display

The HMI shall be capable of providing an electronic graphical display of airport geography includingthe runways, taxiways and terminal buildings.

[ Inspection / IHT ] [ M-SS-1260 ]

It shall be possible to orient the map to the aircraft heading.


It shall be possible to orient the map to the True North.


The display shall automatically declutter at each range scale.


While the aircraft is on the ground, the HMI shall be capable of presenting a moving map image ofthe airport inclusive of the cleared taxi route.


The HMI shall provide tools for manually decluttering the information that is presented on the taximap display.




3.2.2.2.2 Ground CDTI

The HMI shall be capable of displaying the positions, speeds and tracks of other aircraft andpertinent ground vehicles.


The ground CDTI shall include airborne aircraft on approach and departure.


The ground CDTI shall be updated at an interval not exceeding 1 second.

[ Measurement / IHT ] [ M-SS-1266 ]

3.2.2.2.3 Taxi Clearances

The Taxi Clearance functions shall use datalink to transmit and receive digital data to and fromGround Control when available .


The transmitted taxi route data shall be capable of including complete or partial routes betweengates, runways and hardstanding areas.


It shall be possible to include time constraints into a taxi route although this will not be verified underthe MA-AFAS trials programme.

[ Demonstration / Post MA-AFAS ][ M-SS-2195 ]

It shall be possible to transmit a clearance status for any section of the taxi route.


The HMI shall enable the pilot to send an acknowledgement message via datalink when a clearancehas been received via datalink.


When a cleared route is available, the HMI shall indicate the cleared route on the map display.


An advisory alert message shall be generated if any changes to the cleared route are received fromGround Control via datalink.


The aircraft equipment shall prompt the pilot to send a Pilot Acknowledgement Message in responseto the receipt via datalink of any taxi route information.


3.2.2.2.4 Taxi Guidance

The taxi guidance functions shall only be enabled when the available positional information hassufficient accuracy and integrity for ground manoeuvring.

[ Analysis / AS-S ] [ M-SS-1701 ]

When a cleared route is available, the function shall be capable of providing steering cues to thecrew in order to guide the aircraft along the cleared route.

[ Demonstration / AS-S ] [ M-SS-1272 ]


Issue: 1.2


The Taxi Guidance functions shall continuously monitor the aircraft’s position in relation to thecleared route and display any deviations from the cleared route.


3.2.2.2.5 Runway Alert

The runway alert functions shall only be enabled when the available positional information hassufficient accuracy and integrity for ground manoeuvering


An advisory alert message shall shall be generated when the aircraft approaches a runway crossingfor which clearance is required.


An advisory alert message shall be generated whenever the own aircraft is about to enter or cross arunway.


After the own aircraft has entered the runway designated for take-off, an advisory alert shall begenerated in the event of a runway incursion by another aircraft.


3.2.3 Airborne Separation Assurance

3.2.3.1 Conflict Detection

When the aircraft is awaiting take-off clearance on the the runway or in take off roll, the ASA functionshall be capable of detecting potential conflicts with other aircraft or ground vehicles on the runway.


While the aircraft is in FFAS or in transition between MAS and FFAS, the ASA function shall becapable of detecting potential conflicts with other ADS-B equipped aircraft within a 20 minute timehorizon.


3.2.3.2 Conflict Resolution

The ASA function shall be capable of generating a revised trajectory that minimises the likelihood ofoccurrence for any potential conflict that has been detected by the system while the aircraft is inFFAS.

[ Demonstration / DESN ] [ M-SS-1288 ]

Any revised trajectory shall not cause further conflicts to be generated within the time horizon, at thetime that the revision is generated.


In order to take account of the "man in the loop", the computed trajectories shall allow for a flightcrew decision time.


The Conflict Resolution algorithm(s) shall support operations where ATC has fully delegatedresponsibility for airborne separation to the pilot.




3.2.3.3 Manoeuvre Planning

3.2.3.3.1 Passing

The ASA function shall be capable of planning lateral passing manoeuvres.


The ASA function shall be capable of planning vertical passing manoeuvres.


3.2.3.3.2 Crossing

The ASA function shall be capable of planning lateral crossing manoeuvres.


The ASA function shall be capable of planning vertical crossing manoeuvres.


3.2.3.4 Surveillance

The ASA function shall be capable of combining ADS-B information and TIS-B information for thesame aircraft.


3.2.3.5 ASA CDTI

The CDTI shall be updated at an interval not exceeding 1 second.

[ Measurement / AS-S ] [ M-SS-1691 ]

The CDTI shall automatically declutter at each range scale.


The automatic declutter functions shall not remove any aircraft symbols from the display.


The ASA theme requires different functionality to be applied in MAS or in FFAS. The requirements for eachcategory are described separately.

It shall be possible for the pilot to switch between MAS functionality and FFAS functionality.


The HMI shall provide visualisation of other aircraft positions and their intent relative to the ownshipin both the horizontal and vertical planes.


Tools shall be provided for manually decluttering the information that is presented on any trafficsituation display.


3.2.3.5.1 MAS Operations

MAS operations are delegated operations which are to be used at ATC discretion and always involve at leastone other aircraft which will be identified by the ATC. All MAS operations are intended to maintain aircraftseparations using well defined manoeuvres relative to the other aircraft. The following MAS operations havebeen considered;


Issue: 1.2


• lateral crossing and passing.

• vertical crossing and passing.

• in-descent spacing.

• level flight spacing.

The pilot shall be alerted using both visual and aural means if a specified aircraft separation hasbeen lost.


The pilot shall be alerted using both visual and aural means if a specified aircraft separation ispredicted to be lost.


Where CPDLC communications are being used, the target aircraft for the MAS operation shall beautomatically identified on the situation display.


Where R/T communication is being used, it shall be possible for the pilot to specify the partialdelegation parameters (e.g. target and spacing) either by cursor selection on the graphical display orby keypad input on the MCDU.


3.2.3.5.2 FFAS Operations

FFAS requires autonomous aircraft operation and assumes a minimum aircraft equipment fit that provides anADS-B capability.

The aircraft situation displays shall include a mechanism for alerting the pilot to any detectedpotential conflicts with other traffic.


When a conflict has been detected, at least one solution shall be automatically presented.


The HMI shall provide means for the pilot to select a solution for implementation.


It shall be possible to modify the system generated solution.


The system shall ensure that any modifications to a solution meet the ‘rules of the air’ as defined inthe ANO.


If a conflict has been detected, it shall be possible for the pilot to initiate an automatic avoidanceusing the generated solution.


3.2.4 Precision Approach and Departure

The Precision Approach and Departure requirements in the following paragraphs refer only to the functionsrequired in the aircraft. No requirements for ground equipment are given.



The aircraft equipment shall generate an alert message if the available level of service is insufficientto allow the approach to be flown.


The aircraft equipment shall generate an alert message if the available level of service is insufficientto allow the departure to be flown.


3.2.4.1 GBAS for ILS-like Straight Line Precision Approaches

The aircraft equipment shall be capable of generating the necessary commands to enable anautopilot to fly along an ILS precision approach procedure supported by GBAS.


The aircraft equipment shall be capable of generating guidance information that enables a pilot to flyalong an ILS approach based upon the GBAS information.


3.2.4.2 Curved Approaches

The aircraft equipment shall be capable of generating the necessary commands to enable anautopilot to fly along a curved approach procedure supported by GBAS or SBAS.


The aircraft equipment shall be capable of generating guidance information that enables a pilot to flya curved approach.


3.2.4.3 Curved Departures

The aircraft equipment shall be capable of generating the necessary commands to enable anautopilot to fly along a curved departure procedure supported by GBAS or SBAS.


The aircraft equipment shall be capable of generating guidance information that enables a pilot to flya curved departure.


3.2.4.4 Cockpit HMI

The source of the approach guidance data shall be indicated on the ND.


The HMI shall provide the necessary information to support a curved approach using a similardisplay philosophy to that adopted for a standard ILS approach.

[ Similarity / Post MA-AFAS ] [ M-SS-1355 ]

The HMI shall enable the pilot to switch the source of the navigation data between SBAS and GBAS.


The HMI shall prompt the pilot to switch the source of the navigation data when the change will resultin increased navigational integrity.



Issue: 1.2


3.2.5 Cockpit HMI

3.2.5.1 Overview

MA-AFAS is aimed at retrofit avionics integration into existing aircraft. Apart from the MA-AFAS functionality,it is assumed that the flight deck will contain a number of standard components for a glass cockpit. Thefollowing items are assumed to be available:

• PFD (standard)

• ND (with standard functionality for navigation purposes)

• Pilot alerting system

The additional equipment necessary to meet all of the MA-AFAS requirements detailed in this document willinclude the following.

• MCDU (which comes with the baseline FMS)

• CCD (for use with the ND)

• HUD (optional aircraft fit)

3.2.5.2 Interoperability

In the preceding paragraphs, the HMI issues regarding a number of different functions have been described.However, these are not independent because the functions not only use the same user interface hardware,but they will also be used for the same flight by a single crew. Therefore, the HMI design needs to considerthe complete set of functions as one coherent set of tools to be used by the crew in fulfilling their tasks.

A common design philosophy shall be adopted for all display formats that use the same displaysurface.


3.2.5.2.1 Navigation

All functions shall use the same presentation methods and symbology for the active trajectory andany alternative trajectories whatever their source.


The active trajectory shall be distinguishable from any alternative trajectories that are displayed.


3.2.5.2.2 Communication

The HMI display formats shall be independent of the available communications links.


3.2.5.2.3 Traffic Information

Traffic information shall be presented in a similar manner on all display options.


3.2.5.2.4 Pilot Alerts

The pilot alerting system shall distinguish between advisory alerts, cautionary alerts and warningalerts.




3.2.6 ODIAC Services

3.2.6.1 Data Link Logon

The current procedures for voice communications require the parties involved in any dialogue to state theirICAO identifiers. This identifier is repeated at the beginning of every single message exchanged. Normally,full authentication of identities of the communicating parties cannot be accomplished. A data linkinfrastructure allows for improved authentication capabilities at the moment of the establishment ofcommunications.

The Data Link Logon (DLL) Service is aimed at ensuring that all necessary technical and operationalprerequisites for the operational usage of data link services are effected.

DLL shall be compliant with ODIAC AGC-ORD-01.


DLL shall implement ATN SARPS ICAO 9705/2 Context Management (CM) services sufficient tomeet the MA-AFAS trials requirements.


This service shall be available during all flight phases and while the aircraft is on the ground.

[ Demonstration / SATC ] [ M-SS-1725 ]

3.2.6.2 Controller Pilot Datalink Communications

3.2.6.2.1 ACL

An aircraft under the control of an ATSU transmits reports, makes requests and receives clearances,instructions and notifications.

The ATC Clearances and Information (ACL) Service specifies the dialogue procedures between the aircraftand Controlling Air Traffic Services Unit (C-ATSU) to be followed in order to perform these exchanges viaair/ground data communications. It further describes the rules for the combination of voice and data linkcommunications and abnormal mode requirements and procedures.

ACL shall be compliant with ODIAC AGC-ORD-01.


This service shall be available during all flight phases.


3.2.6.2.2 ACM

Currently, when a flight is about to be transferred from one ATSU sector to another ATSU sector, the pilot isinstructed to change to the voice channel of the next sector.

The ATC Communications Management (ACM) Service provides automated assistance to the pilot and AirTraffic Controllers for conducting the transfer of all ATC communications for both the voice channel and thedata channel.

ACM shall be compliant with ODIAC AGC-ORD-01.


This service shall be available during all flight phases.



Issue: 1.2


3.2.6.2.3 DSC

The pilot in some specific instances needs to obtain clearances or information from ATSUs whose sectorsthe aircraft intends to fly through but for which clearances have not yet been obtained. Such ‘downstream’clearances and information are often provided through ground/ground co-ordination, but are also obtainedvia direct contact with the ‘Downstream’ ATSU (D-ATSU) in certain circumstances (e.g., when ground/groundcommunication are unavailable or inefficient, due to the size of the airspace, due to the complexity of theroute structure, or due to meteorological conditions).

The Downstream Clearance (DSC) Service provides assistance for requesting and obtaining D-ATSUclearances or information using air/ground data link.

DSC shall be compliant with ODIAC AGC-ORD-01.


This service shall be available during all flight phases and on the ground.


The DSC service shall not be available with the C-ATSU when the aircraft has a C-ATSU linkestablished (i.e. the ACL and DSC services will not be simultaneously active with the same ATSU).


3.2.6.2.4 DCL

A flight due to depart from an airfield must first obtain departure information and clearance from the C-ATSU.The Departure Clearance (DCL) Service provides automated assistance for requesting and deliveringdeparture information and clearance.

DCL shall be compliant with ODIAC AGC-ORD-01.


The departure clearance service shall be available from a time period prior to the EOBT (or enginestart-up request) until the time the aircraft commences movement under its own power.


The time period will depend on many factors such as airport procedures, airline procedures, slot time, trafficdensity, SSR code allocation.

If local procedures permit, the departure clearance service should also be available from the time the aircraftcommences movement under its own power until take-off. The use will be restricted to revisions of grantedclearances normally initiated by the C-ATSU.

3.2.6.2.5 Taxi Management

The Taxi management service provides an aircraft with taxi route information for movements around anairfield. The route information can include runways, taxiways, gates, hold boxes etc. In the future, this mayalso include timing information for each segment of the taxi route. The use of timing information will not formpart of the MA-AFAS system. The Taxi management service is also responsible for supplying clearanceinformation to aircraft for each segment of the taxi route.

The Taxi management service shall be available while the aircraft is on the ground.


The Taxi management datalink communications shall be compliant with the ATN SARPS.




3.2.6.3 Flight Information Services

3.2.6.3.1 D-ATIS

The Data Link Automatic Terminal Information Services( D-ATIS) provide automated assistance inrequesting and delivering compiled meteorological and operational flight information for airports to theaircraft.

D-ATIS shall be compliant with the relevant D-OTIS sections of ODIAC AGC-ORD-01.


D-ATIS shall implement a subset of ATN SARPS ICAO 9705/2 Data Link Flight Information Services(FIS) services sufficient to meet the MA-AFAS trials requirements.




3.2.6.3.2 D-RVR

The Data Link Runway Visual Range (D-RVR) service provides automated assistance in requesting anddelivering the Instantaneous RVR.

D-RVR shall be compliant with ODIAC AGC-ORD-01.


D-RVR shall implement a subset of ATN SARPS ICAO 9705/2 Data Link Flight Information Services(FIS) services sufficient to meet the MA-AFAS trials requirements.


This service shall be available during all flight phases and while the aircraft is on the ground..


3.2.6.3.3 D-SIGMET

The Data Link Significant Meteorological Information (D-SIGMET) service provides automated assistance inrequesting and delivering SIGMET information.

D-SIGMET shall be compliant with ODIAC AGC-ORD-01.


D-SIGMET shall implement a subset of ATN SARPS ICAO 9705/2 Data Link Flight InformationServices (FIS) services sufficient to meet the MA-AFAS trials requirements.




3.2.6.4 Route Management Services

3.2.6.4.1 FLIPCY

Flight Plan Consistency (FLIPCY) provides a means of detecting significant discrepancies between airborneand FDPS planned flight plans by downlinking the horizontal profile and the RFL held in the FMS. Thedownlinked data are checked by the FDPS and if necessary, appropriate corrective action is taken.


Issue: 1.2


FLIPCY shall be compliant with ODIAC AGC-ORD-01.


FLIPCY shall support 2-D flight plan checking.








3.2.6.4.2 DYNAV

Dynamic Route Availability (DYNAV) allows the ATC FDPS to uplink the proposal of the route modificationsto the pilot. The conditional or direct routes that were previously unavailable due to constraints arising fromthe Flexible Use of Airspace (FUA) may be indicated as available after the constraints have been removed.

DYNAV shall be compliant with ODIAC AGC-ORD-01.




3.2.6.4.3 COTRAC

The purpose of Common Trajectory Co-ordination (COTRAC) is to establish and agree trajectory contractsbetween the pilot and controllers in real time using graphical interfaces, air and ground data communicationsand automation systems and in particular the FMS, by means of a structured negotiation method in order tosignificantly enhance ATM capacity and flexibility.

The coordination of trajectories can be performed more effectively by involving Airline operations directly orthrough Collaborative Decision Making and maximizing ground/ground data communications to reduce costs.

Ground automation tools such as conflict detection, arrival managers, monitoring aids, can be enhancedthrough the availability of accurately predictable trajectories.

COTRAC will also contribute to the optimal use of the Flexible Use of Airspace (FUA) and Area Navigation(RNAV) concepts.

This service is still under development.

COTRAC shall be compliant with ODIAC AGC-ORD-01.




3.2.6.4.4 PPD

The pilot may have preferences on the way the flight is to be conducted for various operational reasons. Inorder to elaborate pertinent control strategies, Controllers need to be aware of these preferences.



The Pilot Preferences Downlink (PPD) Service allows the pilot in all phases of a flight to provide theController with information not available in the filed flight plan (e.g. maximum flight level) as well as requestsfor modification of some flight plan elements (e.g. requested flight level). It automates the provision toControllers of selected pilot preferences even before the aircraft reaches their sector.

PPD shall be compliant with ODIAC AGC-ORD-01.




3.2.6.5 ATSAW/COSEP

3.2.6.5.1 Air Traffic Situation Awareness

The pilot’s awareness of the local air traffic situation (ATSAW) is reliant upon the transmission of ADS-B datafrom suitably equipped aircraft and TIS-B data from the ground.

The aircraft equipment shall provide an ATSAW capability by the implementation of a graphicaldisplay of traffic information as described under paragraph 3.2.3.4.


3.2.6.5.2 Co-operative Separation Assurance

Cooperative Separation Assurance (COSEP) is a concept in which the pilot, ATC and, in the longer term, theAOC are involved in the responsibility for the separation assurance from other aircraft.

COSEP will only be possible in the ATM context as a consequence of the expected improvements insituational awareness in the cockpits. When the pilot awareness of relevant traffic is similar to that of thecontrollers, it becomes possible for them to cooperate to various extents in the responsibilities for theseparation of their own aircraft from other traffic.

The aircraft equipment shall support COSEP by the implementation of a station keeping capability.


3.2.6.6 AMC

ATS Microphone Check (AMC) shall be compliant with ATN SARPS ICAO 9705/2 CPDLC services.




3.2.7 Airline Operational Centre

3.2.7.1 Flight Plan

The Airline Operational Centre (AOC) shall be capable of transmitting a flight plan to a specifiedaircraft using an addressed data link.


The aircraft equipment shall be capable of receiving a flight plan from the AOC that is transmittedusing an addressed data link.



Issue: 1.2


The aircraft equipment shall be capable of transmitting 4D trajectory data to the AOC using anaddressed data link.


The AOC shall be capable of transmitting aeronautical data to a specified aircraft.


The AOC shall be capable of transmitting slot data to a specified aircraft.


3.2.7.2 Meteorological Data

The AOC shall be capable of transmitting meteorological data to a specified aircraft.


The aircraft equipment shall be capable of transmitting Meteorological data to a specified AOC.


3.2.7.3 Collaborative Decision Making

TBD

[ TBD / N/A ] [ M-SS-1506 ]

3.2.7.4 Aircraft Maintenance

The aircraft equipment shall be capable of sending aircraft systems messages to the AOC using anaddressed data link.


The aircraft equipment HMI shall include facilities to enable FMS database maintenance operationsto be implemented.


The aircraft equipment HMI shall include facilities to enable FMS configuration operations to beimplemented.


3.2.7.5 Asset Management

The aircraft equipment shall be capable of sending fleet management messages to the AOC usingan addressed data link.


3.2.8 Ground Functions

3.2.8.1 Central Flow Management Unit

The Eurocontrol Central Flow Management Unit (CFMU) produces daily traffic data, which record flight planinformation for aircraft in the ECAC area. The flight plan information can be used to estimate theinstantaneous positions of aircraft, which allows a peak density to be calculated.

The ATC shall be able to access the updated Daily Operational Plan from the Central FlowManagement Unit.




The AOC shall be able to access the updated Daily Operational Plan from the Central FlowManagement Unit.


3.2.8.2 Weather Information

The ground equipment shall provide facilities that enable the exchange of weather informationbetween the ATC and the meteorological agencies.


The ground equipment shall provide facilities that enable the exchange of weather informationbetween the ATC and the aircraft equipment.


3.2.8.3 Trajectory Negotiation

The ground equipment shall provide facilities to enable trajectory negotiation between the ATC andAOC.


The ground equipment shall provide facilities to enable trajectory negotiation between the ATC orAOC and the aircraft equipment.


3.3 External Interface Requirements

For the purposes of this document, the external interfaces are assumed to include interfaces between theaircraft equipment and ground equipment and also aircraft to aircraft communications links.

3.3.1 ATN Communications

3.3.1.1 Interface Types

The ATN communications interface shall be compliant with the ATN SARPS ICAO 9705/2.


3.3.1.1.1 VDL Mode 2

The aircraft equipment shall support the reception and transmission of ATN messages through aVDL mode 2 link.

[ Measurement / AS-P ] [ M-SS-1391 ]

At airfields selected for VDLM2-specific trials, the ground stations shall support the reception andtransmission of ATN messages through a VDL mode 2 link.


3.3.1.1.2 VDL Mode 4

The aircraft equipment shall support the reception and transmission of ATN messages through aVDL mode 4 link.



Issue: 1.2


At airfields selected for VDLM4-specific trials, the ground stations shall support the reception andtransmission of ATN messages through a VDL mode 4 link.


3.3.1.1.3 SATCOM

The aircraft equipment shall support the reception and transmission of ATN messages through asatellite communications link.

[ Measurement / Post MA-AFAS ][ M-SS-1733 ]

The ground equipment shall support the reception and transmission of ATN messages through asatellite communications link.

[ Measurement / Post MA-AFAS ][ M-SS-2176 ]

3.3.1.2 ATN Services

3.3.1.2.1 GACS Interface

The Generic ATN Communication Service (GACS) allows a user of this service to transfer data transparentlyacross the ATN to one or more other users.

The GACS provides an ATN access point to existing (e.g. ACARS-based) and future users which are notspecified as ASEs within the defined ATN upper layer architecture. This approach is appropriate for themigration of existing applications to the ATN by allowing current applications to exchange information usingGACS as a standardised "enveloping" communications environment.

It is assumed that the AOC will interface with the ATN upper layer (GACS API) in order to communicateinformation to the aircraft equipment or receive information from the aircraft.

3.3.1.2.2 CPDLC

Controller Pilot Data Link Communications (CPDLC) is a means of communication between Controller andpilot using data link for ATC communication.

The Controller is provided with the capability to issue altitude assignments, crossing constraints, lateraldeviations, route changes and clearances, speed assignments, radio frequency assignments, and variousrequests for information. The pilot is provided with the capability to respond to messages, to requestclearances and information, to report information, and to declare/rescind an emergency. The pilot is alsoprovided with the capability to request conditional clearances (downstream) and information from adownstream ATSU. A “free text” capability is provided to exchange information not conforming to definedformats.

The CPDLC capabilities of the ground and aircraft equipment shall be compliant with ODIAC AGC-ORD-01.


CPDLC shall implement extensions of ATN SARPS ICAO 9705/2 CPDLC services where required tosupport FLIPCY, DYNAV and Taxi management operational functions.


The CPDLC capability shall implement a subset of ATN SARPS ICAO 9705/2 CPDLC servicessufficient to meet the MA-AFAS trials requirements.






3.3.1.2.3 FIS

The Flight Information Service (FIS) provides a means of supplying advice and flight information (e.g. ATISand meteorological information) to the pilot.

The FIS application allows a pilot to request and receive FIS services from ground FIS systems. The FISapplication is designed to enable FIS services to be provided to a pilot via the exchange of messagesbetween aircraft avionics and ground FIS systems.

Two types of FIS contract may be established on request of the pilot: the FIS Demand Contract where theground FIS system provides the information immediately and once only, and the FIS Update Contract wherethe ground FIS system provides the information every time it has been modified.

The Data Link Flight Information Services (FIS) shall be compliant with ODIAC AGC-ORD-01.


FIS shall implement a subset of ATN SARPS ICAO 9705/2 FIS services sufficient to perform thescenarios defined for MA-AFAS.




3.3.1.2.4 ADS-C

ADS-C supports a surveillance technique for use by air traffic services in which aircraft automatically transmitinformation derived from the on-board aircraft systems about the aircraft position, speed and heading to theATC.

The aircraft equipment shall implement all ATN SARPS ICAO 9705/2 ADS-C services.


The ground equipment shall implement all ATN SARPS ICAO 9705/2 ADS-C services.




3.3.1.2.5 URCO

The Urgent Communication Service (URCO) provides a mechanism for exchanging urgent messages with aircraft thatare not yet under ATSU control.

The aircraft equipment shall be capable of receiving urgent communications from ATC through aVDL mode 4 link.


The ground equipment shall be capable of transmitting urgent communications from ATC through aVDL mode 4 link to the aircraft.

[ Measurement / SATC ] [ M-SS-2178 ]

This service shall be available while the aircraft is on the ground.



Issue: 1.2


3.3.2 Aircraft Broadcast Communications

3.3.2.1 VDL Mode 4

The aircraft equipment shall support the reception and decoding of aircraft broadcast messagesthrough a VDL mode 4 link.


The ground equipment shall support the reception and decoding of aircraft broadcast messagesthrough a VDL mode 4 link.


3.3.2.1.1 ADS-B

ADS-B supports a surveillance technique for use by air traffic services in which aircraft automaticallybroadcast information derived from the on-board aircraft systems about the aircraft position, speed andheading.

The aircraft equipment shall support the transmission of ADS-B messages from the ownship inaccordance with the ADS-B MOPS.


The aircraft equipment shall support the reception and decoding of messages from ADS-Btransmissions in accordance with the ADS-B MOPS.


The ADS-B capability shall be compliant with ICAO Manual of ATS Data Link Applications.


The ADS-B capability shall be available during all flight phases and while the aircraft is on theground.


3.3.3 Ground Broadcast Communications

3.3.3.1 VDL Mode 4

The aircraft equipment shall support the reception and decoding of ground broadcast messagesthrough a VDL mode 4 link.


3.3.3.1.1 TIS-B

The aircraft equipment shall be capable of receiving and decoding of messages from TIS-Btransmissions in accordance with the NUP TIS-B service description.


The ground equipment shall be capable of transmitting TIS-B information in accordance with theNUP TIS-B service description.




3.3.3.1.2 FIS-B

The aircraft equipment shall be capable of receiving and decoding FIS-B transmissions.

[ Measurement / FT-B ] [ M-SS-1405 ]

The ground equipment shall be capable of transmitting FIS-B information.


3.3.3.2 GRAS

GRAS operates in a similar manner to SBAS, in that a network of ground-monitoring stations calculatecorrections. These calculations are then uplinked to the aircraft via a VHF system on the ground, as perGBAS. Whilst these corrections are intended to be available at distances further than those provided byGBAS, GRAS does not have the large coverage footprint of SBAS. Two of the candidate concepts for GRASare VDL4 and Extended GBAS(PVT)).

The ground equipment shall transmit GNSS corrections.


The aircraft equipment shall be capable of receiving GRAS transmissions for the purpose of GNSSposition augmentation.


The operation of GRAS shall be compliant with the GNSS SARPS.


3.3.3.3 GBAS

The Ground Based Augmentation System (GBAS) uses a monitoring station on the ground to calculate thecorrections necessary for each satellite’s pseudorange measurement processed. These corrections are thentransmitted over a VHF link to all users within line of sight of the transmitter..

The aircraft equipment shall be capable of receiving GBAS transmissions for the purpose of GNSSposition augmentation.


The operation of GBAS shall be compliant with the GNSS SARPS.


3.3.4 Satellite Communications

3.3.4.1 Global Position Fixing

The aircraft equipment shall support the reception and decoding of GPS signals.


3.3.4.2 SBAS

In Europe, the Satellite Based Augmentation System (SBAS) under development is called the EuropeanGeostationary Navigation Overlay Service (EGNOS).EGNOS will deploy an extensive network of GPS andGLONASS monitoring stations, spread throughout Europe and beyond to maximise the number of satellitesin view and to maximise the area for which the GPS/GLONASS signal’s ionospheric error component can becalculated. The data is logged, and errors in the estimated position calculated by comparison with the knownposition. These errors are sent to a central processing facility, which calculates corrections. These


Issue: 1.2


corrections are then uplinked to geo-stationary satellites, which simply rebroadcast these corrections at GPSfrequencies over the footprint of the geostationary satellite.

The aircraft equipment shall include an EGNOS compatible receiver.

[ Inspection / FT-B ] [ M-SS-1679 ]

The operation of SBAS shall be compliant with the GNSS SARPS.


3.3.5 Addressed VDL Mode 4 Communications

The aircraft equipment shall be capable of receiving and transmitting point to point (addressed) VDLmode 4 communications.


The ground equipment shall be capable of receiving and transmitting point to point (addressed) VDLmode 4 communications.


3.4 Internal Interface Requirements

The interfaces to any aircraft equipment that is modified or developed under the MA-AFAS programshall be compliant with the interface requirements of the ARINC specification 600-12 where possible.Non-compliance is acceptable where a trials aircraft does not support this standard.


3.5 Internal Data Requirements

3.5.1 Data Logging

During the MA-AFAS trials, it will be necessary to capture the equipment status at regular time intervals sothat its behaviour can be reconstructed at a later date. To support this capability, an extensive data loggingfacility is required.

All logged data shall include a time stamp.


The aircraft equipment shall provide a facility that enables any logged data to be downloaded to anexternal storage device.


The aircraft equipment shall include a data logging facility for all messages received or transmittedvia datalink.


It shall be possible to exclude any message type from the aircraft data log.


The aircraft equipment shall record the aircraft state data at 10s intervals.


The aircraft equipment shall record meteorological data from the Air Data Computer at 30s intervals.




The aircraft equipment shall record any trajectory information that is generated with the associatedconstraints list.


The aircraft equipment shall record the contents of the surveillance database at 60s intervals.


During passing, crossing or spacing manoeuvres, the aircraft equipment shall record the assumedposition of the target aircraft at 10s intervals.


The aircraft equipment shall record all changes to autopilot data settings.


3.5.2 4D Enroute

The system shall be capable of managing constraint and trajectory information for at least 3 routes.


3.5.3 Airport Maps

The database shall include sufficient storage for at least (100) airport maps.


3.5.4 Navigational Information

For the MA-AFAS trials, the database shall include sufficient storage to hold all navigationinformation that lies within 200 miles of a 7500 mile route plan.


3.5.5 Meteorological Information

The database shall include sufficient storage to hold forecast meteorological information for the airspace that lies within 200 miles of a 7500 mile route plan.


When airborne, meteorological information measured by the aircraft equipment shall be merged withthe meteorological data held within the FMS database.


3.5.6 Aircraft Database Maintenance

It shall only be possible to update the aircraft database while the aircraft equipment is in amaintenance mode.


The database maintenance functions shall only be accessible by an authorised user.


3.6 Adaptation Requirements

There are no adaptation requirements.


Issue: 1.2


The aircraft equipment shall be designed to meet the requirements of the MA-AFAS trials.


3.7 Safety Requirements

A certification process shall be established that includes a full safety assessment for all aircraftequipment and ground equipment developed for the MA-AFAS flight trials.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall becompliant with the CE directive, 93/68/EEC.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall becompliant with the low voltage directive, 73/23/EEC.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall becompliant with the EMC directive, 89/336/EEC.


For the MA-AFAS flight trials, the aircraft equipment shall meet the safety requirements for a Form100 approval.

[ Inspection / FT-B ] [ M-SS-1752 ]

3.8 Security and Privacy Requirements

The airborne and ground equipment shall be able to detect security breaches and alert the userswith appropriate data security warnings in accordance with the requirements of ODIAC AGC-ORD-01.


3.9 Environmental Requirements

All aircraft equipment shall be capable of normal operation under the typical conditions experiencedwithin an AIC cabin environment.

[ Measurement / SOFT ] [ M-SS-1438 ]

3.10 Computer Resource Requirements

3.10.1 Computer Hardware Requirements

There are no requirements for specific computer hardware to be used. This has been left to the systemdesign.

3.10.2 Computer Hardware Resource Utilisation Requirements

The average loading of any processor within the aircraft equipment shall not exceed 50% whenmeasured over any 4 second time period.


At the start of any flight, no more than 50% of the total storage allocated to the FMS database shallbe utilised.




3.10.3 Computer Software Requirements

All new software shall be written in C or C++.


All new software shall be designed and developed in accordance with the MA-AFAS SDP.


3.10.4 Computer Communications Requirements

There are no requirements for communication interfaces between processing units within individualcomponents of either the aircraft or ground equipment. This has been left to the system design.

3.11 System Quality Factors

The overall system design shall ensure that the reliability, availability, continuity and maintainabilitytargets identified as a result of the safety analysis are met.


All datalink communication services shall be documented in accordance with EUROCAE WG53 ED-78A.

[ Inspection / CERT ] [ M-SS-2199 ]

3.12 Design and Construction Constraints

The aircraft equipment shall be capable of operating from a 230V 50Hz supply. It is acceptable foran external power conditioner to be used to perform voltage conversions if necessary.


The aircraft equipment shall not require forced external cooling air.


Any aircraft equipment that is modified or developed under the MA-AFAS program shall be compliantwith the design and construction requirements of the ARINC specification 600-12, where thispracticable.


3.13 Personnel Related Requirements

The aircraft equipment shall be capable of operation by a single person.


3.14 Training Related Requirements

TBD

[ TBD / N/A ] [ M-SS-1457 ]

3.15 Logistics Related Requirements

TBD

[ TBD / N/A ] [ M-SS-1459 ]


Issue: 1.2


3.16 Other Requirements

The MA-AFAS trial system shall operate as specified in this document with aircraft fitted with MA-AFAS equipment.

[ Inspection / CERT ] [ M-SS-1168 ]

3.17 Packaging Requirements

Any aircraft equipment that is modified or developed under the MA-AFAS program shall bepackaged for transport in a manner suitable for transport as air cargo.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall bemarked in accordance with the CE marking directive, 93/68/EEC, unless an exemption from thisdirective can be justified.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall bemarked in accordance with the low voltage marking directive, 73/23/EEC.


Any aircraft equipment that is modified or developed under the MA-AFAS programme shall bemarked in accordance with the EMC marking directive, 89/336/EEC.


3.18 Precedence and Criticality of Requirements

All of the requirements detailed within this document shall be treated with equal precedence.


In the event of a conflict between referenced documents, the following order of precedence shall beapplied:


• JAA regulations.

• FAA regulations

• ICAO standards.

• ARINC standards.

• Other standards (e.g. EUROCAE, RTCA, SAE ).

• MA-AFAS project documents.

• Other documents.

Where a conflict has been identified, then it shall be documented.




4 QUALIFICATION PROVISIONS

4.1 Overview

The MA-AFAS trials system is a prototype system that will only be flown in fair weather conditions and underexperimental conditions. As such, its operation is not deemed to be flight critical.

However, it does operate in a flight environment and as such must not interfere with other equipment.Furthermore, there must be sufficient confidence that the system will operate correctly before entering thecostly flight-trials phase.

In order to maximise the possibilities for software re-use, the airborne equipment software will be designedand tested to meet DO178B Level C.

4.2 Validation Levels

The following table contains definitions of the validation levels that have been previously proposed.

WP Title Associated Validation Tasks

2.1 Avionics Package Definition Design (i.e. Analysis)

Functional Hazard Analysis

Prelim. System Safety Assessment

2.2 Avionics PackageDevelopment

Software Review

Module Testing

Function Testing

2.3 Avionics Package

Test Platform Definition

BAES In-house Test Platform

•Simulated communication

•Simulated aircraft dynamics

•Simulated cockpit displays

DERA Flight Simulator (RTAVS)

•Simulated communications



DERA BAC-111 Flight Simulator

•Simulated communcations



DERA BAC 1-11

•Real communications

DLR Flight Simulator

•Simulated communcations



DLR ATTAS

•Real communications

2.4 Avionics Package

Test Platform Development

Not Applicable

2.5 Integration & Functional Integrate Avionics Package into BAES In-house Test


Issue: 1.2


Verification Platform

V&V of Avionics Package in BAES In-house Test Platform

Integrate Avionics Package into DERA RTAVS Simulator

3 Validation (WP2.5) Integrate into In House Flight and Ground Simulator

(WP2.5) Integrate into DERA’s Flight Simulator (RTAVS)

(WP3.1) Integrate into DLR’s Flight Simulator (ATTAS)

(WP3.1) Integrate with PROVE Ground Simulator

(WP3.2) Integrate into DLR’s ATTAS

(WP3.1) Integrate into DERA’s Flight Simulator (BAC 1-11)

(WP3.2) Integrate into DERA’s BAC 1-11

(WP3.2) Integrate with SCAA’s NUP

(WP3.1) Integrate with DLR’s SMGCS Simulator

(WP3.2) Integrate with DERA / NATS’s Airport Facility

(WP3.2) Integrate with an AOC

(WP3.3) Integrate with AMS’s Operational Shadow ATC

Table 1 Work Package Validation Tasks

In order to minimise development costs while at the same time reducing risk for the flight trials phase, thesystem requirements will be checked out with the minimum of test overlap. Thus module testing, forinstance, need only be performed if a module’s function will not be fully tested by a higher level test.

It is proposed that the following validation events are used to qualify the MA-AFAS system. The table alsoindicates the method of validation and verification that each event can support:

Event Where / How Code Supports

Certification Documentation BAE SYSTEMS CERT INSP/

ANAL

Operational Shadow ATC Rome SATC MEAS/

DEMO/

INSP/

ANAL

Flight Trials Rome FT-R MEAS/

DEMO/

INSP/

ANAL

Flight Trials Boscombe Down FT-B MEAS/

DEMO/

INSP/

ANAL

Flight Trials Braunschweig FT-D MEAS/

DEMO/

INSP/

ANAL

Taxi Trials Rome TT-R MEAS/

DEMO/

INSP/

ANAL



Event Where / How Code Supports

Taxi Trials Boscombe Down TT-B MEAS/

DEMO/

INSP/

ANAL

Taxi Trials Braunschweig TT-D MEAS/DEMO/INSP/ANAL

Avionics Simulator Trials BAC 1-11 Simulator AS-B MEAS/

DEMO/

INSP/

ANAL

Avionics Simulator Trials DLR ATTAS AS-S MEAS/

DEMO/

INSP/

ANAL

Avionics Simulator Trials with PROVEGround System

RTAVS AS-P MEAS/

DEMO/

INSP/

ANAL

Avionics Simulator Trials RTAVS AS-R MEAS/

DEMO/

INSP/

ANAL

Safety Of Flight Tests BAE SYSTEMS SOFT MEAS/

DEMO/

INSP/

ANAL

Avionics In-house Test BAE SYSTEMS IHT MEAS/

DEMO/

INSP/

ANAL

Software Functional Tests Various SFT MEAS/

DEMO/

INSP/

ANAL

Software Module Tests Various SMT MEAS/

DEMO/

INSP/

ANAL

Design Various DESN INSP/

ANAL

Table 2 Proposed Validation Phases and Associated Methods

The validation methods that will be employed during the MA-AFAS programme are defined as follows:


Issue: 1.2


Method Definition

Measurement

(MEAS)

A test that produces a measurable result (volts, seconds,feet, metres, counts, etc.) from the system or unit undertest that is compared with acceptable limits stated in thetest.

Most desirablemethod

Demonstration

(DEMO)

A test that produces an event or sequence of events thatcan be witnessed by the test operator and recorded asmeeting the expected events stated in the test.

Less desirable thanMeasurement

Inspection

(INSP)

A procedure that allows an operator to confirm using hissenses that an item has been implemented according to itsspecification (colour, finish, build quality, iteration limit,labelling, completeness, etc.) and recording this fact.

Less desirable thanMeasurement

Analysis

(ANAL)

Application of mathematics or other rational procedure toverify that an implementation will satisfy its requirementsunder stated conditions.

Less desirable thanDemonstration andInspection

Similarity

(SIMI)

Comparison of a new implementation with an existing onethat met similar requirements.

Least desirablemethod

Table 3 Validation Method Definitions

4.3 Validation Event Descriptions

4.3.1 Flight Trials

The aircraft flight trials will encompass various mixes of ground-based and aircraft equipment. Trials will beperformed with the aircraft operating both on the ground and in the air at various locations within westernEurope. Some of the trials will require multiple aircraft to operate with real and simulated ground and airtraffic.

In the following lists of “Test Capabilities”, the inclusion of a capability does not mean that this is expected tobe tested, but rather that the capability exists in the simulator should the test be required by the Test Plan.

4.3.1.1 Boscombe Down

This will be the first stage of airborne aircraft ground, taxi, and flight trials.

Aircraft DERA BAC 1-11

AirborneEquipment

Full MA-AFAS airborne rig

VDLM4 transponder

GBAS User Platform

SBAS User Platform

ND

MCDU

PFD

FMU plus CMU

STT

NATS

NATS

GroundEquipment

GBAS

VDLM4-ATN-TCP/IP

PROVE

STT, (SCAA NUP facility?)

ATN interface?

Test Capabilities Communications ATN over VDLM4

ADS-B over VDLM4

TIS-B over VDLM4

TCP/IP over VDLM4



Navigation

Services

Procedures

FMS-SBAS RNAV

Weather

AOC FP download

4D Trajectory generation

4D Negotiation and Clearances

Taxi guidance

ATC Comms

4D Guidance

Simulated target CDTI

Simulated target ASAS

GBAS

•Curved approach CAT I Decision Altitudes (*)

•Missed approach

SBAS

•Curved approach CAT I

FMS-SBAS

•curved approach APV I/II

•missed approach

•curved departure

Table 4 Boscombe Down Flight Trials Equipment

4.3.1.2 Rome

This trial will be used to check out ground operations and will include a flight operations test before the fullflight operations trial. This phase of the trials will uses up to 2 aircraft, several ground vehicles and simulatedtargets.


AirborneEquipment


VDLM4 transponder

GBAS User Platform

SBAS User Platform

ND

MCDU

PFD

FMU plus CMU

STT

NATS

NATS

Aircraft DLR ATTAS

AirborneEquipment


VDLM4 transponder

SBAS receiver

ND

MCDU

PFD

FMU plus CMU

STT

Ground Vehicles Airport Vans


Issue: 1.2


Ground Vehicle

Equipment

VDLM4 transponder STT

GroundEquipment

VDLM4-ATN-TCP/IP

FARAWAY II


ATN interface?

Test Capabilities Communications

Navigation

Services

Procedures

ATN over VDLM4

ADS-B over VDLM4

TIS-B over VDLM4

TCP/IP over VDLM4

FMS-SBAS RNAV

Weather

AOC FP download



Taxi guidance

ATC Comms

4D Guidance

Real + Simulated target CDTI

Real + Simulated target ASAS

SBAS (BAC 1-11 only)

•curved approach CAT I

FMS-SBAS


•missed approach

•curved departure

Table 5 Rome Flight Trials Equipment

4.3.1.3 Rome-Malta-Barcelona

This phase of full flight trials is intended to evaluate the interaction between real aircraft in the air during fulland partial delegation. This phase will use two aircraft and simulated traffic.


AirborneEquipment


VDLM4 transponder

GBAS User Platform

SBAS User Platform

ND

MCDU

PFD

FMU plus CMU

STT

NATS

NATS

Aircraft DLR ATTAS

Airborne Full MA-AFAS airborne rig FMU plus CMU



Equipment VDLM4 transponder

SBAS receiver

ND

MCDU

PFD

STT

GroundEquipment:

ROME

VDLM4-ATN-TCP/IP

FARAWAY II


ATN interface?

GroundEquipment:

MALTA

VDLM4-ATN-TCP/IP

FARAWAY II


ATN interface?

GroundEquipment:

BARCELONA

VDLM4-ATN-TCP/IP

FARAWAY II


ATN interface?


Navigation

Services

Procedures

ATN over VDLM4

ADS-B over VDLM4

TIS-B over VDLM4

TCP/IP over VDLM4

FMS-SBAS RNAV

Weather

AOC FP download



Taxi guidance

ATC Comms

4D Guidance

Real + Simulated target CDTI

Real + Simulated target ASAS

Full Delegation

SBAS (BAC 1-11 only)


FMS-SBAS


•missed approach

•curved departure

Table 6 Rome to Barcelona Flight Trials Equipment

4.3.2 Safety Of Flight Tests

The following series of tests will be performed to ensure that the aircraft equipment is safe to fly.

• Ensure that the EMC Radiated Emissions Minimum do not exceed EU directives and normal civilianSOFT levels.


Issue: 1.2


• Ensure that the EMC Conducted Emissions Minimum do not exceed EU directives and normal civilianSOFT levels.

• Ensure that the EMC Radiated Susceptibility Minimum meets EU directives and normal civilian SOFTlevels. It is possible that these could be waived based on similarity with equipment previously flown onthe BAC 1-11 and subject to any radiated emissions results not indicating a a leaky system.

• Ensure that the EMC Conducted Susceptibility Minimum meets EU directives and normal civilian SOFTlevels.It is possible that these could be waived based on similarity with equipment previously flown onthe BAC 1-11 and subject to any radiated emissions results not indicating a a leaky system.

4.3.3 Simulator Trials

A series of simulator trials are proposed. These will take place at several facilities and involve:

• simulated AND real ATC

• simulated AOC

• simulated data links of all types

• simulated other aircraft

• simulated other ground vehicles

In the following lists of “Test Capabilities”, the inclusion of a capability does not mean that this is expected tobe tested, but rather that the capability exists in the simulator should the test be required by the Test Plan.

4.3.3.1 DERA RTAVS Simulator

There are two phases to this test. First, the equipment is evaluated in a representative aircraft environmentusing crude simulated interfaces. Once any problems have been corrected, a more representative testenvironment, e.g. PROVE, will be used to complete the evaluation.

Simulator DERA RTAVS

“Airborne”Equipment


Simulated VDLM4 transponder

Simulated VDLM2 transceiver

ND

MCDU

PFD

FMU plus CMU

GroundEquipment

Simulated VDLM4-ATN-TCP/IP

Simulated VDLM2-ATN

PROVE

DIS


ATN interface?


Navigation

Services

Procedures

ATN

ADS-B

TIS-B

TCP/IP

FMS-SBAS RNAV

Weather

AOC FP download





Taxi guidance

ATC Comms

4D Guidance



FMS-GRAS


•missed approach

•curved departure

FMS-SBAS


•missed approach

•curved departure

Table 7 DERA RTAVS Simulator Trials Equipment

4.3.3.2 DERA BAC 1-11 Simulator

This test is designed to verify the correct operation of the equipment within a full BAC 1-11 simulatedenvironment. All of the data links will be simulated.

Simulator DERA BAC 1-11




ND

MCDU

PFD

FMU plus CMU

GroundEquipment

Simulated GBAS


Simulated VDLM2-ATN

PROVE

DIS


ATN interface?


Navigation

Services

Procedures

ATN

ADS-B

TIS-B

TCP/IP

FMS-SBAS RNAV

Weather

AOC FP download



Taxi guidance

ATC Comms

4D Guidance


Issue: 1.2




GBAS

•curved approach CAT I Decision Altitudes (*)

•missed approach

SBAS



•missed approach

•curved departure

Table 8 BAC 1-11 Simulator Trials Equipment

4.3.3.3 DLR ATTAS Simulator

This test is designed to verify the correct operation of the equipment within a full VFW 614 ATTAS simulatedenvironment. All of the data links will be simulated.

Simulator DLR ATTAS





Simulated SBAS receiver

ND

MCDU

PFD

FMU plus CMU

GroundEquipment


Simulated VDLM2-ATN

PROVE

DIS


ATN interface?


Navigation

Services

Procedures

ATN

ADS-B

TIS-B

TCP/IP

FMS-SBAS RNAV

Weather

AOC FP download



Taxi guidance

ATC Comms

4D Guidance





FMS-SBAS


•missed approach

•curved departure

Table 9 ATTAS Simulator Trials Equipment

4.3.3.4 DLR SMGCS Simulator (TARMAC; Braunschweig)

This test is intended to validate the Taxi and Ramp Management capabilities.

Simulator DLR ATTAS





Simulated SBAS receiver

ND

MCDU

PFD

FMU plus CMU

GroundEquipment


Simulated VDLM2-ATN

SMGCS/TARMAC


ATN interface?


Services

Procedures

ATN

ADS-B

TIS-B

TCP/IP

Weather

AOC FP download

Taxi guidance

ATC Comms



Table 10 SMGCS Trials Equipment

4.3.4 Standalone Equipment Tests

Standalone equipment tests are proposed for individual configuration items where this is appropriate.

Some integration tests will also be performed to show that this equipment operates correctly as a completeunit, e.g. MCDU, FMS, CCD, ND.

The tests will make use of simulated interfaces, e.g.

• Navigation Display

• Primary Flight Display

• VDLM2 Transceiver

• VDLM4 Transponder


Issue: 1.2


• GBAS UP

• SBAS UP

• Autopilot

• Autothrottle

Some of the functions that will be tested at this stage are:

• Closed loop simulation of aircraft.

• ATN via simulated VDLM2 and VDLM4.

• AOC via GACS.

• AOC via TCP/IP simulated VDLM4.

• CDTI functions using simulated targets.

• ASA functions using simulated targets.

4.3.5 Software Functional Test

Any software functional testing will be performed on a PC host platform using appropriate softwareevaluation tools such as Cantata.

4.3.6 Hardware Acceptance Test

The hardware testing will be restricted to checks on bonding, leakage, voltage levels and also a crude checkof interfaces with in-house test platform.

The tests will be sufficient to ensure that the equipment meets EU Low Voltage Directive.

4.3.7 Software Module Testing

Any software module testing will be performed on a PC host platform using appropriate software evaluationtools such as Cantata.

4.4 Qualification Matrix

A qualification matrix has not been generated for this document because the proposed method of validationis detailed with each numbered requirement. For each requirement, a test phase and a method has beenidentified.



5 REQUIREMENTS TRACEABILITYThe master copy of this document is held as a formal module within a DOORS project. The following tableshows traceability back to the table of selected candidate functions agreed by the partners.


Issue: 1.2


6 NOTES

6.1 Abbreviations

ACL ATC Clearance and Information Services

ACM ATC Communications Management Services

ADS-B Automatic Dependent Surveillance – Broadcast

AFCS Automatic Flight Control System

AIC Airborne, Inhabited, Cargo

AOC Airline Operations Centre

ASA Airborne Separation Assurance

ATC Air Traffic Control

ATM Air Traffic Management

ATN Aeronautical Telecommunications Network

ATSAW Air Traffic Situation Awareness

ATSU Air Traffic Services Unit

C-ATSU Current Air Traffic Services Unit

CCD Cursor Control Device

CDM Collaborative Decision Making

CDTI Cockpit Display of Traffic Information

CFMU Central Flow Management Unit

CMU Communications Management Unit

COSEP Co-operative Separation

COTRAC Common Trajectory Co-ordination Service

CPDLC Controller Pilot Data Link Communications

D-ATIS Data-link Automatic Terminal Information Services

D-ATSU Downstream Air Traffic Services Unit

DCL Departure Clearance Service

DLL Data Link Logon

DSC Downstream Clearance

DYNAV Dynamic Route Availability Service

EOBT Estimated Off Block Time

FDPS Flight Data Processing System

FFAS Free Flight Air Space

FIS Flight Information System

FLIPCY Flight Plan Consistency

FMS Flight Management System

FMU Flight Management Unit

GACS Generic ATN Communications Service

GBAS Ground Based Augmentation System



GNSS Global Navigation Satellite System

GRAS Ground Based Regional Augmentation System

HMI Human Machine Interface

HUD Head Up Display

ICAO International Civil Aviation Organisation

ILS Instrument Landing System

MAS Managed Air Space

MCDU Multi-Function Control and Display Unit

MLS Microwave Landing System

ND Navigation Display

ODIAC Operational Development of an Integrated Surveillance and Air/GroundCommunications

PFD Primary Flight Display

RFL Required Flight Level

RVR Runway Visual Range

SID Standard Instrumented Departure

SBAS Satellite Based Augmentation System

STAR Standard Arrival Route

SUA Special Use Airspace

TBD To Be Defined

TIS-B Traffic Information Service – Broadcast

TMA Terminal Manoeuvring Area

UMAS Unmanaged Air Space

URCO Urgent Communication

VDL VHF Data Link

VHF Very High Frequency

6.2 Glossary of Terms

Collaborative Decision Making - Although a process, CDM is essentially a concept that anticipates theneed for active collaboration of all the actors (pilot, ATC and AOC) involved in order to reduce potential risksas much as possible. The goal of CDM is to enable the corresponding actors to improve mutual knowledgeof the forecast/current situations, of each others constraints, preferences and capabilities, so as to pro-actively resolve potential problems, in which the person best able to make the decision is the one who doesso.

Collision Avoidance Zone - This defines a separation between aircraft that represents a risk for a collision.A typical zone will extend 0.15 NM horizontal and +/-300 feet vertical.

Constraints - A constraint is a condition that should be met by the trajectory. Typical constraints are aposition, position and time, altitude, an arrival or departure procedure.

Free Flight Air Space - FFAS is an area of free routing where the responsibility for separation of aircraft hasbeen fully delegated to the aircraft.

The volumes of airspace that will be allocated to FFAS will be promulgated by the airspace planning andmanagement service on a daily basis to reflect the demand patterns expected across the ECAC airspace.


Issue: 1.2


This will take into account the forecast traffic flow densities, the capabilities of flights and the balance ofbenefit to the users’ quest for flexibility and economy. The aim will be to adjust the volumes of FFAS tomaximise the benefits for capable aircraft, while providing an incentive for aircraft operators with less capableaircraft to upgrade their avionics fits.

Suitably equipped aircraft will be able to fly user-preferred 3-D or 4-D routings. Responsibility for SA fromother aircraft operating in the same airspace will rest with the aircraft in almost all circumstances, althoughsome responsibility can be undertaken by ground-based ATM (emergencies) or delegated to otherorganisations (principally the military). Access to this airspace by less capable aircraft will be subject toacceptance by the ATM service; access by capable aircraft is implicit.

Aircraft will be able to choose their own trajectories, selected either for short-term, long-term or strategicreasons, in which aircraft operators will benefit in terms of economy and flexibility, subject to notification toATM, in which CDM will be a major enabler to safety, flexibility and efficiency.

Aircraft operating within FFAS will be supported by a ground ATM network that will provide information andalert services to guarantee safe operations.

Lateral Passing and Crossing - This application is intended to allow one aircraft to cross another aircraft orpass another aircraft on a similar track in airspace regions (e.g. oceanic or non-radar equipped managedairspace) where the standard separation criteria would not normally permit such a manoeuvre. However, thelateral crossing application should also be considered for feasible standard sectors. The general idea is totransfer the responsibility of maintaining separation between two aircraft from the ground to the airborneside, similar to the in descent spacing and level flight spacing applications. when feasible, in terms of safetyand efficiency.

MA-AFAS Trials Requirements - In the context of this document, this means all requirements necessary tocomplete the specified validation tests.

Managed Air Space - MAS is defined as an airspace with vertical, lateral and time boundaries that will beneeded to support en-route operations within which the control of aircraft is the responsibility of the groundATM organisation.

Traffic structuring, in the form of 2-D and 3-D route networks will be used in the busiest areas at peak timesto enhance capacity, to organise traffic flows and to reduce the incidence of conflictions for Enroute and TMAoperations. In other areas and outside peak times in the busiest areas, MAS will support the operation ofaircraft using user-preferred trajectories outside the structured routes.

In MAS, the responsibility for separation assurance will rest with the ground ATM organisation. This servicewill be provided on the basis of ‘ intervention by exception’ as far as possible. In some specific trafficsituations the responsibility for separation may be explicitly transferred to aircraft suitably equipped toexercise autonomous separation and subject to the agreement of the pilot.

Phases Of Flight - The phases of flight provides a simplified breakdown of a flight from gate to gate. Thisincludes taxi manoeuvres, take-off, ascent, cruise, descent, final approach and landing.

Pilot - In the contx tof this document, the term pilot is assumed to include the pilot and first officer.

Protected Airspace Zone - This is a defined area surrounding the ownship which is reserved for ownshipuseage. Penetrations of the zone are regarded as a conflict and the system will advise a manoeuvre to avoidsuch an occurrence. A typical zone will extend ±1000Ft vertically and 5nm laterally.

Separation Assurance - concerns the means by which individual flights remain separated from others, inaccordance with minimum separation standards, and from other hazards (e.g. terrain, obstacles, vehiclesetc.).

Station Keeping - This is the action of keeping an agreed distance or time behind a specified aircraft,thereby following its trajectory at a constant offset.



Strategic Request - This is a request that has a definite end point or end time.

Tactical Request - This is an open ended ATC commands such as heading commands e.g. “Turn on toheading 180” or an altitude commands e.g. “Climb to FL360”.

Trajectory - This is a flyable 4D flight path including a 3D position, time, fuel consumption, expected weatherand trajectory change points.

Unmanaged Air Space - UMAS will be basically the same as today’ s “Outside Controlled Airspace” andsubject to similar rules as those applied now (Rules of the Air).

There will be no interaction with ATM for aircraft operating in UMAS, except for those flights that wish tonotify their presence either by filing a flight plan (in the air or on the ground) or by broadcasting their position(and perhaps intentions) by electronic means. ATS, in particular, Flight Information Services, may beprovided to aircraft in UMAS on request.