1. FANS roadmap for the next decade
AIRBUS
FANS roadmap for the next decade
by Thomas Fixy - Senior Engineer Cockpit Avionics
Airbus Interoperable Modular - Future Air Navigation System
AIM FANS
A330/A340/A380
A318/A319/A320/A321

2. Contents Introduction What have we done so far?
Challenges and enablers for next decade ATM
Airbus research activities
AFAS
NUP
Conclusion
The roadmap
Short term action

3. Introduction
What have we done so far?

4. The solutions that exists today
The architecture : aircraft systems capability for easy evolution towards CNS/ATM
PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.
Over 600 aircraft in-service presently (as of 3Q01).

5. AIM-FANS architecture
ADIRS
ADF
FMS**
Navigation Sensors
GPS
MMR
ILS/GPS
/DGPS/(MLS)
VOR
DME
VDR
Satcom
HFDR
ModeS
Communication Devices
AMU
AOC/ATC*
Datalink
Audio
ATSU
including ACARS function
Crew Interfaces
Printer
EFIS
ECAM
MCDU
Data communication
Navigation
DCDU*
(ATC displays)
* introduced with FANS capability only
** new FMS introduced with FANS A

6. The solutions that exists today
The architecture : aircraft systems capability for easy evolution towards CNS/ATM
PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.
Over 600 aircraft in-service presently (as of 3Q01).
The Human Machine Interface that supports low and high density environment operations

7. Main Aircraft Interfaces
2119Z FROM KZAK CTL
AT ALCOA
CLB TO & MAINT FL310
OPEN
*UNABLE
<OTHER
STBY*
WILCO*
ATC MENU
< LAT REQUEST
VERT REQ >
OTHER REQ >
REPORTS >
TEXT >
< WHEN CAN WE
< MSG RECORD
CONNECTION
STATUS >
EMERGENCY >
< NOTIFICATION
ATSU DLK
< RETURN

8. The solutions that exists today
The architecture : aircraft systems capability for easy evolution towards CNS/ATM
PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.
Over 600 aircraft in-service presently (as of 3Q01).
The Human Machine Interface that supports low and high density environment operations
The systems :
Navigation : RVSM, BRNav basic on all aircraft types
Communication : 8.33kHz certified, VDL2/AOA to be certified early 2002 on A320 family and late 2002 on A330/A340
Surveillance : ACAS, Basic Surveillance to be certified end 2002
FANS A installed on all new A330/340 aircraft

9. FANS worldwide implementation
Oceanic/desertic area:
FANS A routes and services
operational
UM501
L888
Europe (FANS B):
Eurocontrol Program Link2000+
Implementation : 2003 to 2007
US (FANS B):
FAA Pgm CPDLC Build 1, 1A, 2
Implementation : 2003 to 2010
LAX
PPT
JNB
SYD

10. The challenges of today's ATM
Punctuality and schedule integrity
Maximum use of existing capacity in all weather operations
Cost of unstable operations
Institutional and behaviour changes
Maintaining or increasing current safety level

11. Key enablers for the future ATM
Repetive routine control/planning tasks performed with limited automation
solution : CPDLC + air/ground communication + better ground systems automation
Systems performance sharing : planning and flow capacity determination based on updated 4D flight plan exchanged between aircraft, airline, ATC, ATS planning; flights based on agreed trajectory; arrival time : "on time, first serve"
solution : air/ground system integration + ground/ground coordination + 4D trajectory control
Saturation of dense airspace, mediocre visibility, reduced landing rates, stabilisation of arrival based on improved landing systems
solution : some delegation to pilots (enhanced visual acquisition, cluster control, station keeping), better runway/taxiway situation awareness, procedure/behaviour/instituational changes
solution : GLS, MLS

12. One integrated Gate to Gate approach
First come, First serve
On time , First serve
CNS/ATM
Trajectory dissemination (FLIPCY 4D) / Trajectory Replanning (4DTR)
Trajectory Prelimnary coordination (PTC)
ETA/RTA negociation
Station keeping (SK) Extended Visual Acquisition (EVA)
Cluster Control (CC)
Surface Enhanced Visual Acquisition (SEVA )
GLS, MLS,.....

13. Managing the 4D trajectory onboard
Traffic Domain
Data Link
(ATC)
Flight
definition
>10mn
4D ATM
LOOP
RTA/[ Contract with Alert/Caution/Warning]
CFMU, FDPS, ARR/DEP Manager
Collision avoidance Domain
CREW
(Controls)
Piloting
(around CG)
Flight Control
~1/2
sec
Strategic Domain
~1mn
Navigating
(4D)
Flight
Management
Tactical Domain
Guidance
~10
sec
Guiding
(CG vs Trajectory)

14. Collision avoidance Domain CFMU, FDPS, ARR/DEP Manager
The air/ground view
Traffic Domain
Strategic Domain
Tactical Domain
Collision avoidance Domain
CREW
(Monitoring)
Communication
Mode A,C,S
Ground Monitoring
Radar
STCA
Collision Avoidance
VDL M4, Mode S(2), UAT
Situational
Awareness
MTCD
VDL, (HFDL, SATCOM)
Voice
Data point
to point
Data broadcast
CREW
(Controls)
Flight
Management
Guidance
Flight Control
Data Link
(ATC)
Piloting
(around CG)
CFMU, FDPS, ARR/DEP Manager
~1/2
sec
Guiding
(CG vs Trajectory)
Flight
definition
~10
sec
Navigating
(4D)
4D ATM
LOOP
~1mn
RTA/[ Contract with Alert/Caution/Warning]
>10mn

15. AFAS concept

16. guess the future a/c position
Trajectory control
Today
Trajectory
Radar
Procedural
Know the current &
guess the future a/c position
Guess the current &
future a/c positions
Know the
current & future
positions
A/C to fly predetermined trajectory with intervention only on exception (weather, conflict, …)
Promote best use of Aircraft navigation and data communication systems

17. From vectoring to trajectory control : control over Arrival slot
Time constraint 1 2
CDG
Frankfurt
TMA boundary
Time constraint
Flight Plan
4D FMS trajectory

18. Pre-Flight Trajectory Coordination
Uplink of constraints
Downlink of 4D traj
Downlink of est time off
Departure Clearance
Benefits:
Reduced Delays, Enhanced Schedule Predictability due to Priority RTA
Improved Flow Management due to Shared Trajectory Data
Issues/Constraints:
Requires in-flight flexibility to handle tactical events, environmental changes, and airspace dynamics
Initial coordination of
the 4D trajectory and
Estimated Takeoff Time
(A/C & ATSU) at the gate.
Trajectory consists of
FMS Prediction for
Lat, Longitude, Altitude,
Time, Attributes

19. FLIPCY 4D Flight plan consistency check 4D is a standard Benefits:
Downlink of 4D traj
Consistency check and updating of trajectory database
Flight plan consistency
check 4D is a standard
means for ATSUs to retrieve
automatically up-to-date
4D trajectories from aircraft.
Allows pilots to downlink
automatically a trajectory that
is modified and agreed upon.
Benefits:
Improved safety due to increased flight plan consistency checking and early conflict detection
Reduced delays and predictability due to availability of real-time 4D trajectory data for flow management, strategic planning, and tactical control Ensures Priority RTA is realized
Issues/Constraints:
Requires ground system data link to aircraft or other ground systems

20. 4D Trajectory Replanning
Uplink of constraints
Downlink of 4D traj
Uplink of new clearance
Updating of trajectory database
Benefits:
Provides in-flight flexibility to handle tactical events, flight technical considerations, environmental changes, and airspace dynamics KEEPING THE FMS IN THE LOOP.
Provides a means to negotiate a trajectory change even in busy airspace where R/T usage is high.
Ensures realization of Priority RTA
Issues/Constraints:
Constraints from ATS to aircraft must not be open ended
Inflight replanning
for
ATS and pilots
to change
speed, heading,
altitude, attributes
or waypoints
along a flight.

21. NUP concept

22. Considered Services Four Services Extended Visual Acquisition
Cluster Control
Station Keeping
Surface Extended
Visual Acquisition
OFF
CLIMB
CRUISE
DESCENT
APPROACH
TAXIING
SEVA SK
EVA CC

23. Extended Visual Acquisition (EVA)
Principle
Enhance the execution of final separation in VMC conditions
Improve visual acquisition of traffic
Improve visual separation maintaining
Procedure
EVA Clearance reception
Target Identification
Order to maintain own visual separation
Recognition of the Target and Maintaining separation

24. (airways and / or STARS)
Station Keeping (SK)
Principle
Delegated responsibility in maintaining an assigned separation in Approach and Climbing-out
Procedure
Traffic Merging
ATC vectoring
Traffic Identification and Instruction (SK Clearance)
A/C identifies the Target and accept to perform SK
Traffic Acquisition
A/C positioned by crew under controller responsibility
Establishment of SK and Separation Delegation
Prescribed separation
(distance or time)
SK parameters
sent by data-link
Common trajectories
(airways and / or STARS)

25. Cluster Control (CC) Principle
Delegated responsibility for horizontal separation between Aircraft on a
common Airway with a constant Flight Level
Procedure
Cluster Initiation
(CC Clearance)
Evolution of CC
Evolving Separation
Station Keeping
Overtaking
CC parameters
sent by data-link

26. Surface Extended Visual Acquisition (SEVA)
Principle
Taxi Clearance
CPDLC message
way to be followed by the aircraft
from gate to runway access (departure)
/ from runway exit to gate (arrival)
Short Term Clearances
No change on currently used messages
Conflict Detection
Improve efficiency of current conflict detection means
RUNWAY
EXIT TAXIWAY
APRON TAXIWAY

27. The challenges of ADS-B and ASAS
Services are still being worked: definition, operational concept, etc. Use of basic aircraft parameters on the ground have been discussed for years; still no implementation!
HMI : merge of TCAS and ADS-B information, clutter of information, representation of many parameters (state, intent, etc)
Safety
Definition of an architecture requires establishment of needs/performance/safety requirements leading to a safety analysis : new methodology to address air/air communication environment
Exisiting aircraft system will need significant improvement and may require upgrade of criticality level e.g.
calculation of position becomes critical
station keeping requires control loops with autopilot/flight controls
Delegation of responsibility : institutional issues, human issues, cockpit operations

28. Conclusion

29. Road map 2001 2015? FANS A FANS A FANS B step 1 FANS B step 2 RESEARCH
ongoing discussions with airlines
2001
FANS B step 1
Communication CNS/ATM
Baseline 1
FANS B step 2
NAV 4D with RTA constraint
RESEARCH
Situation awareness (CDTI)
FANS B step 3
AFAS
ASAS concept with delegation (cluster control, etc)
2000
2003
2015?
NUP
NUP 2
2001
2005
GROUND DEPLOYMENT
ASAS
Airspace delegation
US :
Europe :
FAA B1A
Link 2000+
FAA ADLS II FAA ADLS II-3
4D trajectory / ADS Program

30. Accronyms ACARS Aircraft Communication Addressing & Reporting System
ADLS Aeronautical Data Link System
ADS Automatic Dependent Surveillance
AFAS Aircraft in the Future Air traffic management System
AIM FANS Airbus Interoperable Modular FANS
AOC Airline Operational Communication
ASAS Airborne Separation Assurance System
ATC Air Traffic Control
ATM Air Traffic Management
ATN Air Traffic Network
CDTI Cockpit Display of Traffic Information
CNS Communication Navigation Surveillance
CPDLC Controller Pilot Data Link Communication
FANS Future Air Navigation System
FMS Flight Management System
GLS : GPS Landing System
MLS : Microwave Landing System
NUP North European ADS B network Update Program
SARPS Standard And Recommended Practices
VMC Visual Meteorologic Condition

31.  AIRBUS INDUSTRIE 31707 Blagnac Cedex France
Telephone +33 (0)
The statements made herein do not constitute an offer.
They are based on the assumptions shown and are
expressed in good faith. Where the supporting grounds
for these statements are not shown, the Company will be
pleased to explain the basis thereof.
This document is the property of Airbus Industrie and is
supplied on the express condition that it is to be treated as
confidential. No use or reproduction may be made thereof
other than that expressly authorised.
Printed in France
Airbus 2001
All rights reserved. 