Presentation on theme: "FANS roadmap for the next decade"— Presentation transcript:
1FANS roadmap for the next decade AIRBUSFANS roadmap for the next decadeby Thomas Fixy - Senior Engineer Cockpit AvionicsAirbus Interoperable Modular - Future Air Navigation SystemAIM FANSA330/A340/A380A318/A319/A320/A321
2Contents Introduction What have we done so far? Challenges and enablers for next decade ATMAirbus research activitiesAFASNUPConclusionThe roadmapShort term action
4The solutions that exists today The architecture : aircraft systems capability for easy evolution towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.Over 600 aircraft in-service presently (as of 3Q01).
5AIM-FANS architecture ADIRSADFFMS**Navigation SensorsGPSMMRILS/GPS/DGPS/(MLS)VORDMEVDRSatcomHFDRModeSCommunication DevicesAMUAOC/ATC*DatalinkAudioATSUincluding ACARS functionCrew InterfacesPrinterEFISECAMMCDUData communicationNavigationDCDU*(ATC displays)* introduced with FANS capability only** new FMS introduced with FANS A
6The solutions that exists today The architecture : aircraft systems capability for easy evolution towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.Over 600 aircraft in-service presently (as of 3Q01).The Human Machine Interface that supports low and high density environment operations
7Main Aircraft Interfaces 2119Z FROM KZAK CTLAT ALCOACLB TO & MAINT FL310OPEN*UNABLE<OTHERSTBY*WILCO*ATC MENU< LAT REQUESTVERT REQ >OTHER REQ >REPORTS >TEXT >< WHEN CAN WE< MSG RECORDCONNECTIONSTATUS >EMERGENCY >< NOTIFICATIONATSU DLK< RETURN
8The solutions that exists today The architecture : aircraft systems capability for easy evolution towards CNS/ATMPreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day.Over 600 aircraft in-service presently (as of 3Q01).The Human Machine Interface that supports low and high density environment operationsThe systems :Navigation : RVSM, BRNav basic on all aircraft typesCommunication : 8.33kHz certified, VDL2/AOA to be certified early 2002 on A320 family and late 2002 on A330/A340Surveillance : ACAS, Basic Surveillance to be certified end 2002FANS A installed on all new A330/340 aircraft
9FANS worldwide implementation Oceanic/desertic area:FANS A routes and servicesoperationalUM501L888Europe (FANS B):Eurocontrol Program Link2000+Implementation : 2003 to 2007US (FANS B):FAA Pgm CPDLC Build 1, 1A, 2Implementation : 2003 to 2010LAXPPTJNBSYD
10The challenges of today's ATM Punctuality and schedule integrityMaximum use of existing capacity in all weather operationsCost of unstable operationsInstitutional and behaviour changesMaintaining or increasing current safety level
11Key enablers for the future ATM Repetive routine control/planning tasks performed with limited automationsolution : CPDLC + air/ground communication + better ground systems automationSystems 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 controlSaturation of dense airspace, mediocre visibility, reduced landing rates, stabilisation of arrival based on improved landing systemssolution : some delegation to pilots (enhanced visual acquisition, cluster control, station keeping), better runway/taxiway situation awareness, procedure/behaviour/instituational changessolution : GLS, MLS
12One integrated Gate to Gate approach First come, First serveOn time , First serveCNS/ATMTrajectory dissemination (FLIPCY 4D) / Trajectory Replanning (4DTR)Trajectory Prelimnary coordination (PTC)ETA/RTA negociationStation keeping (SK) Extended Visual Acquisition (EVA)Cluster Control (CC)Surface Enhanced Visual Acquisition (SEVA )GLS, MLS,.....
13Managing the 4D trajectory onboard Traffic DomainData Link(ATC)Flightdefinition>10mn4D ATMLOOPRTA/[ Contract with Alert/Caution/Warning]CFMU, FDPS, ARR/DEP ManagerCollision avoidance DomainCREW(Controls)Piloting(around CG)Flight Control~1/2secStrategic Domain~1mnNavigating(4D)FlightManagementTactical DomainGuidance~10secGuiding(CG vs Trajectory)
16guess the future a/c position Trajectory controlTodayTrajectoryRadarProceduralKnow the current &guess the future a/c positionGuess the current &future a/c positionsKnow thecurrent & futurepositionsA/C to fly predetermined trajectory with intervention only on exception (weather, conflict, …)Promote best use of Aircraft navigation and data communication systems
17From vectoring to trajectory control : control over Arrival slot Time constraint12CDGFrankfurtTMA boundaryTime constraintFlight Plan4D FMS trajectory
18Pre-Flight Trajectory Coordination Uplink of constraintsDownlink of 4D trajDownlink of est time offDeparture ClearanceBenefits:Reduced Delays, Enhanced Schedule Predictability due to Priority RTAImproved Flow Management due to Shared Trajectory DataIssues/Constraints:Requires in-flight flexibility to handle tactical events, environmental changes, and airspace dynamicsInitial coordination ofthe 4D trajectory andEstimated Takeoff Time(A/C & ATSU) at the gate.Trajectory consists ofFMS Prediction forLat, Longitude, Altitude,Time, Attributes
19FLIPCY 4D Flight plan consistency check 4D is a standard Benefits: Downlink of 4D trajConsistency check and updating of trajectory databaseFlight plan consistencycheck 4D is a standardmeans for ATSUs to retrieveautomatically up-to-date4D trajectories from aircraft.Allows pilots to downlinkautomatically a trajectory thatis modified and agreed upon.Benefits:Improved safety due to increased flight plan consistency checking and early conflict detectionReduced delays and predictability due to availability of real-time 4D trajectory data for flow management, strategic planning, and tactical control Ensures Priority RTA is realizedIssues/Constraints:Requires ground system data link to aircraft or other ground systems
204D Trajectory Replanning Uplink of constraintsDownlink of 4D trajUplink of new clearanceUpdating of trajectory databaseBenefits: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 RTAIssues/Constraints:Constraints from ATS to aircraft must not be open endedInflight replanningforATS and pilotsto changespeed, heading,altitude, attributesor waypointsalong a flight.
23Extended Visual Acquisition (EVA) PrincipleEnhance the execution of final separation in VMC conditionsImprove visual acquisition of trafficImprove visual separation maintainingProcedureEVA Clearance receptionTarget IdentificationOrder to maintain own visual separationRecognition of the Target and Maintaining separation
24(airways and / or STARS) Station Keeping (SK)PrincipleDelegated responsibility in maintaining an assigned separation in Approach and Climbing-outProcedureTraffic MergingATC vectoringTraffic Identification and Instruction (SK Clearance)A/C identifies the Target and accept to perform SKTraffic AcquisitionA/C positioned by crew under controller responsibilityEstablishment of SK and Separation DelegationPrescribed separation(distance or time)SK parameterssent by data-linkCommon trajectories(airways and / or STARS)
25Cluster Control (CC) Principle Delegated responsibility for horizontal separation between Aircraft on acommon Airway with a constant Flight LevelProcedureCluster Initiation(CC Clearance)Evolution of CCEvolving SeparationStation KeepingOvertakingCC parameterssent by data-link
26Surface Extended Visual Acquisition (SEVA) PrincipleTaxi ClearanceCPDLC messageway to be followed by the aircraftfrom gate to runway access (departure)/ from runway exit to gate (arrival)Short Term ClearancesNo change on currently used messagesConflict DetectionImprove efficiency of current conflict detection meansRUNWAYEXIT TAXIWAYAPRON TAXIWAY
27The 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)SafetyDefinition of an architecture requires establishment of needs/performance/safety requirements leading to a safety analysis : new methodology to address air/air communication environmentExisiting aircraft system will need significant improvement and may require upgrade of criticality level e.g.calculation of position becomes criticalstation keeping requires control loops with autopilot/flight controlsDelegation of responsibility : institutional issues, human issues, cockpit operations
29Road map 2001 2015? FANS A FANS A FANS B step 1 FANS B step 2 RESEARCH ongoing discussions with airlines2001FANS B step 1Communication CNS/ATMBaseline 1FANS B step 2NAV 4D with RTA constraintRESEARCHSituation awareness (CDTI)FANS B step 3AFASASAS concept with delegation (cluster control, etc)200020032015?NUPNUP 220012005GROUND DEPLOYMENTASASAirspace delegationUS :Europe :FAA B1ALink 2000+FAA ADLS II FAA ADLS II-34D trajectory / ADS Program
30Accronyms ACARS Aircraft Communication Addressing & Reporting System ADLS Aeronautical Data Link SystemADS Automatic Dependent SurveillanceAFAS Aircraft in the Future Air traffic management SystemAIM FANS Airbus Interoperable Modular FANSAOC Airline Operational CommunicationASAS Airborne Separation Assurance SystemATC Air Traffic ControlATM Air Traffic ManagementATN Air Traffic NetworkCDTI Cockpit Display of Traffic InformationCNS Communication Navigation SurveillanceCPDLC Controller Pilot Data Link CommunicationFANS Future Air Navigation SystemFMS Flight Management SystemGLS : GPS Landing SystemMLS : Microwave Landing SystemNUP North European ADS B network Update ProgramSARPS Standard And Recommended PracticesVMC 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 areexpressed in good faith. Where the supporting groundsfor these statements are not shown, the Company will bepleased to explain the basis thereof.This document is the property of Airbus Industrie and issupplied on the express condition that it is to be treated asconfidential. No use or reproduction may be made thereofother than that expressly authorised.Printed in FranceAirbus 2001All rights reserved.