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AIRBUS FANS roadmap for the next decade by Thomas Fixy - Senior Engineer Cockpit Avionics Airbus Interoperable Modular - Future Air Navigation System AIM.

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Presentation on theme: "AIRBUS FANS roadmap for the next decade by Thomas Fixy - Senior Engineer Cockpit Avionics Airbus Interoperable Modular - Future Air Navigation System AIM."— Presentation transcript:

1 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 AiRBUS /012 Contents l Introduction 4What have we done so far? 4Challenges and enablers for next decade ATM l Airbus research activities 4AFAS 4NUP l Conclusion 4The roadmap 4Short term action

3 Introduction What have we done so far?

4 AiRBUS /014 The solutions that exists today The architecture : aircraft systems capability for easy evolution towards CNS/ATM 4PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day. 4Over 600 aircraft in-service presently (as of 3Q01).

5 AiRBUS /015 Crew Interfaces Printer EFIS ECAM MCDU Data communication Navigation AIM-FANS architecture * introduced with FANS capability only ** new FMS introduced with FANS A DCDU* (ATC displays) VDR Satcom HFDR ModeS Communication Devices AMU AOC/ATC* Datalink Audio ATSU including ACARS function ADIRS ADF FMS** Navigation Sensors GPS MMR ILS/GPS /DGPS/(MLS) VOR DME

6 AiRBUS /016 The solutions that exists today l The architecture : aircraft systems capability for easy evolution towards CNS/ATM 4PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day. 4Over 600 aircraft in-service presently (as of 3Q01). The Human Machine Interface that supports low and high density environment operations

7 AiRBUS /017 Main Aircraft Interfaces 2119Z FROM KZAK CTL AT ALCOA CLB TO & MAINT FL310 OPEN *UNABLE OTHER REQ > REPORTS > TEXT > < WHEN CAN WE CONNECTION STATUS > EMERGENCY > ATSU DLK

8 AiRBUS /018 The solutions that exists today The architecture : aircraft systems capability for easy evolution towards CNS/ATM 4PreFANS architecture ordered on more than 2000 aircraft to be delivered by 2005 at a rate of 1 a day. 4Over 600 aircraft in-service presently (as of 3Q01). The Human Machine Interface that supports low and high density environment operations The systems : 4Navigation : RVSM, BRNav basic on all aircraft types 4Communication : 8.33kHz certified, VDL2/AOA to be certified early 2002 on A320 family and late 2002 on A330/A340 4Surveillance : ACAS, Basic Surveillance to be certified end FANS A installed on all new A330/340 aircraft

9 AiRBUS /019 PPT SYD JNB FANS worldwide implementation LAX 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

10 AiRBUS /0110 The challenges of today's ATM l Punctuality and schedule integrity l Maximum use of existing capacity in all weather operations l Cost of unstable operations l Institutional and behaviour changes l Maintaining or increasing current safety level

11 AiRBUS /0111 Key enablers for the future ATM l Repetive routine control/planning tasks performed with limited automation 4solution : CPDLC + air/ground communication + better ground systems automation l 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" 4solution : air/ground system integration + ground/ground coordination + 4D trajectory control l Saturation of dense airspace, mediocre visibility, reduced landing rates, stabilisation of arrival based on improved landing systems 4solution : some delegation to pilots (enhanced visual acquisition, cluster control, station keeping), better runway/taxiway situation awareness, procedure/behaviour/instituational changes 4solution : GLS, MLS

12 AiRBUS /0112 Trajectory Prelimnary coordination (PTC) First come, First serve On time, First serve CNS/ATM Trajectory dissemination (FLIPCY 4D) / Trajectory Replanning (4DTR) ETA/RTA negociation One integrated Gate to Gate approach Surface Enhanced Visual Acquisition (SEVA ) Cluster Control (CC) Station keeping (SK) Extended Visual Acquisition (EVA) GLS, MLS,.....

13 AiRBUS /0113 Managing the 4D trajectory onboard 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) Traffic Domain Data Link (ATC) Flight definition >10mn 4D ATM LOOP RTA/[ Contract with Alert/Caution/Warning] CFMU, FDPS, ARR/DEP Manager

14 AiRBUS /0114 The air/ground view CREW (Controls) Piloting (around CG) Flight Control ~1/2 sec ~1mn Navigating (4D) Flight Management Guidance ~10 sec Guiding (CG vs Trajectory) Data Link (ATC) Flight definition >10mn 4D ATM LOOP RTA/[ Contract with Alert/Caution/Warning] CFMU, FDPS, ARR/DEP Manager Collision avoidance DomainStrategic DomainTactical DomainTraffic 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

15 AFAS concept

16 AiRBUS /0116 Guess the current & future a/c positions Know the current & guess the future a/c position Procedural Radar Trajectory Today Know the current & future positions l A/C to fly predetermined trajectory with intervention only on exception (weather, conflict, …) l Promote best use of Aircraft navigation and data communication systems Trajectory control

17 AiRBUS /0117 4D FMS trajectory Flight Plan Time constraint 1 2 CDG Frankfurt TMA boundary From vectoring to trajectory control : control over Arrival slot

18 AiRBUS /0118 Pre-Flight Trajectory Coordination 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 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 Uplink of constraints Downlink of 4D traj Downlink of est time off Departure Clearance

19 AiRBUS /0119 FLIPCY 4D 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 Downlink of 4D traj Consistency check and updating of trajectory database

20 AiRBUS /0120 4D Trajectory Replanning Inflight replanning for ATS and pilots to change speed, heading, altitude, attributes or waypoints along a flight. Benefits: Provides in-flight flexibility to handle tactical events, flight technical considerations, environmental changes, and airspace dynamics KEEPING THE FMS IN THE LOOP. Provides a means to negotiate a trajectory change even in busy airspace where R/T usage is high. Ensures realization of Priority RTA Issues/Constraints: Constraints from ATS to aircraft must not be open ended Uplink of constraints Downlink of 4D traj Uplink of new clearance Updating of trajectory database

21 NUP concept

22 AiRBUS /0122 OFFCLIMB CRUISEDESCENTAPPROACH TAXIING SEVA SK EVA CC SEVA SK Considered Services l Four Services 4Extended Visual Acquisition 4Cluster Control 4Station Keeping 4Surface Extended Visual Acquisition

23 AiRBUS /0123 Extended Visual Acquisition (EVA) l Principle 4Enhance the execution of final separation in VMC conditions 4Improve visual acquisition of traffic 4Improve visual separation maintaining l Procedure 4EVA Clearance reception å Target Identification å Order to maintain own visual separation 4Recognition of the Target and Maintaining separation

24 AiRBUS /0124 Prescribed separation (distance or time) Common trajectories (airways and / or STARS) SK parameters sent by data-link Station Keeping (SK) l Principle 4Delegated responsibility in maintaining an assigned separation in Approach and Climbing-out l Procedure 4Traffic Merging å ATC vectoring 4Traffic Identification and Instruction (SK Clearance) å A/C identifies the Target and accept to perform SK 4Traffic Acquisition å A/C positioned by crew under controller responsibility 4Establishment of SK and Separation Delegation

25 AiRBUS /0125 CC parameters sent by data-link Cluster Control (CC) l Principle 4Delegated responsibility for horizontal separation between Aircraft on a 4common Airway with a constant Flight Level l Procedure 4Cluster Initiation 4(CC Clearance) 4Evolution of CC å Evolving Separation å Station Keeping å Overtaking

26 AiRBUS /0126 RUNWAY EXIT TAXIWAY APRON TAXIWAY Surface Extended Visual Acquisition (SEVA) l Principle 4Taxi Clearance 4CPDLC message å way to be followed by the aircraft å from gate to runway access (departure) å / from runway exit to gate (arrival) 4Short Term Clearances 4No change on currently used messages 4Conflict Detection 4Improve efficiency of current conflict detection means

27 AiRBUS /0127 The challenges of ADS-B and ASAS l 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! l HMI : merge of TCAS and ADS-B information, clutter of information, representation of many parameters (state, intent, etc) l Safety 4Definition of an architecture requires establishment of needs/performance/safety requirements leading to a safety analysis : new methodology to address air/air communication environment 4Exisiting aircraft system will need significant improvement and may require upgrade of criticality level e.g. å calculation of position becomes critical å station keeping requires control loops with autopilot/flight controls l Delegation of responsibility : institutional issues, human issues, cockpit operations

28 Conclusion

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

30 AiRBUS /0130 Accronyms l ACARS Aircraft Communication Addressing & Reporting System l ADLS Aeronautical Data Link System l ADS Automatic Dependent Surveillance l AFAS Aircraft in the Future Air traffic management System l AIM FANS Airbus Interoperable Modular FANS l AOC Airline Operational Communication l ASAS Airborne Separation Assurance System l ATC Air Traffic Control l ATM Air Traffic Management l ATN Air Traffic Network l CDTI Cockpit Display of Traffic Information l CNS Communication Navigation Surveillance l CPDLC Controller Pilot Data Link Communication l FANS Future Air Navigation System l FMS Flight Management System l GLS : GPS Landing System l MLS : Microwave Landing System l NUP North European ADS B network Update Program l SARPS Standard And Recommended Practices l VMC Visual Meteorologic Condition

31 AIRBUS INDUSTRIE 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.


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