Presentation on theme: "24 Sept '02Page 1 FANS-1/A Accommodation in an ATN Environment."— Presentation transcript:
24 Sept '02Page 1 FANS-1/A Accommodation in an ATN Environment
24 Sept '02Page 2 Topics The Problem Progress to date Can It Work? What needs to be done next?
24 Sept '02Page 3 The Problem
24 Sept '02 Legend: CPDLC/ADS CPDLC Only CADS Planned or Trials ZNY Operational but not used ATS Datalink TodayATN ATN
24 Sept '02Page 5 Our Problem Goal: Harmonized procedures & systems - benefits air and ground Oceanic Air & Ground Systems, Procedures, Investments, Training Continental Air & Ground Systems, Procedures, Investments, Training Integrated FANS-1/A Non-integrated ATN
24 Sept '02Page 6 Oceanic Operations Domestic Operations Oceanic & Domestic Operations ATN FANS-1/A If you're implementing datalink, this is your problem Many believe the current ATN solution supports oceanic ops (it doesn't). This is delaying air and ground datalink deployments and benefits. A lot of people think you can do the far-right column (you can't).
24 Sept '02Page 7 Why Is It an ATS Provider Problem? If you are FANS ground system in remote airspace, you don't really have a problem –You also have no reason to implement ATN If you use only ATN: <1% of movements for 5+ years will be datalink equipped –5 years is a very optimistic date –This means there is virtually no ground business case –This means there is a serious controller training problem Or 'dual stack' and use FANS to leverage all parts
24 Sept '02Page 8 Is There Any Progress?
24 Sept '02Page 9 Ad Hoc Task Force Set-Up (IRRF) Airframe suppliers (Airbus, Boeing, DOD suppliers) Aircraft Operators –Air Canada, DOD, IATA, and Qantas (in attendance) –Active remote support, with written statements, from several others (UAL, CAL, DLH, etc.) ATS Authorities (LINK2000+, STNA France, Maastricht) Systems providers (ATNSI, Honeywell, Smiths, Thales) Datalink Service Providers (ARINC, SITA) FAA Regulation and Certification EUROCAE and RTCA
24 Sept '02Page 10 IRRF Work Plan Establish the context and assumptions (see next) Establish how to achieve use of FANS-1/A in domestic airspace (e.g. LINK2000+, Build 1A) –Catalogue issues preventing the above –Catalogue solutions (e.g. VDL2/AOA, FANS-1/A work-around, procedural change, FANS-1/A+, long-term upgrade) Lay issues across feasible implementation packages –Aircraft changes –Potential ground-based architectures Add potential aircraft numbers for the ground business case
24 Sept '02Page 11 Key IRRF Working Guidelines Safety assessment was known to be critical –We expect any results to be subjected to the same safety material as ATN Iif anything, it is more mature than ATN Operational acceptance is known to be critical –An essential premise of the designs –You need to verify this for your facility Options are provided; facilities need to select (or reject) We would be happy to work this with any ATS Provider True top-down approach –we took set requirements, and established how they could be met (or not). Controller transparency was an absolute pre- requisite
24 Sept '02Page 12 Issues Summary 42 issues from all known sources –NATCA, Maastricht, RTCA / EUROCAE, attendees –Anyone who cared to offer issues 25 issues removed because –Did not apply to European use (e.g. US transfer function) –No operational impact could be identified –They were shown to be parts of other problems No issues prevent use of non-profile messages –16 issues have resolutions which allow removal of voice readback for e.g. ACM, squawk, AMC) 1 issue preventing voice readback removal for all messages –avionics software change with no ATS application version management
24 Sept '02Page 13 Results 1: Short-Term FANS-1/A Upgrades (FANS-1/A+) –One essential functional change that would allow accommodation of FANS-1/A aircraft without voice readback for all Link2000+ operations Late message resolution and alerting –Other non-essential functional changes that could be included, to improve accommodation of FANS-1/A aircraft by resolving some additional issues –Allows FANS-1/A aircraft accommodation with transparency to the controllers –No changes required to existing FANS-1/A ground systems. –Acceptable impact on airborne systems
24 Sept '02Page 14 Results 2: Potential Long-Term FANS-1/A Upgrades Catalogue of essential & non-essential functional changes that would allow accommodation of FANS-1/A aircraft without voice readback and other mitigation means imposed by short-term package. Allows FANS-1/A aircraft accommodation with transparency to the controllers Version number change required, major impact on airborne systems No changes required to existing FANS-1/A ground systems electing to remain FANS-1/A. Change required if FANS-1/A ground systems elect to use the new functions
24 Sept '02Page 15 Results Summary ATC high density area ATN aircraft ATC low density area (oceanic, remote) FANS-1/A aircraft Compatibility with current FANS1/A ATC required FANS-1/A+ - avionics mod - no version change a/c today, worldwide 20 aircraft, worldwide This is the ground business case It also forces convergence Requirements in change Accomodation gateway FANS-1/A aircraft
24 Sept '02Page 16 Benefits Summary Accommodating FANS-1/A aircraft could, operationally –Provide 5 – 30% additional datalink-equipped movements –Remove a benefits ceiling of 70 – 95% –Provide experienced aircrew for xx% (30%+) of datalink movements Accommodating FANS-1/A aircraft could, management- wise –Increase the rate of benefits achieved –Increase the quantity of benefits though % of movements –Reduce controller training costs through increased familiarity –Increase quantity of benefits through increased usage –Reduce recurring controller training costs We are willing to look at specific centers
24 Sept '02Page 17 Does It Work?
24 Sept '02Page 18 It Works This is running todayUnvalidated alternative
24 Sept '02Page 19 Why Does It Work? Domestic and Oceanic Message Use NOTE: Pacific usage accumulated over an 18 month period Transfer of Voice Comms Flight Level Clearance Route Clearance Heading Clearance SSR Clearance ATC Mic Check Speed Clearance Vertical Rate Clearance ‘Time’ Clearance
24 Sept '02Page 20 Aircraft migrates? But Not All So We Solved Part of It … Initial ATNFANS1A+/PerfFANS1A/Perf VDL M2 ACARS M/S FANS1A/POA ACARS ATS facility ATN R ATN End System ATN FDPS HMI ATN FANS GATEWAY ATN Internet Certification Crew factors Ground factors ATN 2 ? FANS 2 ?
24 Sept '02Page 21 What Needs To Be Done Next?
24 Sept '02Page 22 Cover IRRF Caveats Business case, for all steps –Willing to establish specific aircraft numbers for European ATSPs When enough participants, standardize Reassess issues upon publication of SC189/WG53 domestic Safety and Performance Requirements –New issues? Resolutions still valid? etc. For LINK, final review by –Operational Focus Group –Safety Focus Group –Individual ATSPs Analyze the other ATN Baseline 1 airspace (USA domestic) IRRF could consider supporting all the above, if requested
24 Sept '02Page 23 But Beyond the Detail … ATC high density area ATN aircraft ATC low density area (oceanic, remote) FANS-1/A aircraft Compatibility with current FANS1/A ATC required FANS-1/A+ - avionics mod - no version change a/c today, worldwide 20 aircraft, worldwide Requirements in change Accomodation gateway FANS-1/A aircraft This is no light step We need one here
24 Sept '02Page 24 So, How About We … Recognize that there is a convergence problem –And it is as much a problem for ATN as for FANS Recognize that you can use FANS in ATN airspace –And that this is a good thing, not a tragedy Recognize that a significant step is being taken (FANS-1/A+) –Support it, so others can follow