1. ASAS-TN 3rd Workshop - Airbus ASAS Vision ASAS-TN 3 rd Workshop AIRBUS and Airborne Surveillance ASAS-TN 3 rd Workshop - Airbus and Airborne Surveillance Presented by : Patrick LELIEVRE ATM Research Coordinator AIRBUS FRANCE - EYAK Cockpit Avionics - Operations

2. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 2 Content ASAS in Global ATM Concept ASAS in Global ATM Concept ADS-B Applications ADS-B Applications ASAS - Start Simple, start with benefits ASAS - Start Simple, start with benefits Operational aspects Operational aspects Standardisation Standardisation Implementation Issues Implementation Issues Lessons Learnt from research Lessons Learnt from research Recommendations Recommendations Conclusion Conclusion

3. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 3 ASAS in Global ATM Concept ASAS ADS-B ASAS GSA

4. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 4 ADS-B applications ADS-B ADS-B  Broadcast transmission of aircraft parameters: position, velocity, Ident...  An enabler for ASAS Applications Airbus Interest for ASAS operations : Serve customers Airbus Interest for ASAS operations : Serve customers  ASAS = potential contribution for enhancement of future air operations: –Increase in traffic capacity –Efficiency for airlines (time, fuel, regularity, flexibility, safety)  As an airframer, Airbus aims at being prepared to –Implement functions necessary for the agreed safe and efficient applications –Propose an architecture linked as much as possible to the current systems –Propose an architecture capable of evolution for implementation step by step Package 1 is the Reference for the first ASAS implementation Package 1 is the Reference for the first ASAS implementation  Ground applications and Airborne applications  Common Definition agreed with Eurocontrol and FAA  Subset of package 1 is more realistic for first step implementation.

5. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 5 ASAS - Start Simple, start with benefits Airbus has launched a Mode S Transponder enhancement programme to enable operators to comply with Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) rules applicable to the airspaces of a number of States in Europe. Airbus has launched a Mode S Transponder enhancement programme to enable operators to comply with Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) rules applicable to the airspaces of a number of States in Europe. This upgrade was an opportunity for initial 1090 Extended Squitter (ES) function to be implemented and to install the appropriate aircraft wiring to provide the parameters to the transponder. This upgrade was an opportunity for initial 1090 Extended Squitter (ES) function to be implemented and to install the appropriate aircraft wiring to provide the parameters to the transponder.  Combines in a single step 3 functions  Reduces retrofit cost  Creates a momentum for equipping a large portion of the fleet with sustainable, internationally agreed, ADS-B out capability  Creates the necessary baseline for future ADS-B applications These modifications are now certified for all vendor configurations and Service Bulletins are available for retrofit. These modifications are now certified for all vendor configurations and Service Bulletins are available for retrofit.

6. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 6 ASAS - Start Simple, start with benefits Significant safety, efficiency and operational benefits have been identified for ADS-B Out Significant safety, efficiency and operational benefits have been identified for ADS-B Out The Airbus transponder installation is compliant with The Airbus transponder installation is compliant with  ICAO SARPS Annex 10 amendment 77,  RTCA DO181B or C,  EUROCAE ED73A, and  ARINC/AEEC 718A.  RTCA DO260 (partially and depends on transponder makes). No reference document (TSO/JTSO, States AIC, JAA TGL…) requires the implementation of 1090 ADS-B Extended Squitter or compliance with DO-260 No reference document (TSO/JTSO, States AIC, JAA TGL…) requires the implementation of 1090 ADS-B Extended Squitter or compliance with DO-260  Airbus has certified the 1090 ADS-B Extended Squitter function based on non interference with other aircraft functions, as is usual for surveillance updates

7. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 7 ASAS - Start Simple, start with benefits Select what is beneficial for ATS providers and Airlines Select what is beneficial for ATS providers and Airlines  Non-radar area  Safety and operational benefits with ATSAW –ADS-B out for ground radar like surveillance –ATSAW onboard –Safer, more profitable airline operations  Radar area  Optimise gate arrival time –Approach management –Sequencing and merging with new ASAS procedures –Ground taxi management also crucial Work together with Industry, Airlines, ANSP, Certification authorities Work together with Industry, Airlines, ANSP, Certification authorities Efficiency: Begin by fitting aircraft for ADS-B Out Efficiency: Begin by fitting aircraft for ADS-B Out –Navigation source + Datalink

8. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 8 ASAS - Operational aspects First define an operational concept & real needs for applications First define an operational concept & real needs for applications Transferring responsibility is controversial (not in Package 1) Transferring responsibility is controversial (not in Package 1) New task for the crew  Better situation awareness but workload New task for the crew  Better situation awareness but workload Automation to limit workload increase on the ground and onboard, specially in the TMA Automation to limit workload increase on the ground and onboard, specially in the TMA Safety & Operational benefits not clearly justified today for investment  Needs more work Safety & Operational benefits not clearly justified today for investment  Needs more work To be efficient, needs a significant proportion of A/C equipped To be efficient, needs a significant proportion of A/C equipped  How to mix “ASAS aircraft” / “non ASAS aircraft”?  What to do with non equipped A/C? (GA, Military, analogue A/C,…) Select beneficial applications: Users need benefits - Industry needs global applicability Select beneficial applications: Users need benefits - Industry needs global applicability

9. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 9 ASAS - Standardisation Urgent need for harmonised definition and requirements Urgent need for harmonised definition and requirements  Airbus requires an overall definition –Package 1 envelop needed to satisfy different Regional needs –Guaranteeing worldwide interoperability Clear need still lacking from stakeholders (Airlines / ANSP) Clear need still lacking from stakeholders (Airlines / ANSP)  Except Australia & Alaska : Radar Like (ADS-B Out) & ATSAW (CDTI) RFG : harmonised OSED RFG : harmonised OSED  Today scarce ANSP / Airlines resources to work on Operational Definitions / Requirements –Caution : only DLH & EEC Bretigny, representing Airlines / ATC community  Eurocontrol, FAA, and European ANSP shall have a crucial role  Role of EUROCAE - Long work for standards without funding... Risk : OSED / SPR / INTEROP remains a long process Risk : OSED / SPR / INTEROP remains a long process  RTCA MASPS / MOPS as a basis to join the top down process

10. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 10 ASAS - Implementation issues ASAS not yet standardised ASAS not yet standardised Airlines: OK for go ahead if benefits Airlines: OK for go ahead if benefits Industry: OK for go ahead if customers request  Is there a market? Industry: OK for go ahead if customers request  Is there a market?Recommendation Implementation should occur where benefits are achieved and those receiving benefits are willing to invest.  Difficult to get stakeholders involvement  Long process for operational procedures implementation  Take care about systems development & certification process  Large scale trials needed for maturation and standardisation (should support demonstration of benefits)  ADS-B out Mandate is a solution to facilitate implementation.

11. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 11 ASAS - Some Lessons learnt from Research ASAS spacing applications entail additional airborne tasks regarding Communications, Navigation and Surveillance ASAS spacing applications entail additional airborne tasks regarding Communications, Navigation and Surveillance The crew cannot comply with those additional tasks without efficient airborne functions The crew cannot comply with those additional tasks without efficient airborne functions  Shall enable the crew to use the adequate level of automation  Need efficient ATC / aircraft communications  Ground functions shall evolve accordingly Automation will be needed in final for spacing, then for separation applications Automation will be needed in final for spacing, then for separation applications A number of major human factors issues remain to be solved to enable safe operation on a routine basis A number of major human factors issues remain to be solved to enable safe operation on a routine basis  ASAS operations won't be so "easy" to implement

12. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 12 ASAS - Some Recommendations Support efforts to field new technologies and services based on ADS-B using 1090 ES Support efforts to field new technologies and services based on ADS-B using 1090 ES  Such efforts have already provided valuable contribution Ensure feedback towards the current standardization process Ensure feedback towards the current standardization process Take into account standards to ensure interoperability of early implementations with other regions of the world Take into account standards to ensure interoperability of early implementations with other regions of the world  Eases the work of aircraft operators, ANSP and manufacturers It is of prime importance for safety that the same link or in the future the same sustainable dual link system (if required) be used in all parts of the world. It is of prime importance for safety that the same link or in the future the same sustainable dual link system (if required) be used in all parts of the world. The most effective way to produce effective new standards is to progress work at the regional level first in close cooperation with Standardisation Bodies The most effective way to produce effective new standards is to progress work at the regional level first in close cooperation with Standardisation Bodies  Already applied to data link. Should be effective for ASAS

13. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 13 ASAS - Some Recommendations Applications and functions need maturation, and strong validation, both operational and economical Applications and functions need maturation, and strong validation, both operational and economical  Through Research Programmes (NUP, C-ATM…)  Through Standardisation Bodies (ICAO, RFG, Eurocae, RTCA…)  OSED for each application, then SPR & INTEROP, then MOPS ’s... Interoperability is needed for systems efficiency, and has to be guaranteed to Airlines Interoperability is needed for systems efficiency, and has to be guaranteed to Airlines  Operational Concept and Applications must be worldwide  Need for Harmonised Decisions (US, EU, Australia…) 1090 ES FIRST, then continue research on potential additional link Step by Step implementation Step by Step implementation  Ground use of ADS-B out FIRST.  Airborne ADS-B - begin by simplest - Situation Awareness on CDTI

14. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 14 Conclusion ASAS is a tool integrated into Single European Sky global concept ASAS is a tool integrated into Single European Sky global concept Start with pre-requisite Start with pre-requisite  Define an Operational concept and Real Needs  Mandate ADS-B Out Take into account industry capacity Take into account industry capacity Ensure harmonisation of applications, and define the needs Ensure harmonisation of applications, and define the needs Start with simple applications with minimum system impact Start with simple applications with minimum system impact  No problem for Enhanced Airborne Situational Awareness,  Impact of simple spacing should be readily managed  Automated ASAS applications required for more complex functions Full ASAS Package 1 before 10 years could be a DREAM Full ASAS Package 1 before 10 years could be a DREAM  Airline financial situation, maturation time, Standardisation process, certification, deployment (retrofit), etc Carry on R&D to get confidence!  validate with large scale trials Carry on R&D to get confidence!  validate with large scale trials

15. © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2004ASAS-TN 3rd Workshop - Airbus ASAS VisionPage 15 The content of this document is the property of AIRBUS FRANCE. It is supplied in confidence and commercial security on its contents must be maintained. It must not be used for any purpose other than that for which it is supplied nor may information contained in it be disclosed to unauthorised persons. It must not be reproduced in whole or in part without permission in writing from AIRBUS FRANCE. 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.