Transcript Avancement projet FMS2 - ATN Conference

Airbus Industrie
DATA LINK INTEGRATION ON
AIRBUS: AIM - FANS
Airbus Interoperable Modular Future Air Navigation System
LONDON
September, 23rd 1999
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
Page 1
Airbus Industrie
Introduction
FANS (CNS/ATM) evolutions
Why FANS ?
What is FANS ?
CNS/ATM environments
Characteristics
Main steps
Contents
Airbus design
Objectives
AIM-FANS
AIM-FANS steps
AIM-FANS architecture
The ATSU (Air Traffic Services Unit)
Human Machine Interface
Experience gained
Pre FANS
EOLIA / ProATN
Conclusion
Glossary
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Introduction
 Today air transport drawbacks :
 delays at departure
 longer routes
 non optimized speed and flight level
 delays at arrival
 unhappy passenger
 airport congestion
 money loss for everybody
 Forecast traffic growth :
 5 to 7% per year (20% in some areas)
 traffic close to jamming
ICAO decision for CNS / ATM
(adoption of the FANS Group recommendations)
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Introduction
 FANS (Future Air Navigation System), or more accurately CNS/ATM
(Communication, Navigation, Surveillance / Air Traffic Management) covers the
main evolutions of the way the airspace will be used in the years to
come.
 Therefore, by definition, FANS (CNS/ATM) implementation is an
evolutionary process that :
 involves improvements to the airborne and ground systems to allow more efficient
aircraft operations,
 is centered on a better circulation of information between the airspace users
(airlines, ...) and the airspace managers (Air Traffic Service providers).
 Airbus Industrie is committed to support FANS (CNS/ATM)
developments. Thus, it is preparing its family of fly-by-wire aircraft to
take advantage of the evolutions of airspace management in a flexible
and evolutive manner.
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
FANS (CNS/ATM) evolutions
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
Page 5
Airbus Industrie
Why FANS ?
 The general objectives of FANS (CNS/ATM) are to :
 Increase airspace capacity
 Enhance operational flexibility
 while allowing continued safety of air traffic
 These objectives are achievable by :
 improving Air Traffic Control (ATC) procedures
 using :
 data communications
 satellite-based navigation
 Airlines with equipped aircraft will get operational
advantages
FANS (CNS/ATM) is to use airspace more efficiently
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
What is FANS ?
 Tools (Communication, Navigation, Surveillance - CNS) :
 Data communications for air-ground system integration
 Satellite navigation for worldwide navigation performance
 Upgraded ground ATC performance
 New methods to use the airspace :
 Air Traffic Management (ATM) based on
 improved exchange of information between aircraft and ground
 upgraded aircraft and ground system capabilities
 FANS : implementation of tools (CNS) & use of methods (ATM) to
lead to more efficient use of 4D (Lat., Long., Alt., time) airspace through :
 better ATC efficiency
 more flexible airline operations
FANS = CNS + ATM
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
FANS (CNS/ATM) overview
Communication
Satellites (Satcom)
C
Navigation
Satellites (GNSS)
N
N
C
S
C
S
VHF, HF, Mode S
S
N
Ground Communications Network
Airline
Operations
Passenger
Services
© Aerospatiale Matra-Airbus 1999
Air Traffic
Control
BTE/SY/AVC - September 23rd, 1999
DGNSS
Reference Stations
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Airbus Industrie
Communication and Surveillance
 FANS (CNS/ATM) changes the way the aircraft crew and the airspace
managers communicate.
 Communications are based on Datalink to support
 Controller-Pilot DataLink Communications (CPDLC)
 clearances
 requests, …
 Automatic Dependant Surveillance (ADS)
 addressed, initially
 broadcast (ADS-B), in the medium to long term
 Information Services
 Flight Information
 Terminal Information
 Weather, ...
DATA communications
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
CNS/ATM environments
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Environment - general
 FANS principles were endorsed (by ICAO member states) to
economically cope with continuing air traffic growth.
 Thus, evolution towards FANS is irreversible.
 Route by route and/or regional implementation.
 Target for FANS worldwide : 2015
 Numerous parties involved (states, ATS providers,
airworthiness authorities, communications service providers,
airlines, military, general aviation, airframers, avionics & ground
equipment manufacturers, ...).
 Transition to FANS requires, in particular in the aircraft systems :
 flexibility
 growth capability
 Airlines with equipped aircraft will get operational benefit.
Transition to FANS starting in some regions
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Main steps of evolution
 Several CNS/ATM environments are being defined
ICAO CNS/ATM-1 High
“Free Flight”
North America, Europe
(tbc)
Density airspace
FANS 1/A
Oceanic/Remote airspace
C & S : New Comm.
Network (ATN)-based
ATC datalink
C & S : ACARS-based
ATC datalink
N : Extended Satellite.
Nav.-based (GNSS)
N : GPS-based
ATM : Air Traffic Control
(current procedure
enhancements, initially;
starts transition to Free
Flight)
ATM : Air Traffic Control
(current procedure
enhancements)
C & S : Based on
Advanced Aircraft
Reporting Sys. (ADSBroadcast), and ATNbased ATC datalink
N : Extended Satellite.
Nav.-based (GNSS)
ATM : “free flight”
from now on
from 2005+
from 2008+
Before ICAO std.
ICAO std.
Beyond ICAO std.
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Airbus design
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Airbus Industrie FANS objectives
 Adapt the aircraft to the various CNS/ATM environments
 Cope with moving environment
 Flexibility, responsiveness to different and changing functional requirements by region
/ routes
 Minimize the burden for airlines to move to CNS/ATM
 scheduling of avionics standards to minimize retrofit
 compatibility with aircraft intermediate standards
 Minimization of effects on peripheral equipment
 Introduce user-friendly Human Machine Interface for ATC
datalink
 Optimized integration with existing functionality
 FANS (CNS/ATM) upgrades are designed to fit in the Airbus
family concept
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Priorities
 The implementation of AIM-FANS architecture to prepare for
the introduction of ATC datalink functions is applicable to all
Airbus fly-by-wire family
 Pre-FANS for A330/A340 & A319/A320/A321
 FANS (CNS/ATM) benefits are available initially in oceanic and
other remote airspaces
 FANS A for A330/A340 only
 Then, advanced CNS/ATM will be implemented in more regions
 FANS B for A330/A340 & A319/A320/A321
 developments will benefit from Airbus family concept
 architecture & systems similarities
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
from 2005+
2000
FANS A/1
C 

N

S 

Airborne functions
(interim)
ARINC 622 (analog radio)
CPDLC (preliminary)
GPS
RNP (initial)
TCAS
ADS (preliminary)
CNS/ATM-1 (the “basics”)
C

N
S 

ATN (digital radio)
CPDLC (ICAO)
GNSS
ADS (ICAO)
ACAS
Global RSP (RCP / RNP /
future, 2008+
being defined
“Free Flight”
concepts
Note: some functions required for “Free
flight may be implemented prior to full
concept availability.
ADS-B (STDMA, ...)
RMP) concept
ICAO
CNS / ATM
CDTI
still
tbd
(FANS B)
FANS A/1
FANS A
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
DGNSS
FANS B
FANS A
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Airbus Industrie
AIM-FANS architecture
Navigation Sensors
Communication Devices
AMU
ADIRS
FMS
ADF
ATSU
AOC/ATC*
including ACARS
function
Datalink
MMR
ILS/GPS
/DGPS/(MLS)
Navigation
GPS
Crew Interfaces
EFIS
ECAM
MCDU
© Aerospatiale Matra-Airbus 1999
DCDU*
(ATC displays)
Data communication
VOR
DME
Audio
VDR
Satcom
HFDR
ModeS
Printer
* introduced with FANS capability only
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Airbus Industrie
AIM-FANS steps
 AIM-FANS is designed to allow the Airbus aircraft to be operated
in the ultimate “FANS world” and during the transition towards it.
 It is based on modular and flexible avionics upgrades.
 Initial steps have been identified:
pre-FANS
FANS A
FANS B
from 1998
from 2000 (A330/A340 only)
from 2002
Navigation
FMS
GPS (optional)
Communication
&
Surveillance
ACARS networks
ACARS networks
ATN network
ATSU for AOC only
ATSU for ATC + AOC
ATSU for ATC + AOC
(ATC per RTCA definition.)
(ATC per ICAO definition)
© Aerospatiale Matra-Airbus 1999
FMS
GPS Based
FMS
GNSS Based
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Airbus Industrie
Data Communications
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Data Communications
 Future aircraft data communication functions will include :
 Airline data communication functions (ACARS function or AOC - Airline
Operational Communication), including FMS-ACARS interface (e.g. Flight Plan
uplink, progress reports, maintenance reports, … for airline use)
 ATC data communications functions, introducing extensive data
communication between aircraft (flight crew, systems) and Air Traffic Control
Managers
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
ATSU definition
 The ATSU (Air Traffic Services Unit)
 is introduced to support emerging ATC datalink functions
 is developed and manufactured by Aerospatiale
 hosts functions that were previously in ACARS MU/CMU :
 ACARS router (subcontracted to Rockwell-Collins)
 to select communication media
 to manage interface with aircraft ACARS user systems (FMS, CMS / CFDS, ACMS / AIDS)
Note : these interfaces are available even if AOC software is not installed
 specific airline applications (AOC software) which are BFE in the ATSU (choice
between Allied Signal and Rockwell-Collins)
 to perform specific airline functions, such as OOOI, delay, load sheet, fuel on board, gate
assignment, ... reports
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
The ATSU in summary
 The ATSU is a modular hosting platform that :
 centralizes all data communication-related functions
 ATC datalink (i.e. FANS, CNS/ATM)
 airline data communications (replaces ACARS Management Unit)
 concentrates all evolutions, to ease quick and dependable introduction safetyrelated ATC datalink capability during the transition towards the ultimate “FANS
world”
 manages the dedicated Human Machine Interface for datalink
 hosts software developed by several suppliers
 ATC software controlled and managed by Airbus Industrie
 customizable AOC software open to competition between ACARS vendors (Collins
&Allied Signal)
 is upgradable to communicate over ATN
(Aeronautical Telecommunication Network)
The ATSU is the datalink concentrator
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Airbus Industrie
ATSU modularity
 The ATSU is modular (hardware and software) to ease the
introduction of ATC datalink evolutions.
Software
DCDU
EIS
HMI
Comm.
Management
applications
Hardware
Router
Comm.
resources
Operating
System
VDR
Power
Supply
MCDU
Satcom
Printer
Processor
Cockpit Interfaces
ATC
modules
ARINC 622
AOC
ATN
FMS
CMC
(FANS A)
(FANS B)
HFDR
Input/
output
ModeS
FWC
Provisions
Clock
...
...
User systems
Air Traffic Services Unit - ATSU
Comm. Media
ATSU is modular for growth and flexibility
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Data Communication resources
 The following definition applies to FANS A & B :
FANS A
FANS B
Communication
network
ACARS networks
+ ATN networks
Communication
protocol
ARINC 622
+ ATN
Communication
media
VDR mode A and mode 2
Satcom
VDR mode 4 (tbc)
Satcom data 3
+ HF datalink
+ Mode S level 4 (tbc)
+ ...
Bit-oriented applications on
character-oriented network
Congestion of ACARS network
Limited management of priority
Supported today
Bit-oriented applications on bitoriented network
Less congested for ground
part
Management of priority
Available in a few years
Characteristics
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
Human Machine Interface
for ATC datalink
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
HMI - principles
 A new situation
 audio progressively complemented by written messages
 ATC ultimately replaced by ATM
 Deep changes
 Human to human relationship
 Human to machine relationship
 Constraints
 Maintain coherence with existing cockpit design
 take into account flight crew experience with existing aircraft types
 Methodology
 Systematic human factors evaluation
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
 Two dedicated LCD
screens with software
programmable keys (DCDU -
Human Machine Interface
2 ATC MSG pushbuttons
Datalink Control &
Display Unit) were selected by
a panel of pilots :
 Minimum perturbation of existing
procedures leading to simple reversion
to backup voice-based procedures
2 DCDU
 Full time accessibility, readability for
both crew
 limited head-down time
© Aerospatiale Matra-Airbus 1999
BTE/SY/AVC - September 23rd, 1999
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Airbus Industrie
DCDU front face
2215Z FROM KZAK CTL
OPEN
REDUCE SPD TO M.81 OR
LESS
© Aerospatiale Matra-Airbus 1999
*UNABLE
STDBY*
< OTHER
WILCO*
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The “alert” function - general
Airbus Industrie
 When a message is uplinked to the aircraft by the Air Traffic
Manager, the crew is alerted through :
 Visual attention getter
 flashing blue “ATC MSG” pushbuttons on the glareshield
Note : uplink message arrival is also visualized on the two DCDUs
 Audio attention getter
 dedicated sound (American telephone)
Note : for all but urgent messages, there is a time delay (after visual attention getter) before audio
alert is triggered
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Use of DCDU - Basic principles
 The DCDU is similar to a fax machine:
 Reception (Uplink)
 The flight crew receives a “clean” explicit message that can be read directly.
 Transmission (Downlink)
 The flight crew can use the standard reply (automatically proposed) on the DCDU (e.g.
WILCO, UNABLE, STANDBY)
 no interference with other work, e.g. on the MCDU
 If not appropriate, the flight crew shall
 prepare the message type and contents on one MCDU (similar to the preparation of a form to
be faxed)
 transfer the data to the DCDU (similar to the fax machine) where it is displayed as it will be
sent
 send the message, from either DCDU
 The DCDUs are constantly synchronized, to allow crew
coordination
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Downlink principles
 The principles that were selected for the downlink to ATC are the
following :
 elaboration of the request is done on the MCDU
 menu-driven
 the message is reviewed on the DCDU
 message displayed as it will be send
 review possible from both DCDUs
 a message can always be modified before its sending
 on MCDU
 “SEND” command is on the DCDU (fax comparison !)
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Experience Gained
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Experience Gained
 AIM FANS Implementation
 Pre FANS on A340 & A320
 Projects:
 Petal I
 EOLIA / Pro ATN
© Aerospatiale Matra-Airbus 1999
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Airbus IndustrieEOLIA/ProATN
Le Bourget ‘99 (1)
A highly successful demonstration, involving
Airsys ATM ATC ground station
Aerospatiale MATRA-Airbus A340 simulator
NLR Cessna Citation II research aircraft
EOLIA kernel services
ADS position reporting
14 CPDLC messages from the CIC set
(8 uplink/5downlink)
Basic DLIC/ACM functionality
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Pseudo
Pilot
Le Bourget Configuration
ATN aircraft
Simulated
aircraft
Aerospatiale
& NLR
ATN
router
Satcom
X25Network
Network
X25
Router
Airsys ATM
Ground
End System
Le Bourget
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
EOLIA/ProATN Le Bourget ‘99 (2)
ProATN infrastructure using SATCOM data-3 subnetwork
Daily demonstrations
Local simulations
Single aircraft demonstrations
A340 simulator with video link from cockpit
Cessna Citation aircraft with 2 observers (6 flights)
Multi aircraft demonstrations
A340 simulator and Cessna Citation II
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Le Bourget ‘99 feedback
Demonstrations showed ATN at work in a near-operational
environment on industrial airborne platform (ATSU)
Positive feedback from observers on LACK implementation
CPDLC roundtrip delay approx. 3 sec (High gain antenna), 10
sec (Low gain antenna)
Paved the way for full EOLIA/ProATN evaluations in 1999/2000
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Plans for the near future
Full EOLIA services
Full ACM implementation
Expanded CPDLC message set
FLIPCY
Additional ground sites (incl. Multi-site)
Cohabitation Satcom & VDL-2 (ProATN)
Evaluation trials with full services
Flight trials
Simulations
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Conclusion
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
Conclusion : Airbus AIM FANS
 FANS (CNS/ATM) is implemented to support air traffic growth
 Significant operational benefits may be available for equipped
aircraft
 Airbus offers AIM-FANS, a flexible approach to CNS/ATM
implementation
 to cover gradual, benefits-driven implementation of ATM environment worldwide
 to allow airlines to transition at their preferred pace towards “FANS” world
 start with existing airline datalink capability
 designed to support upgrades for ATC datalink
 AIM-FANS design has been validated

with airlines
 It is based on common hardware (ATSU, DCDU, FMS) for all Airbus fly-bywire fleets (A319/A320/A321, A330/A340), as well as some common software.
 It has growth potential to support evolving standards
 with projects
© Aerospatiale Matra-Airbus 1999
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Airbus Industrie
ACARS
ACARS MU
ACAS
ADF
ADIRS
ADS
ADS-B
AFN
AIM-FANS
AMU
AOC
ARINC
ATC
ATM
ATN
ATS
ATSU
CDTI
CFDIU
CMA
CMC
CNS
CNS/ATM
CPDLC
DCDU
DGNSS
DMC
DME
ECAM
EFIS
EIS
FAA
FANS
FCU
Aircraft Comm, Addressing and Reporting System
ACARS Management Unit
Airborne Collision Avoidance System
Automatic Direction Finder
Air Data Inertial Reference System
Automatic Dependent Surveillance
ADS-Broadcast
ATC Facilities Notification
Airbus Interoperable Modular FANS
Audio Management Unit
Airline Operational Communication
Aeronautical Radio Inc.
Air Traffic Control
Air Traffic Management
Aeronautical Telecommunication Network
Air Traffic Services
Air Traffic Services Unit
Cockpit Display of Traffic Information
Centralized Fault Display Interface Unit
Context Management Application
Central Maintenance Computer
Communication, Navigation and Surveillance
CNS / Air Traffic Management
Controller-Pilot DataLink Communication
Data Communication Display Unit
Differential GNSS
Display Management Computer (see EFIS/ECAM)
Distance Measuring Equipment
Electronic Centralized Aircraft Monitoring
Electronic Flight Instrument System
Electronic Instrument System
Federal Aviation Administration
Future Air Navigation System - see CNS/ATM
Flight Control Unit
© Aerospatiale Matra-Airbus 1999
Glossary
FIS
FMS
FWC
GNSS
GPS
HF(HFDR)
HFDL
HMI
ICAO
ILS
ISPACG
LADGPS
LCD
MCDU
MLS
MMR
OSI
RCP
RMP
RNav
RNP
RSP
RTA
RVSM
Satcom
SDAC
SDU
STDMA
TCAS
TIS
VHF (VDR)
VOR
WAAS
Flight Information Services
Flight Management System
Flight Warning Computer
Global Navigation Satellite System
Global Positioning System
High Frequency (Data Radio)
High Frequency DataLink
Human Machine Interface
International Civil Aviation Organization
Instrument Landing System
Informal South Pacific Atc Coordination Group
Local Area Differential GPS
Liquid Crystal Display
Multipurpose Control and Display Unit
Microwave Landing System
Multi-Mode Receiver
Open System Interconnection
Required Communication Performance
Radio Management Panel/Required Monitoring Perfo.
aRea Navigation
Required Navigation Performance
Required Systems Performance
Required Time of Arrival
Reduced Vertical Separation Minima
Satellite Communication
System Data Acquisition Concentrator
Satellite Data Unit
Self organizing Time Division Multiple Access (VHF)
Traffic Collision Avoidance System
Traffic Information Service
Very High Frequency (VHF Data Radio)
VHF Omnidirectional Range
Wide Area Augmentation System
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