Transcript Airbus Industrie FANS brochure - ATN Conference

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
Contents

Introduction
What have we done so far?
Challenges and enablers for next decade ATM

Airbus research activities
AFAS
NUP

Conclusion
The roadmap
Short term action
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Introduction
What have we done so far?
The solutions that exists today

The architecture : aircraft systems capability for easy evolution
towards CNS/ATM
PreFANS 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).
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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
DCDU*
(ATC displays)
Data communication
VOR
DME
Audio
VDR
Satcom
HFDR
ModeS
Printer
MCDU
* introduced with FANS capability only
** new FMS introduced with FANS A
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The solutions that exists today


The architecture : aircraft systems capability for easy evolution
towards CNS/ATM
PreFANS 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
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Main Aircraft Interfaces
2119Z FROM KZAK CTL
ATC MENU
OPEN
AT ALCOA
CLB TO & MAINT FL310
< LAT REQUEST
< WHEN CAN WE
VERT REQ >
OTHER REQ >
REPORTS >
< MSG RECORD
*UNABLE
<OTHER
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TEXT >
CONNECTION
STBY*
< NOTIFICATION
STATUS >
ATSU DLK
WILCO*
< RETURN
7
EMERGENCY >
The solutions that exists today



The architecture : aircraft systems capability for easy evolution
towards CNS/ATM
PreFANS 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
The systems :
Navigation : RVSM, BRNav basic on all aircraft types
Communication : 8.33kHz certified, VDL2/AOA to be certified early
2002 on A320 family and late 2002 on A330/A340
Surveillance : ACAS, Basic Surveillance to be certified end 2002
FANS A installed on all new A330/340 aircraft
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FANS worldwide implementation
Europe (FANS B):
Eurocontrol Program Link2000+
Implementation : 2003 to 2007
L888
Oceanic/desertic area:
FANS A routes and services
operational
LAX
UM501
US (FANS B):
FAA Pgm CPDLC Build 1, 1A, 2
Implementation : 2003 to 2010
PPT
JNB
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SYD
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The challenges of today's ATM

Punctuality and schedule integrity

Maximum use of existing capacity in all weather operations

Cost of unstable operations

Institutional and behaviour changes

Maintaining or increasing current safety level
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Key enablers for the future ATM

Repetive routine control/planning tasks performed with limited
automation
solution : CPDLC + air/ground communication + better ground
systems automation

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"
solution : air/ground system integration + ground/ground coordination
+ 4D trajectory control

Saturation of dense airspace, mediocre visibility, reduced landing rates,
stabilisation of arrival based on improved landing systems
solution : some delegation to pilots (enhanced visual acquisition,
cluster control, station keeping), better runway/taxiway situation
awareness, procedure/behaviour/instituational changes
solution : GLS, MLS
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One integrated Gate to Gate approach
First come, First serve
On time , First serve
CNS/ATM
Trajectory Prelimnary
coordination (PTC)
Trajectory dissemination (FLIPCY 4D) / ETA/RTA
Trajectory Replanning (4DTR)
negociation
Surface Enhanced Visual
Acquisition (SEVA )
Extended
Cluster Control (CC) Station keeping (SK)
Visual Acquisition (EVA)
GLS, MLS,.....
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Managing the 4D trajectory onboard
Traffic Domain
Strategic Domain
Tactical Domain
Collision avoidance Domain
CREW
(Controls)
Flight
Management
Guidance
Flight Control
Data Link
(ATC)
CFMU, FDPS,
ARR/DEP Manager
~1/2
sec
Flight
definition
~10
sec
Piloting
(around CG)
Guiding
(CG vs Trajectory)
Navigating
(4D)
~1mn
4D ATM
LOOP
RTA/[ Contract with Alert/Caution/Warning]
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>10mn
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The air/ground view
Traffic Domain
Communication
Strategic Domain
Tactical Domain
MTCD
VDL M4, Mode S(2), UAT
VDL, (HFDL, SATCOM)
Voice
Collision avoidance Domain
Radar
Ground Monitoring
STCA
Mode A,C,S
Data point
Data broadcast
to point
Collision Avoidance
Situational
Awareness
CREW
(Monitoring)
CREW
(Controls)
Flight
Management
CFMU, FDPS,
ARR/DEP Manager
4D ATM
LOOP
Guidance
Flight Control
Data Link
(ATC)
~1/2
sec
Flight
definition
~10
sec
~1mn
RTA/[ Contract with Alert/Caution/Warning]
>10mn
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Piloting
(around CG)
Guiding
(CG vs Trajectory)
Navigating
(4D)
AFAS concept
Trajectory control
Procedural
Guess the current &
future a/c positions


Radar
Trajectory


Today
Know the current &
guess the future a/c position
Know the
current & future
positions
A/C to fly predetermined trajectory with intervention only on exception
(weather, conflict, …)
Promote best use of Aircraft navigation and data communication systems
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From vectoring to trajectory control :
control over Arrival slot
Time constraint
1
2
Frankfurt
TMA boundary
Flight Plan
4D FMS trajectory
Time constraint
CDG
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Pre-Flight Trajectory Coordination
•Uplink of constraints
•Downlink of 4D traj
•Downlink of est time off
•Departure Clearance
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
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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
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FLIPCY 4D
•Downlink of 4D traj
•Consistency check and
updating of trajectory
database
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.
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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
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4D Trajectory Replanning
•Uplink of constraints
•Downlink of 4D traj
•Uplink of new clearance
•Updating of trajectory
database
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
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Inflight replanning
for
ATS and pilots
to change
speed, heading,
altitude, attributes
or waypoints
along a flight.
NUP concept
Considered Services

Four Services
Extended Visual Acquisition
Cluster Control
Station Keeping
Surface Extended
Visual Acquisition
CC
SK
SK
EVA
SEVA
SEVA
TAXIING
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OFF
CLIMB
CRUISE
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DESCENT
APPROACH
TAXIING
The 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)
Safety
Definition of an architecture requires establishment of
needs/performance/safety requirements leading to a safety
analysis : new methodology to address air/air communication
environment
Exisiting aircraft system will need significant improvement and
may require upgrade of criticality level e.g.
calculation of position becomes critical
station keeping requires control loops with autopilot/flight
controls
Delegation of responsibility : institutional issues, human issues,
cockpit operations
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Conclusion
Road map
FANS A
ongoing discussions with airlines
2001
FANS B step 1
Communication CNS/ATM
Baseline 1
FANS B step 2
NAV 4D with RTA constraint
RESEARCH
Situation awareness (CDTI)
FANS B step 3
AFAS
ASAS concept with delegation (cluster control, etc)
2003
2000
2015?
NUP 2
NUP
2001
2005
GROUND DEPLOYMENT
US :
FAA B1A
Europe :
Link 2000+
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FAA ADLS II
FAA ADLS II-3
4D trajectory / ADS Program
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ASAS
Airspace
delegation
Accronyms

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



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ACARS Aircraft Communication
Addressing & Reporting System
ADLS Aeronautical Data Link
System
ADS Automatic Dependent
Surveillance
AFAS Aircraft in the Future Air
traffic management System
AIM FANS Airbus Interoperable
Modular FANS
AOC Airline Operational
Communication
ASAS Airborne Separation
Assurance System
ATC Air Traffic Control
ATM Air Traffic Management
ATN Air Traffic Network
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CDTI Cockpit Display of Traffic
Information
CNS Communication Navigation
Surveillance
CPDLC Controller Pilot Data Link
Communication
FANS Future Air Navigation
System
FMS Flight Management System
GLS : GPS Landing System
MLS : Microwave Landing System
NUP North European ADS B
network Update Program
SARPS Standard And
Recommended Practices
VMC Visual Meteorologic Condition
AIRBUS INDUSTRIE
31707 Blagnac Cedex
France
Telephone +33 (0)5 61 93 33 33

Airbus 2001
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