Airbus vision of future ASASAirbus vision of future ASAS

Christophe MAILY – Airbus Christophe MAILY – Airbus

ASAS in a future ATM systemASAS in a future ATM systemRome, April 2006

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ATM challenges

• Main challenges for ATM significantly increase capacity (2-3 times)

– Airbus market forecast & others– Enroute, Airports - use of 2nd, 3rd etc level airports, runways

increase the absolute level of safety social acceptance – environmentimprove predictabilityimprove robustness of user scheduleensure global interoperability

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Performance based ATM

• Full exploitation of aircraft capabilities• CNS improvements are key enablers

There is a continuous evolution in aircraft performance– Precision navigation. i.e. the ability of the aircraft to operate more

independently of the ground infrastructure and to navigate planned 3D/4D profiles with increasing precision.

– Collaborative operation. i.e. the ability of the aircraft to increasingly communicate with the ATM system and to be increasingly aware of the surrounding operational environment.

– Safe Operation: i.e. the ability of the aircraft to operate more independently of a local infrastructure and to rely on avionics systems that improve or complement the safety of the operations

• This does not imply autonomous operationUsing a dense , but defined route (‘tunnel’) network = capacity and

efficiencyExecution of planned schedule = predictability and robustnessLess dependence on ground infrastructure

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Major trends of avionics CNS evolutions

CNS Enablers

Navigation

Precise Required Nav Perf

Communication

=> Numerical=> Required Com Perf

Surveillance

ADS-B Traffic, Terrain, Weather, etc.

•Aircraft will fly more precise 3D routes within a denser network

•Aircraft operate more independently of ground infrastructure.

•Ground will be able to better predict trajectories (time => 4D)

•Controller/Pilot exchanges will be

• unambiguous,• standardized,• possibly complex and digital

•Aircraft trajectory predictions can be shared between air and ground

•More frequent usage of instructions relative to other traffic

•Flight crew will have enhanced situational awareness

•Some tasks will be transferred to flight crew

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Airbus views on ASAS role in future ATM

• Main enablers of capacity improvement : Increased navigation performance

– Sequencing, synchronisation, transitioning between routesCollaborative and safe operation

• Conditions :Airspace optimised to use new navigation capabilitiesCollaborative processes (airline, ATC, aircraft) to ensure

predictabilityAdequate tools to assist controller monitoringDelegation of tasks/responsibilities to the flight crew

• ASAS is also a key enabler for specific situations (e.g. sequencing&merging in approach) to relieve controllers from their tactical tasks

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ADS-B Airbus roadmap

1. ADS-B OutA/C information broadcasted for ground use in a first step

ADS-B

ADS-B Receiver

Air Traffic Control

ADS-B

ADS-B

2. ATSAWDisplay of other aircraft ADS-B Info in the cockpit

AAL1255 +30

3. SPACINGA/C instructed to maintainSpacing with target aircraft

AFR6512A320 M323 +11

4. SEPARATIONA/C instructed to maintainSeparation with other aircraft

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ADS-B Roadmap – Industrial aspects

Mode S 1090?Mode S 1090?

TCAS with ADS-B-inTCAS with ADS-B-in

DisplaysDisplays

FMSFMSFMSFMS

APAPAPAP

3rd step

SpacingSpacing

Dev Cycle > 3 years

after launch

2nd step

ATSAWATSAW

Dev Cycle2 years

after launch

TCAS with ADS-B-inTCAS with ADS-B-inTCAS with ADS-B-inTCAS with ADS-B-in

Mode S 1090Mode S 1090 DisplaysDisplaysDisplaysDisplays

1st step

ADS-B OutADS-B OutToday Mode S 1090Mode S 1090Mode S 1090Mode S 1090

4th step

SeparationSeparation??? ????????????

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1st step: ADS-B OUT

• Airservices Australia, Eurocontrol, CASA, Honeywell, ACSS, Collins, and Airbus

Support initial ADS-B out certification and operations based on existing equipage (DO-260) as long as they satisfy the safety, performance and interoperability requirements

– No retrofit– Solution available in a short term period– Reduced cost for airlines, XPDR suppliers and Airbus.

• Target date for certification on Airbus aircraft: end 2006Hypothesis: existing equipment accepted for NRA application

(i.e. EASA/RFG)Airbus certification schedule based on Australian needs

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Need for certification of ADS-B OUT capability

• NRA in AustraliaImplementation of 5Nm separation en-route using ADS-B

OUT 1090 MHz (NRA Application) from end 2006Jet Star A320 already separated with ADS-B OUT (based on

their current equipage)Mandate planned

• Ground applications (NRA, RAD) foreseen in other placesMediterranean regionAsia/pacific e.g. Nouvelle Calédonie, New Zealand, etcIndian Ocean e.g. La RéunionGulf of Mexico

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2nd Step: ATSAW

• ATSAW is achievable in the short term Less demanding (cert level, ADS-B performance data) Existing ADS-B Out seems sufficient

• Promising benefits Oceanic : Fuel burn reductions Visual approaches (e.g Frankfurt, USA) : Capacity

increase Surface : Enhanced safety In all environments => Enhanced safety

• ATSAW will help gaining experience (flight crew, technical) on ASAS

• Target date for certification on Airbus aircraft: end 2008

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3rd step: Spacing Sequencing & Merging

• S&M has promising benefits

• Airspace redefinition needed before S&M toAnticipate merging and sequencingTake advantage of aircraft navigation capabilitiesProvide early benefits even before S&M is implemented

• Automatic guidance is a must for routine operationsDesign feasibility to be assessedCertification level to be determined

• Standardization material to be completed

• Regulatory aspects to be defined (responsibilities, time based separation)

• Aeronautical community to gain from UPS experience (Merging&Spacing)

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4th step: Separation & Self Separation

• ASAS Separation is in the Airbus roadmap At first where FMS Predictions are not required (e.g. Sequencing, not Merging) CDTI Approach Visual Separation (transient traffic visually lost) SEP – Sequencing , SEP – ITP, etc.

• But Self separation requires much more R&T for a decision to be made Concept issues

– Concept leads to unpredictability => Future ATM needs predictability– Transition between FFAS and MAS may generate more problems than it solves– Recovery procedures unclear

Technical issues– Today, FMS Predictions for strategic use only– Integrity of own predictions to be determined– Integrity of other predictions– Interval of prediction update not deterministic (average is 15 sec)– Level of certification => Radical change in architectures

Major modifications not justified by low density airspace operations

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How to support the changes

• CASCADE pragmatic approach is an exampleWork-programme priorities driven by concrete

implementation plansStandardization : Worldwide interoperability is a mustValidation / Implementation : Federate European efforts

• SESAR shall provideCommitment for medium term changes

– Institutional & Process – Necessary enablers

Funding mechanisms– Some infrastructure enablers may have long return on

investments

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ADS-B Out CPDLC RNP

Conclusion

ASAS is a key enabler to future ATMbutASAS is not the unique magic solution

We need dreams and long term visionsbutDreaming of the future should not delay intermediate steps

Others? ATSAW Air/grd trajectory sharing

Advanced ASAS Collaborative processes

Enhanced ATM processes

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