Boeing’s Strategy for Supporting SESAR/NextGen

Avionics Europe ConferenceApril 20, 21 in Munich

Dung NguyenBoeing Commercial Airplanes

The Boeing Company

Content

• ATS Datalink Technologies

• Avionics Road Map

• Transition Issues and Concerns

• Proposed Next Steps

The Boeing Company

ATS Datalink Technologies

ARINC 623

DCL

OCL

TAXI

FANS-1/A

CPDLC

ADS-C

LINK2000+

CPDLC(limited subset)

B2 (future)

CPDLC

ADS-C

ACARS

VHF/HF/SATCOM

IPS (future)

VHF/SATCOM

ACARS

VHF/SATCOM

IPS (future)

VHF/SATCOM

ATN

VHF

ATN

VHF

IPS (future)

VHF/SATCOM

Applications

Networks

Subnetworks

The Boeing Company

Avionics Roadmap

FANS-3

(>2024)

FANS

CPDLC

FANS

ADS-C

B2Vn

CPDLC

B2Vn

ADS-C

FANS-2

FANS

CPDLC

FANS

ADS-C

LINK

CPDLC

FANS-1

FANS

CPDLC

FANS

ADS-C

Migration

strategy

needed

The Boeing Company

2012 2014 2016 2018 2020 2022 2024

2013 2015 2017 2019 2021 2023 2025

B2 Rev AValidated

B2 Rev BUnvalidated

Legacy services

(LINK & FANS

1/A)

4DTRAD

D-TAXI

B2

D-RNP

Adv-IM

ATC Winds

NextGen Implementation Plan (FAA)

IOC ATN B2

StandardsAvailable

European Master Plan (SESAR)

Indust. Sys Dev & Cert

Indust. Syst Dev & Cert

Indust. Sys Dev & Cert

StandardsWG78 / SC214

Bringing Early Benefits … Building Momentum … Converging !

Bringing Early Benefits … Building Momentum … Converging !

B2 Rev C is

the

convergence

package

leading the

path for

global

convergence

(gradual

upgrades,

including

remote &

oceanic

ground

systems)

IOC B2 Rev C

IOC B2 Rev C(Rev is TBC)

LINK2000+

B2 ADS-C EPP PCP Deployment (SESAR Step1 & 2)

B2 (DC S2)

Validation

results only

No new

functionality

DCL FANS 1/A (DC S1P1)

FANS 1/A En-Route Initial (DC S1P2-i) FANS 1/A En-Route Full (DC S1P2-f)

Validation Period

B2 Rev CValidated

The Boeing Company

B2 Complexity

• B2 applications (CPDLC, ADS-C and Context Management) more complex than FANS-1 and LINK added together

• FMS changes are substantial

– New flight plan uplinks and loading rules

– Extended Projected Profile (EPP)

– Required Time of Arrival (RTA) changes

– B2B additions for Dynamic RNP (D-RNP) and Advanced Interval Management (A-IM)

– And more…

The Boeing Company

B2 Cost

• Current iteration (B2B) is going to be prohibitively expensive

– Software development alone will exceed FANS-1 and ATN costs combined for each model

– Hardware changes probably necessary on some models too

– To allow backward compatibility, airline will have to purchase FANS-1 and FANS-2 features as well as pay for this

– Ancillary equipment costs (e.g. A-IM equipment) will be in addition

The Boeing Company

B2Vn Availability

• Currently expected in the mid/late 2020s timeframe

– Depends on:

– Ground deployment commitment

– Ground requirements

– Business case

• None of which have yet been defined

• Don’t yet know which version of B2 will be implemented

• No plans for prototype B2 avionics

• B2 will only be developed for airplanes in production in mid-2020s

– Even those may require substantial hardware upgrade costs

The Boeing Company

B2 Ground Deployment

• Neither Europe nor the US has a commitment to B2

– European LINK Implementing Rule (IR) dates 2018 for ground, 2020 for air (those are the target dates but may change pending on ELSA-recommended changes)

– Pilot Common Project (PCP) starting in 2018, is not full deployments of B2

– US has commitments to, and is deploying FANS-1

• There is no equivalent IR for B2 as for LINK

– Which makes sense since LINK IR is years from completion, both on paper and in implementation

• Very Large Scale Demonstrations (VLD) and Pilot Common Project (PCP) activities are not ground deployment commitments

• Without a widespread ground deployment commitment, there is no business case for B2

The Boeing Company

B2 Transition

• Need to clarify EU transition from LINK to B2

– IR updates mean that dates for LINK implementation are 2018 for ground, 2020 for aircraft

– Those are targets pending results from ELSA study; depending on recommendations those dates may shift right

– It’s known that some states won’t be equipped and ready by 2018 (late from the original 2013 IR ground mandate)

– With the re-starting of LINK services and the IR, how will B2 be introduced in the same timeframe?

– Airlines already feel burned from the existing IR

– After all the issues and pain of equipping with LINK, now they need to equip again with B2?

– And FAA/SESAR are talking about a B3 later…

The Boeing Company

Business Case

• Airlines need a positive business case closing within 1-2 years from investment

– Requires ground commitment for near-term usage of most functionality (4D, TAXI, A-IM,…)

• With the LINK2000+ example, we know airlines can only afford one implementation

– No incremental functionality

• Airborne equipage will have to follow widespread ground equipage

The Boeing Company

Proposed next steps

• Need validation and trials before “mature” B2Vn can be developed

• Need more than one aircraft model for validation and trials for 4D TRAD and EPP

• Avoid multiple versions of B2 to minimize costs and interoperability issues

1. Use existing FANS-1/A and AOC for EPP validation & trials

2. Use existing FANS-1/A to define and gain experience with route

clearance generation and surrounding procedures, a la FAA DCL

3. Use modified FANS-1/A ADS-C with EPP

4. Use combined FANS-1/A and AOC downlinks as a transition

path for aircraft that cannot upgrade to B2Vn