Airbus Industrie DATA LINK INTEGRATION ON AIRBUS AIM

Airbus Industrie DATA LINK INTEGRATION ON AIRBUS: AIM - FANS Airbus Interoperable Modular Future Air Navigation System LONDON September, 23 rd 1999 © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 1

Airbus Industrie Introduction FANS (CNS/ATM) evolutions Why FANS ? What is FANS ? CNS/ATM environments Contents Airbus design Objectives AIM-FANS steps AIM-FANS architecture The ATSU (Air Traffic Characteristics Services Unit) Main steps Interface Human Machine Experience gained Pre FANS EOLIA / Pro. ATN Conclusion Glossary © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 2

Airbus Industrie Introduction r Today air transport drawbacks : r r delays at departure longer routes non optimized speed and flight level delays at arrival r unhappy passenger r airport congestion r money loss for everybody r Forecast traffic growth : r 5 to 7% per year (20% in some areas) r traffic close to jamming ICAO decision for CNS / ATM (adoption of the FANS Group recommendations) © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 3

Airbus Industrie Introduction r 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. r 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). r 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 23 rd, 1999 Page 4

Airbus Industrie FANS (CNS/ATM) evolutions © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 5

Airbus Industrie Why FANS ? r The general objectives of FANS (CNS/ATM) are to : · Increase airspace capacity · Enhance operational flexibility · while allowing continued safety of air traffic r These objectives are achievable by : · improving Air Traffic Control (ATC) procedures · using : - data communications - satellite-based navigation r 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 23 rd, 1999 Page 6

Airbus Industrie What is FANS ? r Tools (Communication, Navigation, Surveillance - CNS) : · Data communications for air-ground system integration · Satellite navigation for worldwide navigation performance · Upgraded ground ATC performance r 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 r FANS : implementation of tools (CNS) & use of methods (ATM) to lead to more efficient use of 4 D (Lat. , Long. , Alt. , time) airspace through : · better ATC efficiency · more flexible airline operations FANS = CNS + ATM © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 7

Airbus Industrie FANS (CNS/ATM) overview Communication Satellites (Satcom) C Navigation Satellites (GNSS) N N C S VHF, Mode S S N Ground Communications Network Airline Operations Passenger Services © Aerospatiale Matra-Airbus 1999 Air Traffic Control BTE/SY/AVC - September 23 rd, 1999 DGNSS Reference Stations Page 8

Airbus Industrie Communication and Surveillance r FANS (CNS/ATM) changes the way the aircraft crew and the airspace managers communicate. r Communications are based on Datalink to support · Controller-Pilot Data. Link 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 23 rd, 1999 Page 9

Airbus Industrie CNS/ATM environments © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 10

Airbus Industrie Environment - general r FANS principles were endorsed (by ICAO member states) to economically cope with continuing air traffic growth. · Thus, evolution towards FANS is irreversible. r Route by route and/or regional implementation. · Target for FANS worldwide : 2015 r Numerous parties involved (states, ATS providers, airworthiness authorities, communications service providers, airlines, military, general aviation, airframers, avionics & ground equipment manufacturers, . . . ). r Transition to FANS requires, in particular in the aircraft systems : · flexibility · growth capability r Airlines with equipped aircraft will get operational benefit. Transition to FANS starting in some regions © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 11

Airbus Industrie Main steps of evolution r Several CNS/ATM environments are being defined “Free Flight” ICAO CNS/ATM-1 High 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) ATM : Air Traffic Control (current procedure enhancements, initially; starts transition to Free Flight) from now on from 2005+ Before ICAO std. © Aerospatiale Matra-Airbus 1999 ICAO std. C & S : Based on Advanced Aircraft Reporting Sys. (ADSBroadcast), and ATNbased ATC datalink N : Extended Satellite. Nav. -based (GNSS) ATM : “free flight” from 2008+ Beyond ICAO std. BTE/SY/AVC - September 23 rd, 1999 Page 12

Airbus Industrie Airbus design © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 13

Airbus Industrie FANS objectives r Adapt the aircraft to the various CNS/ATM environments r Cope with moving environment · Flexibility, responsiveness to different and changing functional requirements by region / routes r 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 r Introduce user-friendly Human Machine Interface for ATC datalink · Optimized integration with existing functionality r FANS (CNS/ATM) upgrades are designed to fit in the Airbus family concept © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 14

Airbus Industrie Priorities r 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 A 330/A 340 & A 319/A 320/A 321 r FANS (CNS/ATM) benefits are available initially in oceanic and other remote airspaces · FANS A for A 330/A 340 only r Then, advanced CNS/ATM will be implemented in more regions · FANS B for A 330/A 340 & A 319/A 320/A 321 · developments will benefit from Airbus family concept - architecture & systems similarities © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 15

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 C N S (the “basics”) 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 still tbd (FANS B) FANS A/1 © Aerospatiale Matra-Airbus 1999 FANS A BTE/SY/AVC - September 23 rd, 1999 CDTI DGNSS FANS B FANS A Page 16

Airbus Industrie AIM-FANS architecture Navigation Sensors Communication Devices AMU ADIRS ATSU FMS including ACARS function ADF ILS/GPS /DGPS/(MLS) Navigation GPS MMR Crew Interfaces EFIS ECAM MCDU © Aerospatiale Matra-Airbus 1999 AOC/ATC* DCDU* (ATC displays) Datalink Data communication VOR DME Audio VDR Satcom HFDR Mode. S Printer * introduced with FANS capability only Page 17 BTE/SY/AVC - September 23 rd, 1999

Airbus Industrie AIM-FANS steps r AIM-FANS is designed to allow the Airbus aircraft to be operated in the ultimate “FANS world” and during the transition towards it. r It is based on modular and flexible avionics upgrades. r Initial steps have been identified: pre-FANS from 1998 FANS A FANS B from 2000 (A 330/A 340 only) from 2002 Navigation FMS GPS (optional) Communication & Surveillance ACARS networks ATN network ATSU for AOC only ATSU for ATC + AOC © Aerospatiale Matra-Airbus 1999 FMS GPS Based (ATC per RTCA definition. ) FMS GNSS Based (ATC per ICAO definition) BTE/SY/AVC - September 23 rd, 1999 Page 18

Airbus Industrie Data Communications © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 19

Airbus Industrie Data Communications r 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 23 rd, 1999 Page 20

Airbus Industrie ATSU definition r 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) Ä to select communication media Ä 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) Ä to perform specific airline functions, such as OOOI, delay, load sheet, fuel on board, gate assignment, . . . reports © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 21

Airbus Industrie The ATSU in summary r 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 © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 22

Airbus Industrie ATSU modularity r The ATSU is modular (hardware and software) to ease the introduction of ATC datalink evolutions. Software DCDU HMI EIS Management Comm. 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 Mode. S FWC Provisions Clock . . . User systems Air Traffic Services Unit - ATSU . . . Comm. Media ATSU is modular for growth and flexibility © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 23

Airbus Industrie Data Communication resources r 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) +. . . Characteristics 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 © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 24

Airbus Industrie Human Machine Interface for ATC datalink © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 25

Airbus Industrie HMI - principles r A new situation · audio progressively complemented by written messages · ATC ultimately replaced by ATM r Deep changes · Human to human relationship · Human to machine relationship r Constraints · Maintain coherence with existing cockpit design · take into account flight crew experience with existing aircraft types r Methodology · Systematic human factors evaluation © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 26

Airbus Industrie r Two dedicated LCD screens with software programmable keys (DCDU 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 · Full time accessibility, readability for both crew · limited head-down time © Aerospatiale Matra-Airbus 1999 Human Machine Interface 2 ATC MSG pushbuttons 2 DCDU BTE/SY/AVC - September 23 rd, 1999 Page 27

Airbus Industrie DCDU front face 2215 Z FROM KZAK CTL OPEN REDUCE SPD TO M. 81 OR LESS © Aerospatiale Matra-Airbus 1999 *UNABLE STDBY* < OTHER WILCO* BTE/SY/AVC - September 23 rd, 1999 Page 28

Airbus Industrie The “alert” function - general r 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 BTE/SY/AVC - September 23 rd, 1999 Page 29

Airbus Industrie Use of DCDU - Basic principles r 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) Ä no interference with other work, e. g. on the MCDU - If not appropriate, the flight crew shall Ä prepare the message type and contents on one MCDU (similar to the preparation of a form to be faxed) Ä transfer the data to the DCDU (similar to the fax machine) where it is displayed as it will be sent Ä send the message, from either DCDU r The DCDUs are constantly synchronized, to allow crew coordination © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 30

Airbus Industrie Downlink principles r 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 BTE/SY/AVC - September 23 rd, 1999 Page 31

Airbus Industrie Experience Gained © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 32

Airbus Industrie Experience Gained r AIM FANS Implementation · Pre FANS on A 340 & A 320 r Projects: · Petal I · EOLIA / Pro ATN © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 33

Airbus Industrie EOLIA/Pro. ATN Le Bourget ‘ 99 (1) r. A highly successful demonstration, involving ·Airsys ATM ATC ground station ·Aerospatiale MATRA-Airbus A 340 simulator ·NLR Cessna Citation II research aircraft r. EOLIA kernel services ·ADS position reporting · 14 CPDLC messages from the CIC set -(8 uplink/5 downlink) ·Basic DLIC/ACM functionality © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 34

Airbus Industrie Pseudo Pilot Le Bourget Configuration ATN aircraft Simulated aircraft Aerospatiale & NLR ATN router Satcom X 25 Network X 25 Router Airsys ATM Ground End System Le Bourget © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 35

Airbus Industrie EOLIA/Pro. ATN Le Bourget ‘ 99 (2) r. Pro. ATN infrastructure using SATCOM data-3 subnetwork r. Daily demonstrations ·Local simulations ·Single aircraft demonstrations -A 340 simulator with video link from cockpit -Cessna Citation aircraft with 2 observers (6 flights) ·Multi aircraft demonstrations -A 340 simulator and Cessna Citation II © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 36

Airbus Industrie Le Bourget ‘ 99 feedback r. Demonstrations showed ATN at work in a near-operational environment on industrial airborne platform (ATSU) r. Positive feedback from observers on LACK implementation r. CPDLC roundtrip delay approx. 3 sec (High gain antenna), 10 sec (Low gain antenna) r. Paved the way for full EOLIA/Pro. ATN evaluations in 1999/2000 © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 37

Airbus Industrie Plans for the near future r. Full EOLIA services ·Full ACM implementation ·Expanded CPDLC message set ·FLIPCY r. Additional ground sites (incl. Multi-site) r. Cohabitation Satcom & VDL-2 (Pro. ATN) r. Evaluation trials with full services ·Flight trials ·Simulations © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 38

Airbus Industrie Conclusion © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 39

Airbus Industrie Conclusion : Airbus AIM FANS r FANS (CNS/ATM) is implemented to support air traffic growth r Significant operational benefits may be available for equipped aircraft r 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 r AIM-FANS design has been validated · with airlines - It is based on common hardware (ATSU, DCDU, FMS) for all Airbus fly-bywire fleets (A 319/A 320/A 321, A 330/A 340), as well as some common software. - It has growth potential to support evolving standards · with projects © Aerospatiale Matra-Airbus 1999 BTE/SY/AVC - September 23 rd, 1999 Page 40

Airbus Industrie ACARS MU ACAS ADF ADIRS ADS-B AFN AIM-FANS AMU AOC ARINC ATM ATN ATSU CDTI CFDIU CMA CMC 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 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 Data. Link 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 Data. Link 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. a. Rea 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 BTE/SY/AVC - September 23 rd, 1999 Page 41