ASASTN 3 rd Workshop Airbus and Airborne Surveillance
ASAS-TN 3 rd Workshop - Airbus and Airborne Surveillance Presented by : Patrick LELIEVRE ATM Research Coordinator AIRBUS FRANCE - EYAK Cockpit Avionics - Operations ASAS-TN 3 rd Workshop AIRBUS and Airborne Surveillance ASAS-TN 3 rd Workshop - Airbus ASAS Vision
© AIRBUS S. All rights reserved. Confidential and proprietary document. Content • • • ASAS in Global ATM Concept ADS-B Applications ASAS - Start Simple, start with benefits Operational aspects Standardisation Implementation Issues Lessons Learnt from research Recommendations Conclusion ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 2
ASAS in Global ATM Concept ASAS ADS-B © AIRBUS S. All rights reserved. Confidential and proprietary document. ASAS GSA ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 3
ADS-B applications • ADS-B Broadcast transmission of aircraft parameters: position, velocity, Ident. . . 4 An enabler for ASAS Applications 4 • Airbus Interest for ASAS operations : Serve customers 4 ASAS = potential contribution for enhancement of future air operations: – Increase in traffic capacity – Efficiency for airlines (time, fuel, regularity, flexibility, safety) 4 As an airframer, Airbus aims at being prepared to © AIRBUS S. All rights reserved. Confidential and proprietary document. – Implement functions necessary for the agreed safe and efficient applications – Propose an architecture linked as much as possible to the current systems – Propose an architecture capable of evolution for implementation step by step • Package 1 is the Reference for the first ASAS implementation Ground applications and Airborne applications 4 Common Definition agreed with Eurocontrol and FAA 4 Subset of package 1 is more realistic for first step implementation. 4 ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 4
ASAS - Start Simple, start with benefits • Airbus has launched a Mode S Transponder enhancement programme to enable operators to comply with Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) rules applicable to the airspaces of a number of States in Europe. • This upgrade was an opportunity for initial 1090 Extended Squitter (ES) function to be implemented and to install the appropriate aircraft wiring to provide the parameters to the transponder. Combines in a single step 3 functions Reduces retrofit cost 4 Creates a momentum for equipping a large portion of the fleet with sustainable, internationally agreed, ADS-B out capability 4 Creates the necessary baseline for future ADS-B applications © AIRBUS S. All rights reserved. Confidential and proprietary document. 4 • These modifications are now certified for all vendor configurations and Service Bulletins are available for retrofit. ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 5
ASAS - Start Simple, start with benefits • Significant safety, efficiency and operational benefits have been • © AIRBUS S. All rights reserved. Confidential and proprietary document. • identified for ADS-B Out The Airbus transponder installation is compliant with 4 ICAO SARPS Annex 10 amendment 77, 4 RTCA DO 181 B or C, 4 EUROCAE ED 73 A, and 4 ARINC/AEEC 718 A. 4 RTCA DO 260 (partially and depends on transponder makes). No reference document (TSO/JTSO, States AIC, JAA TGL…) requires the implementation of 1090 ADS-B Extended Squitter or compliance with DO-260 Airbus has certified the 1090 ADS-B Extended Squitter function based on non interference with other aircraft functions, as is usual for surveillance updates ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 6
ASAS - Start Simple, start with benefits © AIRBUS S. All rights reserved. Confidential and proprietary document. • Select what is beneficial for ATS providers and Airlines 4 Non-radar area Safety and operational benefits with ATSAW – ADS-B out for ground radar like surveillance – ATSAW onboard – Safer, more profitable airline operations 4 Radar area Optimise gate arrival time – Approach management – Sequencing and merging with new ASAS procedures – Ground taxi management also crucial • Work together with Industry, Airlines, ANSP, Certification authorities • Efficiency: Begin by fitting aircraft for ADS-B Out – Navigation source + Datalink ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 7
ASAS - Operational aspects • • First define an operational concept & real needs for applications Transferring responsibility is controversial (not in Package 1) New task for the crew Better situation awareness but workload Automation to limit workload increase on the ground and onboard, specially in the TMA • Safety & Operational benefits not clearly justified today for investment Needs more work © AIRBUS S. All rights reserved. Confidential and proprietary document. • To be efficient, needs a significant proportion of A/C equipped 4 How to mix “ASAS aircraft” / “non ASAS aircraft”? 4 What to do with non equipped A/C? (GA, Military, analogue A/C, …) • Select beneficial applications: Users need benefits - Industry needs global applicability ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 8
ASAS - Standardisation • Urgent need for harmonised definition and requirements 4 Airbus requires an overall definition – Package 1 envelop needed to satisfy different Regional needs – Guaranteeing worldwide interoperability • Clear need still lacking from stakeholders (Airlines / ANSP) 4 Except Australia & Alaska : Radar Like (ADS-B Out) & ATSAW (CDTI) • RFG : harmonised OSED 4 Today scarce ANSP / Airlines resources to work on Operational Definitions / Requirements © AIRBUS S. All rights reserved. Confidential and proprietary document. – Caution : only DLH & EEC Bretigny, representing Airlines / ATC community Eurocontrol, FAA, and European ANSP shall have a crucial role 4 Role of EUROCAE - Long work for standards without funding. . . 4 • Risk : OSED / SPR / INTEROP remains a long process 4 RTCA MASPS / MOPS as a basis to join the top down process ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 9
ASAS - Implementation issues • ASAS not yet standardised • Airlines: OK for go ahead if benefits • Industry: OK for go ahead if customers request Is there a market? Recommendation © AIRBUS S. All rights reserved. Confidential and proprietary document. Implementation should occur where benefits are achieved and those receiving benefits are willing to invest. 4 Difficult to get stakeholders involvement 4 Long process for operational procedures implementation 4 Take care about systems development & certification process 4 Large scale trials needed for maturation and standardisation (should support demonstration of benefits) 4 ADS-B out Mandate is a solution to facilitate implementation. ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 10
ASAS - Some Lessons learnt from Research • ASAS spacing applications entail additional airborne tasks regarding Communications, Navigation and Surveillance • The crew cannot comply with those additional tasks without efficient airborne functions Shall enable the crew to use the adequate level of automation 4 Need efficient ATC / aircraft communications 4 Ground functions shall evolve accordingly 4 • Automation will be needed in final for spacing, then for separation applications © AIRBUS S. All rights reserved. Confidential and proprietary document. • A number of major human factors issues remain to be solved to enable safe operation on a routine basis ASAS operations won't be so "easy" to implement ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 11
ASAS - Some Recommendations • Support efforts to field new technologies and services based on ADS-B using 1090 ES 4 Such efforts have already provided valuable contribution • Ensure feedback towards the current standardization process • Take into account standards to ensure interoperability of early implementations with other regions of the world 4 Eases the work of aircraft operators, ANSP and manufacturers © AIRBUS S. All rights reserved. Confidential and proprietary document. • It is of prime importance for safety that the same link or in the future the same sustainable dual link system (if required) be used in all parts of the world. • The most effective way to produce effective new standards is to progress work at the regional level first in close cooperation with Standardisation Bodies 4 Already applied to data link. Should be effective for ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 12
ASAS - Some Recommendations • Applications and functions need maturation, and strong validation, both operational and economical Through Research Programmes (NUP, C-ATM…) 4 Through Standardisation Bodies (ICAO, RFG, Eurocae, RTCA…) 4 OSED for each application, then SPR & INTEROP, then MOPS ’s. . . 4 • Interoperability is needed for systems efficiency, and has to be guaranteed to Airlines Operational Concept and Applications must be worldwide 4 Need for Harmonised Decisions (US, EU, Australia…) 1090 ES FIRST, then continue research on potential additional link © AIRBUS S. All rights reserved. Confidential and proprietary document. 4 • Step by Step implementation Ground use of ADS-B out FIRST. 4 Airborne ADS-B - begin by simplest - Situation Awareness on CDTI 4 ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 13
Conclusion • ASAS is a tool integrated into Single European Sky global concept • Start with pre-requisite Define an Operational concept and Real Needs 4 Mandate ADS-B Out 4 • Take into account industry capacity • Ensure harmonisation of applications, and define the needs • Start with simple applications with minimum system impact No problem for Enhanced Airborne Situational Awareness, 4 Impact of simple spacing should be readily managed 4 Automated ASAS applications required for more complex functions © AIRBUS S. All rights reserved. Confidential and proprietary document. 4 • Full ASAS Package 1 before 10 years could be a DREAM 4 Airline financial situation, maturation time, Standardisation process, certification, deployment (retrofit), etc • Carry on R&D to get confidence! validate with large scale trials ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 14
The content of this document is the property of AIRBUS FRANCE. It is supplied in confidence and commercial security on its contents must be maintained. It must not be used for any purpose other than that for which it is supplied nor may information contained in it be disclosed to unauthorised persons. It must not be reproduced in whole or in part without permission in writing from AIRBUS FRANCE. © AIRBUS S. All rights reserved. Confidential and proprietary document. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof. ASAS-TN 3 rd Workshop - Airbus ASAS Vision April 2004 15
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