SESAR at ATC Global 2011 - Technical workshop on Avionics

EUROPEAN COMMISSION

Avionics

Avionics progress within SESAR programme

David Bowen

Amsterdam – 9 March 2011

Agenda

15:30 Avionics progress within SESAR programme David Bowen, Head of ATM Systems, SESAR Joint Undertaking

15:50 Airport navigation FunctionsPhilippe Priouzeau, SESAR Project Manager, Thales

16:10 ASAS tools for the pilot Stéphane Marche, ATM Chief Architect, Honeywell

16:30 4D trajectory – i4D Sylvain Raynaud, SESAR WP 9.1 project lead, Airbus

16:50 Q&A - Conclusions David Bowen, Head of ATM, SESAR Joint Undertaking

17:00 End of technical workshop

Page 3

Avionics developments in the SESAR programme

SESAR Avionics WorkshopMarch 9th 2011

David BowenSJU Head of ATM Systems

The SESAR Programme Framework

SWIM WP 8&14

TMAWP5&10

CONOPS & ARCHITECTURE WP B

Aircraft & CNS WP 9&15

En-Route WP 4&10

VALIDATION INFRASTRUCTURE

WP3

ToDToC

AirportWP 6&12

AirportWP 6&12

Network WP 7&13

TMAWP5&10

METHODES & CASESWP 16

Airlines/Mil. Operations CentersWP 11

Airlines/Mil. Operations CentersWP 11

MASTER PLAN MAINTENANCE

WP C

1

Time Based Operations

Trajectory Based

Operations

Performance Based

Operations

Per

form

ance

...

SESAR Development Phase – Strategic Road Map SESAR Development Phase – Strategic Road Map

Target SettingDesigning, ValidatingBusiness AssessmentDeployment Decision

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Initial Operational Capability

System Wide Information Management

• Performance Based;• Service Oriented Approach;• Incremental - Three Steps;• Strategic Road Map – Value

Added Packages.

• Traceable to Ops Requirements;

• Single Reference Architecture;

• Interoperability, Scalability, Flexibility;

• Intelligent Use of Available Technology.

• Identifying “early benefit”;• Small achievable steps;• Iterative prototyping to trials;• Close as possible to

deployment;• Industry Based Platforms.

Concept Technology & Architecture Validation and Verification

Deployment Focus. “Involving “Key Stakeholders” from the start!” A continuum from idea to implementation

SESAR Strategy: “Not doing research for the sake of research!”

Key Development Threads in SESAR 4-D Trajectory Management

Information Management

Collaborative Network Planning

Enhanced Automation Support

Integrating across:

• Airborne• En-Route & Terminal• Airports• Airline Operations• Military Operations• CNS Infrastructure (Inc. Space)

Validation and verification activities are conducted as close to the target operational environment as possible.

Avionics Evolution – Principles & Constraints

Interoperability across different airborne platform types and among different airspace users is vital in the global context achieved through performance and interface requirements.

Implementation of new services based on the avionics Capability evolution will need to accommodate all airframe and airspace user types (including military)

SESAR will feed into, and continue to rely on the ICAO based approach to aircraft systems definition supporting global interoperability & standardisation where needed.

Scalability and flexibility will be built in the approach to meet local needs.

Information is “key” – the aircraft to become integrated into the ATM system via datacom.

WP 9 - Aircraft System Developments

SESAR WP9 focuses on the development and validation of the airborne enablers. The main developments on the aircraft platform include:

•4D Trajectory management

•Navigation capabilities and applications

•Surface movement operations

• Airborne Separation (ASAS)

• ADS-B and TCAS

•Vision Systems and Wake Vortex detection

•Information Exchange

Page 9

4-D Trajectory

9.01/9.02/9.03 focus on the development and validation of the definition, exchange and execution of the 4D Business or Mission Trajectory through Required Time of Arrival (RTA) :

•Ensure that the airborne part of the technical definition and the system design of the ‘Initial 4D’ function is at the level of maturity relevant to launch a cost effective and robust A/C system development, and is interoperable with systems containing the ground Initial 4D functionality, including CPDLC and ADS-C supporting elements.

•Development of the ‘full 4D’ function is aimed to provide significant benefits, on flight efficiency and Air traffic Management, based on a very precise trajectory management on 3D + time down to runway threshold.

•Assess what capability levels can be reached by military aircraft in relation to interoperability of Business Trajectory and Mission Trajectory and how military aircraft capabilities will comply with the 4D principles.

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Navigation capabilities and applications

Trajectory Execution capabilities are developed to include CDA, CCC, PBN based routing. 9.09/9.10/9.12/9.27 focus on the development and validation of the navigation capabilities, on board the aircraft and the related applications:

•Systems to ensure continuous navigation during Initial, intermediate and final approach in order to support RNP to Precision approach transitions to xLS (x = ILS, MLS, GLS), taking into account the different RNP classes and levels.

•Analyse the required upgrades on existing avionics to fly LPV (APV-SBAS) and to prototype future avionics with an optimised architecture for APV in support of validation.

•Initial GBAS CAT II/IIII airborne systems definition to demonstrate that the GBASCAT II/III operational performances can be met.

•Multi-constellation/multi-frequency GNSS receivers to facilitate the use of future GNSS constellations including addressing key technologies (Multi constellation GNSS receivers, GNSS Low cost low grade inertial)

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Surface Movement Operations

9.13/9.14 focus on the development and validation of Surface movement operations

Surface movement operations will be improved through the introduction of aircraft system capabilities which provide guidance and automatic taxi routing as well as alerting functionality to the flight crew. The projects will:

•Progress the technical definition and validation of the airborne systems to enable mixed voice and datalink taxi clearances on the airport surface.

•Define, develop and validate the airborne functional and technical capabilities to enable alerting services to flight crew during operations on the Airport surface.

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ACAS, ASAS and ADS-B

Projects 9.05/9.06 focus on the development and validation of Airborne Separation Assistance Systems (ASAS) and will progress the technical definition, prototyping and validation of ASAS Spacing and Spacing applications functionality onboard the aircraft.

In the case of ASAS spacing including the consideration of the delegation of responsibility to carry out a specific maneuvers or maintain a defined separation during those maneuver.

9.21,9.22 and are looking at the ADS-B avionics itself. Considering techniques for extending the useful life of 1090MHz ADS-B and the long-term developments of ADS-B technology. While 9.24 is investigating issues for military aircraft to suitably equip with ADS-B and ASAS equipment to ensure interoperability.

ACAS will be covered in project 9.47 which will consider the necessary evolution of collision avoidance systems on the aircraft in the context of the evolving operational environment as well as links to ground-based safety-nets.

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Enhanced Vision and Wake Vortex Systems

9.28/9.29 focus on the development and validation of EVS/SVS. The development of Enhanced Vision Systems aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions for Head-up and Head-down displays.

The development of Combined Vision Systems (CVS) integrating both Enhanced and Synthetic, aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions.

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Project 9.11/9.30 will look at the wake vortex detection and alleviation sensors and systems including to develop and validate an onboard system for detecting and characterizing severe wake encounters during all phases of flight and to enable fly through non-severe vortices by adaptive control of the aircraft

Connecting the Aircraft

Development of the technologies, avionics and services which connect the aircraft to the rest of the system are of key importance.

Projects 9.16, 9.44, 9.20 focus on the development and validation of Communication technologies and avionics, including the consideration of military datalink accommodation. The Specific airport data link technology development (Aeromacs) is closely coordinated with ground system developments.

Datalink service developments in 9.33 are also coordinated with the ground system projects and linked to the operational requirements.

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The integration of the aircraft into the SWIM technical infrastructure is also an important consideration being advanced in project 9.19.

Page 16

Consolidated Airborne Functional ArchitectureConsolidated Airborne Functional Architecture

Physical Airframe Architecture


Avionics RoadmapAvionics Roadmap


Physical Airframe ArchitecturePhysical Airframe Architecture - N

Physical Airframe Architecture - N

Validation ReportsValidation Reports

US (NextGen) Planning

US (NextGen) Planning

Review Review

Interoperability Risk ReportInteroperability Risk Report

WP9.XWP9.X WP9.NWP9.NWP9.#WP9.#WP9.ZWP9.ZWP9.YWP9.Y

Overall System level functional requirements

Overall System level functional requirements

Regulatory RoadmapRegulatory Roadmap

Standardisation RoadmapStandardisation Roadmap

Avionics Architecture (Project 9.49)

Operational RequirementsOperational Requirements

Global Cooperation & Interoperability

EC/FAA Coordination

Standards built on SESAR and NextGen

developments will support harmonised Implementation and

Regulation

Programme level coordination enhanced by interoperability and wider industry buy-in.

Development of a common avionics

roadmap is a priority for SESAR

Global consensus to ensure world-wide

interoperability.

SESAR

SESAR and Standards

ATM Master Plan

SESAR Project

Existing Standard

Existing Standard

Existing Standard

Global Standardisation Planning & Coordination

Standards Development Group




SESAR Project

SESAR Project

SESAR Project

SESAR Project

SESAR Projects take existing standards as an input and identify their contribution to standards which will be needed to support implementation.

Standards developments themselves are out of the scope of SESAR, but the importance of the link is recognised.

Standardisation Roadmap

Regulatory Roadmap

Business caseBusiness case

OSEDOSED

CONOPSCONOPS

Principles of Operations - DOD

Operational Services Descriptions - OSED

Cases: Business, Safety, Security, Environment, Human Performance, CBA.

Cases: Business, Safety, Security, Environment, Human Performance, CBA.

OCDOCD

InteropInterop

Performance SpecificationPerformance Specification

ICDICD

SPRSPR

PANSPANS

SARPSSARPS

MOPSMOPS CSCS

Technical Specification

Technical Architecture

PerformanceFramework

PerformanceFramework

Architecture Design Document ADDArchitecture Design Document ADD

ICD

Interop

Safety and Performance Requirements - SPR

External developments and publicationsSESAR Deliverables

Industry standards and other activities

Final Reference

Publications

AMCAMC

Thank you

Airport Navigation Functions

Philippe Priouzeau – Thales

www.thalesgroup.com

ATC Global 2011-03-11

Airport Navigation Functions

Philippe PriouzeauMarch 9th 2011

23 /23 /

This document is the property of Thales Group and may not be copied or communicated without written consent of Thales

Summary

Why ? What ? When ?

24 /24 /


21/10/2009 in Atlanta

Texte

Good weather

Flight From Rio, 06 AM

Cleared for Runway 27

Landed on the parallel taxiway

25 /25 /


Flight to Moscow

26/02/2010 in Oslo

Texte

Cleared for Runway 01 (3 600 m)

Take off on the parallel taxiway (2 400m)

26 /26 /


12/02/2010 in Amsterdam

Texte

Flight to Warsaw

Cleared for Runway 36

Take off on the parallel taxiway

27 /27 /


Summary

Why ? What ? When ?

28 /28 /


Thales Airport navigation Functions

Moving Map

Airport Runway Advisory

Runway Overrun Prevention system

BTV : Brake To Vacate

45 % of runway Incursions avoided with Airport Moving Map & ownship position

29 /29 /


Scope of Airport navigation FunctionsMainline A/C example Regional A/C example

30 /30 /


Airport navigation Functions

Functions

Landing efficiency

Own A/C awareness

Runway incursions

Status

Landing safety

Intruders awareness

Current product : state of the art solution

Only “in avionics” integrated system available on the market.

Digital TaxiUnder

Development

AvailableNow

31 /31 /


Summary

Why ? What ? When ?

32 /32 /


Short term Mid term Long term2014 2017 2020

Airport Navigation Roadmap

Guidance Taxi Route Surface Guidance Precision Localization

Navigation Manual Taxi-Route Taxi advisories Traffic DisplaySituation Awareness

Airport Map Aircraft Position

33 /33 /


Conclusion

Airport Navigation Functions Safer systems

Improved performance

Line fit and retrofit solutions

Coming Next with SESAR Digital Taxi

Traffic Display & Surface Alerts

……. and Surface Guidance ….

34 /34 /


Thank You

Questions

Visit Thales at Stand H300

ASAS tools for the pilot

Stéphane Marche – Honeywell

Stephane Marche

ATM Chief Architect, Honeywell Aerospace

March 2011

ASAS Toolsfor the Pilot

Honeywell Proprietary

Honeywell.com

37

Document control number

Current Landscape and SESAR Objectives

Air Traffic Control

is operated as it was 20 years ago

Basic technologies are obsolete

European airspace

cannot be divided further

Traffic is increasing*

Current State of

European Aviation

Enabling EU skies

to handle 3 times

more traffic

Improving safety by a factor of 10

Reducing the

environmental impact per

flight by 10%

Cutting ATM costs by 50% SESAR

ProgrammeGoals

Save 8 to 14 minutes, 300 to 500 kg of fuel and 945 to 1575 kg of CO2 on average per flight

ASAS : One of the key enablers for improving ATM


Honeywell.com

38


ASAS in Tomorrow’s ATM System

ASAS: Airborne Separation Assistance System

– Enables flight crew to maintain separation from one or more aircraft

– Provides information of surrounding traffic

ASAS in the SESAR Target Concept

– Unmanaged airspace: aircraft separate from each other

– Managed airspace: delegation of separation to flight crew using pre-defined rules

Relies on ADS-B: Automatic Dependent Surveillance – Broadcast

– ADS-B Out: aircraft broadcasts its own position

– ADS-B In: aircraft detects surrounding traffic

The Master Plan provides a step approach


Honeywell.com

39


In this presentation…


Honeywell.com

40


SESAR Implementation Package 1 (IP1)

Step 1: ADS-B Out

Step 2: Air Traffic Situational Awareness Applications

The ADS-B Roadmap

We need to demonstrate that the programme works at every step


Honeywell.com

41


Source Airbus

Steps 1 & 2: ADS-B Out and ATSAW

Step 1 ADS-B Out– Certified for multiple aircraft types– Draft implemention rule: 2015

forwardfit, 2017 retrofit– ADS-B pioneer airline projects

(EUROCONTROL CASCADE)

Step 2 Air Traffic Situational Awareness (ATSAW)– Honeywell TPA100B already certified for

Airbus aircraft– Situational awareness improves safety in most

airspaces– Improves visual separation approaches– Enables In Trail Procedures (ITP)


Honeywell.com

42


Step 2: EUROCONTROL ATSAW Pioneer Project

Part of the EUROCONTROL CASCADE programme– Installing certified ADS-B IN ATSAW equipment

in revenue aircraft

Five airlines and 25 aircraft involved

ADS-B will enable:– Enhanced TSA during flight operations (AIRB)– In Trail Procedure (ITP)– Visual separation on approach (VSA)– Enhanced TSA for surface operations (SURF)

ITP trials involving ANSPs:– NATS UK– ISAVIA Iceland

Operational use to begin Q2 2011

TSA – Traffic Situational Awareness

Partner Airlines

•Swiss

•Delta

•US Airways

•British Airways

•Virgin Atlantic

Source Eurocontrol


Honeywell.com

43


Step 2: FAA ITP EvaluationObjective

– Demonstrate potential fuel savings with In Trail Procedures

FAA-funded programme– Honeywell is developing and certifying a complete ITP avionics capability– STC’d on United Airlines 747-400s– Approximately 12 aircraft– South Pacific Route for a 12-month operational evaluation

Expected economy of $200,000 To $400,000 per year per aircraft

ADS-B ITP Enabled Climbs

Sub-Optimal Cruise

Optimal


Honeywell.com

44


Step 2: FAA ITP UAL Aircraft Systems

* Promotional Photo of Goodrich EFB with Honeywell ITP

Class 3 EFB Hardware& DEOS Platform

Class 3 EFB Hardware& DEOS Platform

Honeywell Type CCDTI / ITP SoftwareHoneywell Type C

CDTI / ITP SoftwareHoneywell Traffic Computer

ADS-B InIn Trail Procedure SW

Honeywell Traffic Computer

ADS-B InIn Trail Procedure SW

GoodrichGoodrichA429 Display Data

* HoneywellTransponder

TRA 67A


Honeywell.com

45


ADS-B Out

ADS-B In

Step 3: ASAS Spacing

SESAR Aircraft Project on Airborne Spacing (9.5)– Began Q4 2009– Led by Airbus– Alenia, Eurocontrol, Honeywell, Thales all contributing– Linked to operational project and standardization

Development on track– Functional definition and architecture for mainline, business jet and

regional aircraft.– Integration of prototype Honeywell Traffic Computer already

underway

Operational Benefits – Improved regularity of arrival sequences

resulting in increased traffic throughput for airports


Honeywell.com

46


ASAS Spacing: The Pilot’s View (Part 1)

Source Airbus


Honeywell.com

47


ASAS Spacing: The Pilot’s View (Part 2)

+10

AF06022 7 5 H

+11

-10-10

120 /122 S

Limited impact on ATSAW display

Source Airbus


Honeywell.com

48


Step 1: ADS-B Out

Transponder

ADS-B Transmission

Spacing builds on ATSAW, requiring only a software upgrade

Step 3: Spacing

FMS and Guidance

ASAS Mode Management

TCAS

Spacing ManagementASAS Mode Activation

Displays

Mode Indication

Step 2: ATSAW

TCAS

Traffic ComputerIn Trail Procedure

Displays

Traffic Info Display

SESAR 9.5 architecture for A320 aircraft

Step 3: How SESAR Affects Aircraft


Honeywell.com

49


The Future: Steps 4 & 5

Step 4: ASAS Separation– First operational use over the oceans– Adherence to business trajectory

constraints– SESAR Aircraft Project will start in 2011,

led by Airbus– Connected with operational projects

(domestic, oceanic)

Step 5: ASAS Self-Separation– First operational target: business jets

operating at high altitude– SESAR aircraft project from 2013, led

by Honeywell– Connected with operational project


Honeywell.com

50


Conclusion

SESAR provides the framework

ADS-B In is real– Certified equipment for ADS-B Out (Step 1) and ADS-B In (Step 2)– Operational trials pave the way for ASAS deployment

SESAR currently prepares ADS-B Step 3– Consistency with other ATM improvements and definition of operational procedures– Prototypes undergoing integration– Challenges: Interoperability, operational and value validation at key sites

Aircraft ADS-B roadmap derived from ATM Master Plan– ADS-B introduced in several steps– Each step brings its own benefits


Honeywell.com

51


ANY QUESTIONS?

4D trajectory – i4D

Sylvain Raynaud – Airbus

The 4D trajectory – INITIAL 4D

Sesar WP9.01 « Initial 4D »Sylvain Raynaud

© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.

AGENDA

I4D Operation

Expected benefits

SESAR validation campaign

On-board evolutions

Page 54

March, 9th 2011ATC global


1. Initial 4D: Operation

Once the A/C enters the ATC arrival horizon, at least 40' before landing:

1. ATC uplinks to A/C the route clearance to follow down to runway - (via CPDLC).

2. Crew loads the route clearance into the FMS and updates FMS winds and temperatures data (via

AOC datalink function). A/C downlink of 4D predicted trajectory (ADS-C).

3. ATC requests ETA min/max for merge point (via ADS-C). A/C downlinks ETA min/max (via ADS-C)

4. ATC uplinks feasible RTA

5. Crew inserts RTA in FMS as active data, A/C downlinks A/C 4D predicted trajectory (via ADS-C).

6. 4D trajectory agreed by crew and ATC Descent can be flown in full managed

ATC Arrival HORIZON

FAFIAFMP

FAFIAF

MP

4DT ETA

4DT

RTA WPT14:03:56

13:47:36

13:52:53

13:57:21

14:02:43

14:08:35

14:13:53

13:50:56

13:55:25

14:00:49

14:06:40

14:11:58

3D Route13:55:10

13:48:56

13:53:49

14:01:32

14:06:45

Page 55



Initial 4D: Expected benefits for airlines

• Better flight efficiency : Flight profile and fuel burn optimization. Avoiding penalizing vectoring instructions (path stretching, holding patterns,

etc.)

• Better planning: Increased predictability of the real trajectory and arrival time. Early agreement with the Flight Crew on the trajectory to be flown,

• Improved safety: Through enhanced anticipation of traffic situation by ATC.

Page 56



Initial 4D: SESAR validation campaign

Page 57

• 3 airborne systems involved (FMS, EIS, ATSU)– software update

• 2 FMS providers (Thales & Honeywell)

• Air/Ground stepped and integrated validation



Initial 4D: Onboard evolutions (Prediction & Guidance)

Improved RTA in descent Accuracy +/- 10s with 95% reliability

Improved weather modeling 10 winds in descent 10 temperatures in descent

Min/max ETA function: Available onboard for any waypoint (RTA page) Min/max ETA reported through ADS-C

Datalink : CPDLC : New RTA messages (1 Sec resolution + tolerance value) ADS-C: Downlink of the 4D Trajectory

Page 58



Initial 4D: Onboard evolutions (HMI 1/3)

R T AA T W P T D I S T R T A

D E V R O 4 2 [ ]M A N A G E D E T A

2 8 0 1 5 : 3 8 : 1 5

A C T M O D E

M A N A G E DV M A X U T C

2 9 0 / 0 . 7 9 1 4 : 5 0 : 0 0

R E L I A B L E R T A

1 5 : 3 7 : 0 5 / 1 5 : 5 1 : 5 1

< R E T U R N

MAX RTA speed (tuned manually)

Display of 95% RTA reliability interval

Display of RTA Tolerance

RTA in Descent phase

R T AA T W P T D I S T R T A

D E V R O 4 2 1 5 : 4 0 : 0 0M A N A G E D E T A

2 8 0 1 5 : 4 0 : 0 2

A C T M O D E

M A N A G E DV M A X U T C

2 9 0 / 0 . 7 9 1 4 : 5 0 : 0 0

A C C U R

+ / - 1 0

< R E T U R N

Page 59




D E S C E N T T EM PS A T / A L T

- 4 0 ° / F L 3 2 0

- 3 5 ° / F L 2 7 0

- 3 3 ° / F L 2 3 0

- 3 5 ° / F L 2 0 0

- 2 5 ° / F L 1 5 0

< R E T U R N

Extended Descent Wind Levels New Descent Temp Page

Page 60




« R » for RTA managed speed RTA displayed with a 1 second resolution

Page 61


Q&A - Conclusions

David Bowen – SESAR JU

Thank you for your attention!

Visit us at the SESAR JU booth inhall 9 and meet the SESAR experts!