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24th-25th June 2003User Forum #3 - Bretigny
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MA-AFAS USER FORUM 3
EEC Bretigny 24th and 25th June
WELCOME
24th-25th June 2003User Forum #3 - Bretigny
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MA-AFAS User Forum 3 Agenda Day 1
Registration & Coffee 10.00 - 10.30 SCAA
Welcome and Introduction ChairmanEuropean Objectives EC Objectives and Relevance BAESAchievements
Operational Concept Eurocontrol Phase of Flight – Introduction to Themes BAES
Lunch - 12.00. Themes
– TAXI Management ETG – Comm. FRQ– ASAS CDTI BAES
Trials system Architecture BAES
Trials Boscombe Down QinetiQ Amsterdam NLR
Coffee Braunschweig DLR Rome QinetiQ
Discussion SessionChairman’s review
Demonstrations and Cocktails 16.30-
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MA-AFAS User Forum 3 Agenda Day 2
Cost Benefit BAES
User viewsATS Providers ENAVPilots Marcel FlickAirline View EasyJet
Coffee
Way forward ASAS CDTI BAES TAXI Management ETG AOC CDM SkysoftSummary BAES
Discussion period
Chairman’s review
Demonstration of key systems developed by the programme will take place during the event.
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UF 3 Agenda
Demonstrations of equipment to include :ASAS Airborne Applications Rig
Manoeuvres using BAC1-11 model
Ground Applications Rig
Taxi Management
AOC Ground Platform (AGP)
TAXI and ATC Tool (TAT) for CPDLC
Traffic Simulator
HMI Operational Scenario Demonstration
Eurocontrol CoSpace Trials Environment
Trial Video’s and Multimedia Presentations
Demonstrations to be available at the end of day one and throughout day two.
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Ladies and Gentlemen!
Depending on where you come from within the big ATM family, your perception of the state of the ATM worldmay be slightly different, but none of us can claim to be unaware of the extremely hard times our industry hasbeen enduring for some time now.
There can be little doubt that the situation will improve and we will be flying high once more. If nothing else,the very important role aviation plays in the world economy will take care of that. Indeed, aircraft ordersannounced at the Paris airshow are but one of the many subtle signs of an upcoming improvement.
But right now, it is tempting to say we need to concentrate on survival and forget most everything else… Andsome airlines and other ATM organizations are doing just that.
New operational concepts, new ways of working, new technologies…. Who has the money, who has thetime?
Yet here we are, on the verge of opening the 3rd MA-AFAS User Forum and the question may be asked: isthis still relevant?
The answer is a resounding YES! The results and conclusions of programs like MA-AFAS are more relevantthan ever, in spite of the fact that the world has changed substantially since its inception.
The basic mismatch between ATM capacity and demand has not been resolved and conventional methodsare no more effective than in the past. Yet, the traffic patterns and complexity is changing as a result of morepoint-to-point traffic flows with the number of aircraft in the system increasing as a result of more and moreregional aircraft being used by the airlines.
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The past and still lingering crisis has transformed most airlines and has seen the low-costcarriers prosper. The “slash costs” mentality will slowly give way to acceptance of the inevitableneed to improve operations in all kinds of ways, to remain competitive and continue keepingcosts down. Once again, the value of initiatives that go beyond corporate borders and whichenable predictable, repeatable schedule performance and which do so with optimum flightefficiency, will be recognized.
Airlines will continue to look for efficiencies and lower costs. They will also want to be able toinfluence ATM costs. With more autonomous aircraft in the system, ATC involvement is likely tobe less both on a per flight as well as on a per volume basis. This will be reflected in thecharges.
With some optimism, one could say new concepts will not only help airlines control efficiency offlight but also to control the cost of ATC….
To-day and tomorrow we will hear the conclusions of one of the premier programs dealing withsuch new concepts, and most importantly, we will consider the way forward.
To me, this User Forum is already part of the future!
Steve ZerkowitzMA-AFAS 3rd User Forum Chairman
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Tuesday 24th June - AM
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MA-AFAS Objectives and Relevance
Presented By Tony Henley
BAE SYSTEMS
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Background
In Preparation for EU Framework 5 European Union and Air Transport Industry jointly identified need
To dramatically enhance the operational efficiency and capacity of European Air Traffic Management While maintaining or increasing safety
European Union and Air Transport Industry agreed to fund major RTD programmes to bring about the necessary improvements - noting that
ATM changes typically required extended time periods to bring aboutNothing short of a ‘paradigm’ change would be sufficient to meetthe predicted requirement
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EU Framework 5More Autonomous - Aircraft In
the future ATM System
A large project was identified to address all aspects of ATMground/ air , short/ long term, retrofit/new build
Subsequently this split into two more manageable projects MA-AFAS (led By BAE SYSTEMS) and AFAS (led by AIRBUS)
The specific objective of MA-AFAS was:To accelerate the move to greater aircraft autonomy -
to support the increasing demand for air travel in and around Europe
MA-AFAS 28M€ 3 year programme supported by the European Union
As a Technology PlatformUnder the Growth Programme
Key Action 4New Perspectives in Aeronautics
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ATM environment as seen in 1999
The current European ATM system has been pushed to breaking pointPredicted growth of 5 to 8% per year for next 10 yearsAir transport is characterised by :
Inefficient routing for operatorsLong waits and increasing numbers of delayed flightsUnacceptable stress for controllers
Lack of capacity in Air and at AirportUnreliable Voice communications
IATA identified an ATM ‘Brick Wall’ around 2007
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Current and Future SituationEUROCONTROL DIVISION DED4 2000 DATE:04/11/97
2000 FORECASTMean IFR Flights per day
in 6’ by 10’ rectanglesFlights 150 OR MOREFlights 100 TO 150Flights 50 TO 100
TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES8 600 000 flights estimated - Based on STATFOR 97
CHART: DY_97_00
20008.0 M Flights
EUROCONTROL DIVISION DED4 2010 DATE:04/11/97
2010 FORECASTMean IFR Flights per day
in 6’ by 10’ rectanglesFlights 150 OR MOREFlights 100 TO 150Flights 50 TO 100
TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES11 900 000 flights estimated - Based on STATFOR 97
CHART: DY_97_10
2010
11.9 M Flights
EUROCONTROL DIVISION DED4 2020 DATE:04/11/97
2020 FORECASTMean IFR Flights per day
in 6’ by 10’ rectanglesFlights 150 OR MOREFlights 100 TO 150Flights 50 TO 100
TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES15 800 000 flights estimated - Based on STATFOR 97
CHART: DY_97_20
2020
15.8 M Flights
EUROCONTROL DIVISION DED4 1997 DATE:04/11/97
1997 FORECASTMean IFR Flights per day
in 6’ by 10’ rectanglesFlights 150 OR MOREFlights 100 TO 150Flights 50 TO 100
TRAFFIC DISTRIBUTION FORECAST ASSUMING FLIGHTS ON DIRECT ROUTES7 500 000 flights estimated Based on STATFOR 97
CHART: DY_97_97
19977.0 M Flights
Flights 150 or more
Flights 100 to 150
Flights 50 to 100
7
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MA-AFAS approachATM is complex - many elements to the solution- however much initial work had already been doneKey requirements:
Build on ATM concepts already developed eg TORCH projectApply new technology- particularly in the Aircraft
Paradigm Shift - for MA-AFAS -– Make more use of Aircraft capability
Provide a solution in which - to the extent possible ‘He who pays - Gains’ while maintaining wide interoperability
Enable near term deployment - including retrofit to existing aircraftAcknowledge that services and procedures have to be modified and adapted in parallel
A new approach to ATM is required including technological innovations and new management processes
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EUROCAE/RTCA
NUP/ MFF
Interrelationships
MA-AFAS
ATM 2000 plusGOP Vision 20202 ASAS PK1
ACARE
European Strategy
DatalinksDependent Surveillance
Airport DatabaseTechnology
Gate to Gate
ASAS-TNConcept integration
EU- JCB
EuropeanSingle Sky
EMMA
C-ATM
SEAP/LAVA
AAA Pk2/3Large Scale Validation
AFMS/AATMSTORCH
Concepts
CARE-ASAS
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MA-AFAS Themes (1)
Enhance Surveillance and Separation Assurance Cockpit Display of Traffic Information (CDTI) Airborne Separation Assurance/ Assistance System (ASAS)
Partial Delegation - New ATC instruction– Station Keeping – Passing and Crossing
Autonomous Operation4D Flight Path Generation, Negotiation and Guidance Global Navigation Satellite System - Approaches and Departures
Space Based Augmentation Ground Based Augmentation
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MA-AFAS Themes (2)
Taxiway Management – Taxi Map – Traffic display (CDTI) – Data Linked Taxi Routes
Airline Operation Centre Fleet Management – Flight Planning & CDM – Asset Management and Maintenance
Data link Communications -– Point to Point, ATN compliant – Broadcast, ADS-B, TIS-B
With necessary improvements to flight deck HMI
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Ambitious Objectives
Concept Definition, Evaluation and Validation for semi-autonomousaircraft operations.Development of Basic Technologies.Validation via ground simulation.Integration of Aircraft, Air Ground Datalink, Ground Network, ATC and AOC End Systems.Flight Trials.
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Implications
1 Datalink and ASAS
2 Taxi operations
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Objective - Near Term Capacity Gain
Key Issue - reduce controller workloadAir ground Data link Communications
Reduction of mundane tasks But cost increase and no gain for early implementation
Improved surveillance data availability on the groundBut in core Europe? And global equipage required
Improved airspace management based on real aircraft data and precise aircraft control
No surprisesBut ground extensive tool set required
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Near term gains!
Application of Collaborative Decision Making (CDM) Optimise operations for all stakeholders - eg RTA for optimised runway utilisationPotential benefits for equipped aircraft/airlines Ground tools TBD
Simplification (elimination?) of short term tactical managementASAS Pk1, (PK2, Pk3) Benefit - to airlines- in local regions with high levels of equipageInitially -in radar controlled airspace - no ground tools required!
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But near term -
Need controllers, pilots and airline accountants to buy into ASASProving that it works is not enough Continuing Work on
operations requirementsStandards and proceduresSafety casesimplication of pilot / control role change ( not yet transfer ofresponsibility)operational and cost benefits
But must be accelerated if European airspace is to meet the demand
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Near term
Large Scale Validation
Down Link ofAircraft Parameters
Early CDM Applications
AAA Pk2/3
MA-AFASASAS-PK1
AFAS C-ATM
Production Avionics and ATC tools
12
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Route to Long Term Capacity
ASAS Package 1 is Not Sufficient to to meet the expected requirement
Must be part of a longer term route to increase capacityBoth in terms of equipment upgrades, procedures and future ground infrastructure and toolsATM Road Map
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TAXI Operations
Situation Awareness - Safety Optimised Routing - BETAAll weather Precision Approach - everywhereRunway exit time optimisation
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Runway Incursion Prevention A Technology Solution
114 Fatalities
1 - Flight SK686 (MD-87) starts takeoff roll on RWY 36R. Cessna Citation II instructed to taxi from GA terminal via taxiway R5.
2 – Presumable point of collision with Cessna Citation II. MD-87 travelling over 110knots.
3 – Location of impact of MD-87 against baggage handling building.Since 1993, the yearly number of runway incursions in the U. S. has
risen by 232% (186 to 431)Steven D. Young and Denise R. Jones, NASA Langley
International Air Safety Seminar Athens, Greece November 3 – 9, 2001
Milan, Italy, October 8, 2001,8:14 am, RVR 735 feet
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EMMA
SLATS -UK DTI
MA-AFASTaxi
BETA Production Avionics and ATC tools
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MA-AFAS Non Technical Achievements
A biased Co-ordinator's ViewA ‘Good’ European Project
Well Managed !On Time and On Budget
(4 Month Extension due to Aircraft availability)Large but well integrated and co-operative teamNo internal disputesAll (most!) significant goals achievedStill relevant to today’s situation
Major Exploitation Potential
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MA-AFAS Partners
Avionics Suppliers– BAE SYSTEMS Avionics UK– Galileo Avionica Italy– Euro Telematik AG Germany– Skysoft Portugal
Communications Suppliers– Airtel-ATN Ireland– Frequentis Austria– Saab TransponderTech Sweden
ATC Equipment Suppliers– AMS Italy– Indra Spain– Thales ATM France
Airlines– EasyJet (Supporting ) UK
Research organisations– QinetiQ UK– Eurocontrol Experimental
Centre International– NLR Netherlands– DLR Germany– Sofreavia France– Stasys UK
ATM Service Providers– NATS UK– LFV Sweden– ENAV Italy
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MA-AFAS Operational Concept
Presented By Tony Henley
ForEric Hoffman
EEC
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Identify the Bottlenecks
FINAL
DEPARTURE
1
4D arrival manager
WWSparallel approaches brake to exit
HIROtaxi guidance& surveillance
bottlenecks
# of available gates
En-route
A/P Arrival / Departure
T/OLanding & Take-off
Surface Movement
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Charta of a Vision
ATC procedures need to satisfy customer needs (safety and traffic demand)Co-operative ATM system approach (air & ground) from gate to gateTake advantage of today´s state-of-the-art technologies for CNSAutomated processes for best safety & efficiencyAllocate tasks ( pilot/controller) according to best capabilitiesCommon data source used by all participants. Stop predicting, use real data - they are available!
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Identification of “Key Concepts”
Many European Programmes & Strategies are already addressing the perceived problems of future ATM operations in ECACMA-AFAS/AFAS jointly carried out a review of the Programmes & Strategies considered most relevantSelected North American programmes were included in the review to provide a more “global” perspectiveThe review identified 9 “Key Concepts” seen as fundamental to meeting the stated aims of the two programmes and therefore fundamental to the Operational Concept
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“Key Concepts”
Air / Ground ATM Datalink ServicesDependent Surveillance
Collaborative Airspace ManagementFlexible Use of Airspace
Collaborative Decision Making4-D Strategic ClearancesArrivals/Departures ManagementDelegation of Separation AssuranceAdvanced Surface Movement
Enablers - supporting the other key concepts
Assumed within the Operational Concept
Fundamental parts of the Operational Concept
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Background to Concept Framework
Operational Concept developed jointly between MA-AFAS/AFASTORCH framework used as a baseline to provide continuity with current and future projectsTORCH: Technical, Economical and Operational Assessment of an ATM Concept Achievable from 2005
Focus on improvements in airspace management & flow managementProposed a layered planning processProposed greater involvement of all ATM stakeholdersFramework - 18 generic Elements with related functions/services
MA-AFAS / AFAS Concept Framework developed from TORCH to reflect the advanced airborne capabilities required to support more autonomous aircraft operations beyond 2005
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MA-AFAS / AFASConcept Framework
AirlineOperations Planning
Airport Strategic Planning
Airspace Plan development & Implementation
Demand & Capacity Determination
Operational Plan Development
Separation Assurance
Hazard Assessment
Years…months..weeks days…hours hours…minutes minutes…seconds
Economy / Efficiency Capacity / Throughput Safety
Increasing criticality level
ExecutionPlanning
E09
E12
E01
E02E08
E03E07
AO Flight Control
E11
Airport Operations
E13
Central Rep-Planning Local Optimisation
E04
En Route planning
E05
Terminal AreaSequencing
E06
Aircraft Flight Management Gate-to-Gate
E10
E14 - Adjacent ATM AreasE15 - Military OperationsE16 - Meteorological AgenciesE17 - Performance ManagementE18 - Information Management Increased “Aircraft”
participation in ATM
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Summary
A brief overview of the Operational ConceptOnly covered the aspects most relevant to MA-AFAS
Collaborative Decision Making4D Strategic ClearancesArrivals / Departures ManagementDelegation of Separation AssuranceAdvanced Surface Movement
Subsequent presentations will go into detail on the implementation
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END
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Introduction To MA-AFAS Themes
Presented By Mick PywellBAE Systems
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The MA-AFAS Vision
Total gate-to-gate packageNear term capabilities to improve throughputLonger term capabilities to improve throughput
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DOWN STREAM CLEARANCESVERTICAL CROSSING
SIGMETIN-FLIGHT SPACING
FFAS
MAS
ASAS
IN DESCENT SPACING
GNSS APPROACH
FOG
LATERAL PASSING
The MA-AFAS Vision
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The MA-AFAS Achievement
Concentrate onWhat is most acceptable to usersWhat is most achievable in nearer term
More Autonomy is practical and WORKSGate-to-gate MA-AFAS concept is feasible
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Taxi ManagementTake-off
IN-FLIGHT SPACING
In-flight Spacing
IN DESCENT SPACING
In Descent Spacing
GNSS APPROACH
Curved Approaches
FOG
Precision Landing Lateral Passing
PASS BEHIND
VERTICAL PASSING
Vertical Passing
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MA-AFAS Developed Themes
Enhanced Surveillance and Separation Assurance Cockpit Display of Traffic Information (CDTI) Airborne Separation Assurance System (ASAS)
4D Flight Path Generation and Guidance Global Navigation Satellite System - Approaches and DeparturesTaxiway Management Airline Operation Centre Fleet Management Data link Communications
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Questions and Answers
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Tuesday 24th June - PM
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Taxi Management
Presented byMirsad Delic
EuroTelematik AGMA-AFAS Taxi Management Theme Leader
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Taxi Management
Challenges
Solutions
Realised MA-AFAS FunctionsMap DisplaySurveillance & Conflict DetectionGround CDTIDisplay of Taxiroute and Clearances
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Taxi ManagementChallenges
CapacityCurrent ground handling inadequate for growing trafficExtensive workload for controllers and flight crewAdverse weather conditions decrease capacity significantlyNon-adherence to instructions
SafetyCause for incidents: Disorientation, Misunderstanding, MisinterpretationResults: Runway Incursions, Unauthorised Take-OffProminent accidents (fatal): Tenerife ('77) , Atlanta ('90), Taipei ('00), Milan ('01)Prominent incidents (near-collision): Chicago ('99), New York ('99)
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Taxi ManagementSolutions
Increased Situation AwarenessAirport Map DisplayGround CDTI
Use of Digital Datalink instead of VoiceCPDLC for Ground OperationsDisplay of Taxi Route and Taxi Clearances
Use of Airport Map Databases according to ED-99
Surveillance and WarningRunway AlertRunway Incursion
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Taxi ManagementMap Display
Featuring :Runways & TaxiwaysParking Positions & GatesIntersections & StopbarsBuildings & ApronsTraffic ObjectsOwn Aircraft symbolDesignators for Traffic & Airport Objects
Presentation :Clear, ComprehensibleThree Display ModesSeveral Display RangesText line for CPDLC messages
Creation of airport maps via Map Creation Tool : EGDM, LIRA, EDVE & EDDF
HMI document : contribution to taxi related part
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Taxi ManagementSurveillance Functions
• Advisory on :– Runway Alert : When entering the area in front of a Runway (= holding
box) ==> two different warning messages according to clearance of runway
– Runway Incursion : Ownship is situated on runway and another aircraft or ground vehicle enters the same runway => several warning levels and messages according to distance, speed and heading oftraffic objects
• Independent Operation :– No Ground Systems needed
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Taxi ManagementGround CDTI
ADS-B and / or TIS-BSituation Awareness onlySeveral Manual and Automatic Decluttering Options Three different symbols for :
Aircraft with heading informationAircraft without heading informationGround Vehicles
Aircrafts with heading information are displayed with a label containing information about plane : ID, ground speed, altitude, …
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Taxi ManagementDisplay of Taxiroute
• ATC composes Taxi Messages by selecting airport segments (taxiways, etc.) on Taxi Tool screen
• Taxi Messages :– Clearances– Taxi Route Instructions– Message is displayed
textually– Taxi Route is calculated by
analysing CPDLC message
• Taxi Route :- Cleared and uncleared part- Display of stopbar in front
of uncleared runway
• Definition of set of taxi related CPDLC messages
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Communications- an Enabler for MA-AFAS Applications
FREQUENTIS
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Contents
MA-AFAS Operational CommunicationsAirborne MA-AFAS Communications ArchitectureMA-AFAS Communications OptionsCommunications Environment for MA-AFAS ValidationCommunications ChallengesMA-AFAS Validation - Ground AchievementsLessons LearnedTypical Ground Communications EnvironmentTAT- Flexible Platform For CPDLC And TAXI ManagementConclusions
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MA-AFAS Operational Communications
MA-AFAS Operational Concept (OC) is enabled by CommunicationsMA-AFAS Themes (CDTI/ASAS, PA, AOC, TAXI, 4D) require
Voice communications
Broadcast data link (ADS-B, TIS-B)
Point-to-point data link (AOC, CPDLC)
MA-AFAS OC is open for different technological DL options!
Data LinkVoice
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Airborne MA-AFAS Communications Architecture
Legacy voice radio system For ATC voice communicationsFor MA-AFAS in-flight service communications
MA-AFAS Flight Management System (FMS) Hosts operational DL applications
Airborne applications must be interoperable with peer ground applications
MA-AFAS Communications Management Unit (CMU) Supports DL communications services
Airborne system must be able to communicate with all involved ground systems
VDL transceiver Provides VDL functionality
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MA-AFAS Communications Options
Initial intentionsUse legacy R/T system for voice communications Use VDL Mode 4 for broadcast (non-ATN ) communications Use VDL Mode 2 for ATN point-to-point data link communications
Options for SATCOM, VDL Mode 3 data links
Final statusLegacy R/T system used for voice communications √VDL Mode 4 used for broadcast (non-ATN ) communications √VDL Mode 4 used for ATN point-to-point data link communications!
VDL Mode 2 ground support was not available when and where required for MA-AFAS validation!
30
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Communications Environment for MA-AFAS Validation
Multiple ground facilities at different locations
Ground-ground communications required for simulationsGround-ground and real air-ground communications required for system integration and flight trialsCommunications interoperability required
Between MA-AFAS avionics (CMU) and all involved ground systems
QinetiQ FS
DLR FS
BAC 1-11 A/C
DLR ATTAS A/C
DLR A-SMGCS
DLR TAXI EEC
ESCAPE
AMS MEDUP
MEDUPGS
DLRGS
BoscombeGS
ASX/ BLISConverter
G/G BIS
A/G BIS
IHTPAGP
LANs/ WANs(ISDN, X.25, NUP, MEDUP)
??
?
??
?
??
?
?
?
?
?
?
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Communications Challenges
Unclear, which communications services and interfaces are already available at involved validation platformsUnclear, which additional MA-AFAS-specific communications functions and facilities are required and where to place themUnclear architecture of involved VDL Ground StationsNeed to select cost-effective inter-facility data solution
Answer to the challenges: iterative co-ordination activities to achieve stable ground architecture!
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MA-AFAS Validation -Ground Achievements
All architectural issues could be resolvedIHTP-based ATN End System and A/G router were specified and builtRequired supporting components have been designed and built Two VDL4 ground stations were built for MA-AFAS
Architecture was harmonized for all MA-AFAS trial environments Nearly the same communications architecture was used in BoscombeDown, Braunschweig and Rome
Cost-efficient inter-facility data communications solutionIP over ISDN for both ATN and broadcast communications
TAT (Taxi and ATM Tool) has been developed and implementedComprising an ATN End System, CPDLC server and user HMI
The “common situational awareness” of involved Partners was increased!
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Lessons Learned
Modifications of existing ground communications facilities were required
ESCAPE, MEDUP, A-SMGCS...Some MA-AFAS-specific communications components had to be added to the architecture
ASTERIX converters, ATN G/G- and A/G routers, TAXI HMI Server…Cost-complexity tradeoffs had significant impact onto ground communications architecture
In particular “shifting” of communications functions between physical locations
Real-time air-ground DL communications were required by MA-AFAS Partners in support of MA-AFAS integration
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Typical Ground Communications Environment
Ground HMIs/CWPsApplication ServersCommunications End SystemsRoutersProtocol ConvertersGround Station
LANs and WANs
Voice Communications
PSTN
ISDN
Radio tower
ESCAPE CWP
Router
DLRA-SMGCS
VDL4 Radio
A/G BIS TAT Server BAGS
VDL4 GS ATN ES
Router
ESCAPECOM Server
Telephone
Telephone
G/G BIS
TAT HMI
ESCAPEAPPL Server(s)
Radio tower
Voice Radio
IHTP
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TAT- Flexible Platform For CPDLC And TAXI Management
MA-AFAS Development: TAT - Taxi and ATM Tool
FREQUENTIS Power-panelBAES IHTP PC
HMI for En-route CPDLCHMI for TAXI ManagementCPDLC application serverATN End SystemA/G ATN router
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Conclusions
MA-AFAS Operational Concept and user’s applications are enabledby Communications
Air-ground interoperability was required and achieved at both application and communications level!
Initial difficulties with communications architecture, but finallyAll architectural communication issues could be resolvedHarmonized architecture was used in all flight trial environmentsEfficient IP over ISDN solution was used for inter-facility data link Taxi and ATM Tool has been developed
Thanks to all MA-AFAS Partners involved with communications!
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CDTI / ASAS
Presented By Mick PywellBAE Systems
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CDTI
Cockpit Display of Traffic InformationImproved situational awarenessIn air and on groundFilters to reduce clutter
Speed, altitude, codePoint-and-click target selection
or locate target from IDUses fused ADS-B and/or TIS-B broadcasts
IDRelative Altitude
Speed
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ASAS
Longitudinal spacing(same for Level Flight and In Descent)
Remain behindMerge behindChange spacing
Lateral spacingPass behindResume when clear
Vertical passingPass belowResume Descent
35
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STEP 1Target Selection
Point-and-click on Nav DisplayID entry on MCDUID uplink with CPDLC
Non-selected Traffic
Selected Target
CPDLC: (loaded automatically into MFMS)Select target <BICCA CODE>R/T:“Select target <BICCA CODE>, position target”
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STEP 2Remain Behind
Remain behind
Spacing isachieved bycontroller givingprior speedinstruction
Heading thenremain behind
CPDLC: (loaded automatically into MFMS){Heading H then} Remain behind {to be S behind | to be at least S behind} {clearance limit L}R/T:“Heading instruction, then behind target, remain (at least) X Nm behind”
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STEP 2Merge Behind
Merge behind atWPT
Heading thenmerge behind atWPT
WPT WPT
CPDLC: (loaded automatically into MFMS){Heading H then} Merge Behind At WPT {to be S behind | to be at least S behind} {clearance limit L}R/T:“Heading instruction, then behind target, remain (at least) X Nm behind”
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STEP 2Pass Behind
Pass behind to WPT
WPT
Closest point ofapproach
CPDLC: (loaded automatically into MFMS)Pass behind {with spacing S} then resume to WPTR/T:“Behind target, pass {S Nm} behind then resume to WPT”
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Trials System Architecture
Presented By Mick PywellBAE Systems
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Trials System Overview
GroundTest Platform
VDL4GroundStation
ATNComms
BroadcastComms
AOCGroundPlatform
TrafficGenerator
DataLogging& Replay
BroadcastAir-Ground
Server
OptionalGROUND SYSTEMASTERIX
INTERFACE
ADS-BTIS-B
(ESCAPE)(A-SMGCS)(MEDUP)
FIS-BGenerator
Taxi/ATCTool
BAE SystemsAirtel Frequentis Galileo Saab Skysoft BAES+TEAM
Aircraft 2
VDL4Transponder
MA-AFASComms
ManagementUnit
MA-AFASFlight
ManagementUnit
Autopilot
Displays
Test Platform
TrafficGenerator
SupportServices
DataLogging& Replay
Aircraft 1
VDL4Transponder
MA-AFASComms
ManagementUnit
MA-AFASFlight
ManagementUnit
Autopilot
Displays
Test Platform
TrafficGenerator
SupportServices
DataLogging& Replay
Aircraft 1
VDL4Transponder
MA-AFASComms
ManagementUnit
MA-AFASFlight
ManagementUnit
Autopilot
Displays
Test Platform
TrafficGenerator
SupportServices
DataLogging& Replay
EthernetTestLink
AMS(UK)
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MA-AFAS Avionics Package : Prototype Trials Unit
COTS VME RackPowerPCs, Hard Disk, ARINC 429, Ethernet, etc.
ARINC 653 MiddlewareDatabases
ARINC 424 Nav DBTaxi MapsMeteo DBSurveillance DB
Interfaces for 2 differenttrials aircraft
QinetiQ BAC 1-11DLR ATTAS VFW 614
Aircraft SystemsGNSS Navigation-Landing Units - GBAS + SBAS + GPSAutopilot, DCP, IRS, ADC, Aural Warning
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Trials Prototype Avionics
SBAS
GBAS
NavDisplay
CursorControlDevice
MCDU
Autopilot
ADC
IRS
Intercom(Aural Warnings)
DisplayControlPanel
MA-AFASFMS
MA-AFASCMU
1-11only
ATTASonly Both
VDL4Transponder
GPS
Trials SupportPC
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MA-AFAS Avionics Package :Trials Equipment
MCDUCMC Inc. flight certified unitARINC 739 standard
Navigation Display UnitExperimental aircraft displaysVarious RGB
VDL Mode 4 - Saab-Transponder TechSame VHF channel used for all broadcast and point-to-pointFrame Mode SNDCF developed for point-to-point
Trials Support PCBAES In-House Test Platform
Data loggingDisplay repeaterBack-up comms functionsBack-up traffic generator
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MA-AFAS Trials
Richard Espin QinetiQ, Bedford, UK
Leader of WP3 - Validation
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Overview of Trials Presentations
MA-AFAS Validation Sites
Boscombe Down, UKAutomatic Partial Delegation - Fully Coupled, (Taxi)
Amsterdam, NetherlandsManual Partial Delegation - Airline Pilot Assessment
Braunschweig, GermanyTAXI, (ASAS, AOC) - A-SMGCS
Rome, ItalyGate-to-Gate - with shadow ATC System
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Boscombe Objectives
Ground testingIntegration and testing of Partner ModulesVerification of System PerformanceFeedback to System Design
Flight testingExercise functions in flightPrepare for Rome flight trials
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Integration and Verification Schedule
ID Task Name1 Boscombe Validation Activities
2 Build C delivery
3 Integration and ground test
4 Build C3 (C+) delivery
5 Build C4 delivery
6 Build C4+ delivery
7 Christmas holiday
8 Build C5 delivery
9 Build C5 flight
10 Build D1 delivery
11 Integration and ground test
12 Build D1+ delivery
13 D1+ integration and ground test
14 Build D2 delivery
15 Intergation and test
16 D2 Flight
17 Build D3 delivery
18 Integration and test
14/10
04/11
25/11
06/12
06/01
14/01
20/01
24/01
03/02
07/02
1
19/08 16/09 14/10 11/11 09/12 06/01 03/02September November January
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Laboratory Test Facilities
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Laboratory Test Facilities (2)
MA-AFAS AVIONICS PACKAGE
CMU
IHTP
NAV Display,
CDU and CCD
Aircraft Model
Aircraft Autopilot
VDL mode 4
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Flight Test Facilities
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Aircraft System
Cabin
Cockpit
Nav Display
(ND)
Cursor Control Device (trackball)
Multi-function Control and Display Unit
(MCDU)
FMU
Flight Management
Unit
CMU
Communications Management
Unit
VDL mode 4 Datalink
IHTP with Delegated Manoeuvres
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Flight Test Route
KATE
DM005
A
B
C
G
J K
Inbound
OutboundPass Behind
H
D
E
F
AGIBS
Z
MS
T
R Q
X
Y
Merge
P
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Ground Facilities
Precision Approach and Departure Ground Platform
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Precision Departure
PRICE
INGLWOLF
ESPIN
TD05D127
D126
D128
D125
TOD
BDN
KATE
B1
B3
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Curved Departure Performance
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MA-AFAS Equipment
Cabin Installation
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Pilot’s View
Cockpit Displays
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Boscombe Flight Results (1)
4D Navigation
• Position Fixing - SBAS accuracyLateral: Mean = 1.32 metres SD = 0.66 metresVertical: Mean = -0.86 metres SD = 2.53 metres
• Flight Technical ErrorLateral: Mean = 110 metres (0.06 nm)
SD = 100 metres (0.05 nm)
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Boscombe Flight Results (2)
4D Navigation (continued)
• Trajectory GenerationGood response time (1-2 seconds)Difficulty with some SIDs and STARs
(Turn Types, Altitude Constraints)Climb profile needs improvementPoor go-direct implementation
• GuidanceStable and accurate lateral, vertical and speed control
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Boscombe Flight Results (3)
HMI
• Navigation DisplayAdequate for normal operations + Partial DelegationLimited functionality (no graphical route editing)
• MCDUEOBT, ETOT re-inputNon-optimum command words (eg Load)
• Cursor Control Device Easy and effective
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Boscombe Achievements
CDTI / ASASLateral Spacing - Pass Behind Longitudinal Spacing - Merge BehindMultiple (simulated) targets
PADPrecision Departure
TaxiTaxi MapSituational Awareness
4D Trajectories
Ready for Flight Trials in Rome
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Amsterdam Flight Simulator Trials
Presented by Nico de Gelder, NLR
Nationaal Lucht- en RuimtevaartlaboratoriumNational Aerospace Laboratory NLR
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Overview
Experiment objectivesExperiment setupASAS instructionsMeasurements takenFlight simulatorResultsConclusions
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Experiment objectives
To evaluate the new ASAS functionality of the MA-AFAS system with its HMI, applying new procedures and new task distribution, in a simulated environment regarding workload, performance, situation awareness, crew decision making, crew/pilot error and pilot acceptance
Note: where the Rome flight trials are used to evaluate in the most challenging situation for the technical system, the A’dam human-in-the-loop experiment is used to evaluate in the most challenging situation for the human operator.
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Experiment setup10 crews
each consisting of a captain and a first officer2 days per crew
10 experiment flights of 45 minutes each per crew8 flights with ASAS manoeuvres2 for reference purposes
Each crew exposed to the same set of instructionsa so-called within subject experimental design
Per flight, 3 delegated ASAS manoeuvres2 x vertical crossing and/or lateral spacing 1 x merging behind (time-based)
incl. remaining behind after merge pointincl. several decelerations of target aircraft
Leading to exposure to MA-AFAS concept: 10 crews x 8 flights x 3 manoeuvres = 240 ASAS instructions10 crews x 10 flights x 45 min. = 75 hours (excl. training)
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Variations in the experiment
For each crew the same functionality was applied10 flights:
8 x ASAS flights2 x reference flights
Communication: 5 x CPDLC5 x Radio Telephony
Automation (for 8 ASAS flights only): 4 x manual control of time spacing, thru speed selections by pilot4 x automatic control of time spacing, thru speed commands generated by new Auto Pilot mode: follow mode (‘FLW mode’)
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Variations in the experiment
ASAS instructions for lateral spacing:Behind target pass behind, then resume to (…)Turn left/right heading (…) until clear of target, then resume to (…)
ASAS instructions for vertical crossing:Below target pass below, descend flight level (…)Maintain/descend flight level (…) until clear of target, then resume descent flight level (…)
ASAS instructions for merging:Merge to (…) to be (...) seconds behind targetTurn left/right heading (…) then merge to (…) to be (…) seconds behind target
Each 4 times applied so, 24 ASAS instructions per crew
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Measurements
Questionnaires:directly after an ASAS manoeuvreafter completion of each flightdebriefing questionnaire at the end of the 2-day session
Workload rating ISA, Instantaneous Self Assessment, each 2 min. Simulator data recordingsEye point of gaze provided by the eye tracker
(for subset of flights)
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Flight simulator
GRACE: Generic Research Aircraft Cockpit Environment
Nationaal Lucht- en RuimtevaartlaboratoriumNational Aerospace Laboratory NLR
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Instrument panel,glareshield and CCD
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Results
Questionnaire results:pilot acceptanceperceived pilot workload
Data recordingperformance during ASAS manoeuvres
Eye tracking data
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Pilot acceptance 1/5
2. ASAS Operations
0%
20%
40%
60%
80%
100%
Hdg_merge Merge Alt_resume Pass below Hdg_resume Pass behind
"disagree""neither""agree"
2. ASAS Operations
0%
20%
40%
60%
80%
100%
Hdg_merge Merge Alt_resume Pass below Hdg_resume Pass behind
"disagree""neither""agree"
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Pilot acceptance 2/5
3. R/T phraseology for ASAS instructions
0%
20%
40%
60%
80%
100%
Hdg_merge Merge Alt_resume Pass below Hdg_resume Pass behind
"disagree""neither""agree"
3. R/T phraseology for ASAS instructions
0%
20%
40%
60%
80%
100%
Hdg_merge Merge Alt_resume Pass below Hdg_resume Pass behind
"disagree""neither""agree"
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Pilot acceptance 3/5
4. Communication
0%
20%
40%
60%
80%
100%
R/T CPDLC
"disagree""neither""agree"
4. Communication
0%
20%
40%
60%
80%
100%
R/T CPDLC
"disagree""neither""agree"
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Pilot acceptance 4/5
5. Speed control
0%
20%
40%
60%
80%
100%
no FLW mode FLW mode
"disagree""neither""agree"
5. Speed control
0%
20%
40%
60%
80%
100%
no FLW mode FLW mode
"disagree""neither""agree"
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Pilot acceptance 5/5
"Was the flight you performed overall acceptable?"
0%
20%
40%
60%
80%
100%
R/T DL R/T - ref DL - ref
perc
enta
ge o
f pilo
t res
pons
es
"disagree""neither""agree"
"Was the flight you performed overall acceptable?"
0%
20%
40%
60%
80%
100%
R/T DL R/T - ref DL - ref
perc
enta
ge o
f pilo
t res
pons
es
"disagree""neither""agree"
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Perceived pilot workload
Rating Scale Mental Effortscale 0 to 150higher values indicate higher perceived mental effort
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Perceived pilot workload
0
20
40
60
80
R/T DL R/T - ref DL - ref
RS
ME
Sco
re (0
-150
)
PRETTY EFFORTFUL
RATHEREFFORTFUL
SOMEWHAT EFFORTFUL
A BITEFFORTFUL
HARDLY EFFORTFUL
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Performance dataLateral spacing
8Nm
Pass behind, 8nm
Events Task=1 Event=0
0:00:00-0:02:00 0:02:00
[Nm]Distance to target
20.00
5.00
8Nm
Pass behind, 8nm
Events Task=1 Event=0
0:00:00-0:02:00 0:02:00
[Nm]Distance to target
20.00
5.00
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Performance dataVertical crossing
Continue descent
Altitude differencewith target[]
Events Event=5
0:00:00-0:01:00 0:01:00
4000.00
-2000.00
Continue descent
Altitude differencewith target[]
Events Event=5
0:00:00-0:01:00 0:01:00
4000.00
-2000.00
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Performance dataMerging behind
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Conclusions
ON WORKLOAD AND ACCEPTANCEPilot acceptance on ASAS spacing operations in general high
only “pass below” manoeuvres are not appreciatedlateral spacing manoeuvres are less appreciated during descent
ASAS instruction set should be reducedchange “… until clear of target” into “pass …” type instructions
ASAS phraseology should be simplifiedinstructions with three elements should be limited
HMI well appreciated, especially interactive HMI with CCD, butalerting should be improved“resume” functionality should be removedturn-in point information for “heading then merge” should be improvedspacing deviation trend vector should be improved
Below FL100 (TMA), required flight deck inputs should be limited
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Conclusions
ON WORKLOAD AND ACCEPTANCEAdditional task for the flight crew increases workload
mainly due to monitoring sub-taskCPDLC is the preferred communication method
related to complexity / length of ASAS instructionsbut CPDLC is not a requirement to make ASAS spacing happen
Time spacing control - thru AP/AT speed commands -seems not required, but is desirablecontrol law needs improvement
Merge/remain operations should be further investigateddifferent types of arrival energy management issuesituations in which attention is partly distracted: e.g. problems in cabin, comm with company, system failures, bad weather workload issuemultiple aircraft in a ‘train’ stability issue
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ConclusionsON PERFORMANCE
Lateral spacingone case of spacing violation observed (out of 80 manoeuvres)“pass behind” manoeuvres are executed more efficiently than the “heading until clear of target”
Vertical crossingno spacing violation for “altitude until clear of target” (out of 40) two cases for “pass below” (out of 40)“pass below” manoeuvres sometimes require high rate of descent, close to a/c capabilities safety issue
Merge behind“heading then merge” manoeuvres provide better accuracy overhead the merging point compared to the “merge” manoeuvres without an initial heading (note that the scenarios had quite some influence)accuracy of following a target a/c, up to final approach, is highaccuracy is high for both manual and automatic speed control
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Braunschweig Flight and Taxi Trialswith ATTAS (VFW 614)
Bernhard Czerlitzki DLR Braunschweig, Germany
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BraunschweigFlight and Taxi Trials
OVERVIEW
Test configuration with ATTASTaxi ScenariosFlight ScenariosAOCResultsConclusions
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ATTAS andExperimental Cockpit
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Taxi TrialsBraunschweig Airport
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Simulation Ground Infrastructure at DLR
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Taxi TrialsATTAS Front Cockpit - Pilot’s View
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Braunschweig – Taxi TrialsGround Systems
ATC: Supervisor of the experiment
Shadow ATC
Datalink via VDL-4
R/T CommunicationATC to aircraft
Communication by telephoneATC to Shadow ATC
Ground Traffic / CPDLC
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Braunschweig – Schedule ofTaxi Activities
14 May 2003 (PM)initial taxi test:TT-2: DLR Apron – F – A – RWY26 – D – C – F – DLR Apron15 May 2003 (AM)Taxi trials TT-1: DLR Apron – F – C – D – RWY08 – B – C – Tower ApronTT-3: Tower Apron – C – A – RWY26 – D – C – Tower ApronTT-4: Tower Apron – C – D – RWY08 – B – F – DLR Apron15 May 2003 (PM)TT-1, TT-2, TT-3, TT-416 May 2003 (AM)Runway alert, runway incursion, using DLR’s test van equippedwith a VDL-4 transponder as 2nd vehicle
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Taxi TrialsBraunschweig Scenario
TT-4: Tower Apron – C – D – RWY08 – B – F – DLR Apron
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Braunschweig – Taxi Trials ProcedureDate S tart T ime End T ime
T ower Aircraft CW P Controller
via voice Controller via Contact M an
A/C via voice
A/C via Data L ink
A/C action CW P via Data L ink
1 B efore take off procedure 1.1 Request Start up for Test Run w ithin 15
minutes.
1.2 Start up engine W IL CO Start Up 1.3 Request
Departure
1.4 Departure Clearance 1.5 W IL CO 1.6 Request Start
UP
1.7 C leared Start U P 1.8 W IL CO 1.9 Ready for Test Run 1.10 Following Data Link
Instructions W IL CO Request Taxi
1.11 C leared taxi Cleared taxi 1.13 C leared Taxi to
RW Y08 via T 2d 1.12 W IL CO Start taxiing 1.14 Ready for
TK O F
1.15 C leared enter R W Y Cleared enter RW Y
1.16 C leared Line Up 1.17 W IL CO Entering RW Y 1.18 C leared TK O F 1.19 W IL CO Continue T axi on
RW Y
2 After Landing Procedure 2.1 C leared Taxi to DLR Cleared T axi to
DLR
2.2 C leared Taxi to DLR via. T 2n
2.3 W IL CO Continue taxi to DL R
2.4 2.5 End of T est Run End of T est R un
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Braunschweig - Flight TrialsFlight Test Route
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Braunschweig – Flight TrialsATTAS Exp. Cockpit - Pilot’s View
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Braunschweig – Flight TrialsOnboard Structure
VDL4Transponder
MCDU
Switch129.247.41.xxx
IHTP129.247.41.203
Switch129.247.58.xxx
EXEC129.247.41.14
E-COCKNAV-Display
SGI-AHMIY129.247.58.13
SGI-AHMIZ129.247.58.14
129.247.58.33FMS (BIT)
129.247.41.206
Ecock Terminal-Computer129.247.33.61
SBAS
alte
rnat
ivel
y
TouchPad
HU
B CMU129.247.41.202
FMU129.247.41.201
AR
INC
Display
Display
Black Box
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Braunschweig – Schedule ofFlight Activities
20 May 2003 (PM)FT-1: Initial CPDLC tests, pass behind, remain behind22 May 2003 (PM)FT-2: P2P comm with AOC, pass behind, remain behind23 May 2003 (AM)FT-3: Merge behindFT-4: Merge behind26 May 2003 (AM/PM)FT-5: ADS-B communications range testing FT-6: Merge behindFT-7: Merge behind with heading27 May 2003 (AM/PM)FT-8: Merge behind with heading, Merge behindFT-9: Merge behind with heading, Merge behind
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Braunschweig – Flight Trials Flight Scenario
GRAPHIC TBD.
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Braunschweig – Flight TrialsMerge Behind with Heading
Video of Merge Behind with Heading (~60 sec)
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AOC Functionality (1)
Flight Plan (Enroute WPs, cruise altitude, Departure & Destination Airport, Flight-ID):- The pilot receives a message on the MCDU- He can view the flight plan and load it into the systemLoad Sheet- Zero fuel Weight- Amount of Fuel- No. of passengersThe pilot has to acknowledge the load sheet, then it is loaded into the system.Slot Allocation- Estimated block off time- Calculated Take Off Time- Free TextPilot acknowledgement, data are loaded into the system
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AOC Functionality (2)
OOOI-Report- Departure Airport- Take Off Time- On message (destination, planned time for landing)Flight Progress Reports (update every n seconds)- current position and time- flight level- 4D position of next WP- current ground speed- fuel quantity- destination4D Trajectory
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Braunschweig – Taxi Results
Operational Procedures- Pilot in command was taxiing- Co-pilot was observing the display and managing the data link
communicationPilot comments- Easy use of the system- No possibility to review the sent / received CPDLC messages- Taxi map shows too many details outside of the airport- The display of the taxi route on the NavD needs to be improved- Incoming messages on the MCDU/ND; an audio indicationwould be advantageousSituation Awareness Benefits and pilot workload
- not assessed (simple airport layout, good weather conditionsduring the taxi trials)
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Braunschweig – Flight Results
4D Navigation
Trajectory Generation- Short response times (~ 1 sec.)- TOC/TOD computation not accurate enough- ‘Go direct’ implementation needs improvement
Guidance- Lateral, vertical and speed control works accurate- Time based guidance not tested at Braunschweig
CDTI / ASAS Partial Delegation- Easy use of target identification and selection- Difficulty to judge severity of conflict (e.g. trend vector
for target and own ship)
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Braunschweig – Flight Results
HMI
Navigation Display- Adequate for normal operations and Partial Delegation- Bad readability of the menue on the display
MCDU- Adequate for normal operations and Partial Delegation- Wording of some of the command words should be modified
(e.g. load)- History function for CPDLC messages is missing
Cursor Control Device (Touch Pad)- Easy use (under good weather conditions !)
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Braunschweig – Conclusions (1)Achievements
VDL-4 Datalink- ADS-B, TIS-B, CPDLCTaxi Management- Map Display, uplink of taxi routes, CPDLC messages- Runway alert, runway incursionCDTI / ASAS Partial DelegationPass Behind, Remain BehindMerge Behind, Merge Behind with HeadingAOC Functionality- Flight plan, load sheet, slot allocation, trajectory, OOOI, meteoSuccessful preparation and execution of the Braunschweig trials- good support from partners, quick response- motivated teams - co-operation between partners was excellent
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Rome Flight Trials
Reg Harlow QinetiQ, Bedford, UK
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Rome Flight Trials
Live Target Aircraft - at same Flight Level
BAC 1-11 ATTAS (VFW 614)
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Rome Flight Trials
OVERVIEW
Available Functionality
Flight Scenarios
Schedule of Activities
Trials Procedure
Flight Results
Conclusions
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Rome - Available Functionality (1)
BAC 1-11MA-AFAS FMS System + VDL4CDTI / ASAS - Pass Behind, Merge Behind (Distance)Taxi Map4D Navigation + HMI
ATTAS (Target)MA-AFAS FMS System + VDL44D Navigation + HMI
Gate-to-Gate Operation with priority on CDTI / ASAS
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Rome - Available Functionality (2)
• Ground Systems
– Shadow ATC FacilityRadar Display
– VDL4 Ground StationADS (B)
– R/T CommsATC to A/CShadow ATC to A/C
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Rome - Flight Scenarios (1)
SIDR/W 15
CiampinoOST
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Rome - Flight Scenarios (2)
TrialsArea
KeyOrange line = ATTAS
Blue line = BAC1-11
P1 = pass behind
P2 = pass behind
MMP = merge point
OSTOST
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Rome - Flight Scenarios (3)
STARR/W 15
X Ciampino
O
O
O
O
OOST
CMP
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Rome - Schedule of Activities (1)
Monday 24 March, 2003AM
BAC 1-11 and ATTAS Transit to CiampinoADS (B) check in TMA
PMBriefing on planned activities and timingsLiaison and briefing between aircrews and ATC
Operational and Safety IssuesSystem problem fixing
ADS (B) ground speed / track displayShadow ATC facilitiesVDL4
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Rome - Schedule of Activities (2)
Tuesday 25 March• AM - Assessment Flight 1• PM - Assessment Flight 2
Wednesday 26 March• AM - Assessment Flight 3• PM - Assessment Flight 4
Thursday 27 March• VDL 4 ground testing + Merge Behind software mods.
Friday 28 March• AM - Assessment Flight 5• PM - Transit to Braunschweig / Boscombe
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Rome - Trials Procedure (1)
Pass Behind Dialogue
• On leg before conflictController: “Select target AAEEH”Pilot: “Selecting target AAEEH”
• After identification on Nav DisplayPilot: “Target AAEEH identified, 3 o’clock, 25nm”Controller: “Behind target, pass 6nm behind then resume to B3”Pilot: “Passing 6nm behind target, then will resume to B3”
• When clear of targetPilot: “Resuming to B3”
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Rome - Trials Procedure (2)
Merge Behind Dialogue
• On leg before MergeController: “Select target AAEEH”Pilot: “Selecting target AAEEH”
• After identification on NDPilot: “Target AAEEH identified, 1 o’clock, 25nm”Controller: “Behind target, merge to MMP to be 15nm behind”Pilot: “Merging behind target to MMP to be 15nm behind”
• On reaching MMPPilot: “At MMP, maintaining 15nm behind target”
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Rome - Trials Procedure (3)
Replay of Actual Tracks flown- Wednesday 26th March (AM)
Replay not available on CD
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Rome - Flight Results (1)
CDTI / ASAS Partial Delegation
• CDTIAlmost continuous target displayEasy target identification and selectionSimple monitoring task during manoeuvres
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Rome - Flight Results (2)
CDTI / ASAS Partial Delegation (continued)
• Merge Behind
Simple, straight-forward event for pilots + controllers
Demanded spacing rarely achieved (software fault)Voice instruction could be simplifiedDisplay improvements required
– show speed demand before activation– show closure rate is adequate
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Rome - Flight Results (3)
CDTI / ASAS Partial Delegation (continued)
• Pass Behind
Simple, straight-forward event for pilots + controllers
Adequate accuracy of meeting required spacingSimple spacing monitoring task (ATC + Aircrew)Earlier resume to waypoint would be preferredVoice instruction could be simplifiedDifficult to judge severity of conflict prior to
trajectory generation
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Rome - Flight Results (4)
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Rome - Flight Results (5)
Lateral Deviations during Pass Behind 1
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Rome - Flight Results (6)
Lateral Deviations during Pass Behind 2
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Rome - Flight Results (7)
Video of Pass Behind as seen by Controller and by PilotClick within the ATC Pass Behind window to view the video
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Rome - Conclusions
Achievements
• Pass Behind with live aircraft - WORLD FIRST
• Partial Delegation (Pass behind, Merge Behind)Simple, straight-forward events for pilots + controllersCan be treated as standard ATC instructions
• Highly successful trials planning and executionExcellent co-operation between partnersRapid response to unexpected eventsHighly motivated and dedicated teams
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Wednesday 25th June - AM
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MA-AFAS Theoretical Cost Benefit Analysis
Presented By BAE SYSTEMSC D Goodchild
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Overview of Presentation
ObjectiveMA-AFAS Cost Benefit AnalysisDefinitionQuantification Route Structure
Cost Benefit ModelModel StructureStatusPreliminary Results
ConclusionsFuture workMetrics for future revenue trials
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MA-AFAS Cost Benefit Analysis
WP 4.3.1 - Definition of metrics to be used in Cost Benefit analysis (based on those identified by C/AFT, TORCH and Airbus
WP 4.3.1 - Means of collecting and analysing data to be identified or developed
WP 4.3.2 Theoretical Cost Benefit analysis
WP 4.3.2 Presentation of Cost Benefit to User Forum
WP 4.3.3 - Identify which metrics will be used in Cost Benefit trials on revenue aircraft
ATM functionalities from avionics package
Operational scenarios used in simulator/flight trials
Survey of user priorities
AFAS Benefits, Figures and Metrics for Operational Assessment
Expert Opinion -avionics providers, ATS providers, airlines and regulatory bodies Future
ProgrammesCost Benefit Analysis
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Cost Benefits Analysis Definition
Compatible with AFAS
Efficiency
Delays
Capacity
Model RestrictionsPrimarily targeted towards is there a direct benefit for the operatorAOC not included as potential revenue stream
Efficiency = Reference Flight / Actual Flight (%) (Time; Fuel)
Arrival Delay = Actual Arrival Time - Scheduled Arrival Time (min)
Through-putTMA through-put = Number of aircraft, that can be accommodated in a
given time period by the Terminal Area
En Route through-put = Number of aircraft , that can be accommodated in a typical sector
Delay
Efficiency
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Quantification of Metrics
Metrics Efficiency Delay TMA Throughput En Route Throughput
Notes
Functions Level Flight Spacing X N/ALateral Passing N/ALateral Crossing X XIn Descent Spacing N/AEnhanced Successive Visual Approaches N/A
Taxi Map X X X X EnablerTaxi CDTI X X X X Safety onlyTaxi Route N/ATaxi Guidance X X N/AVertical Crossing X XFull Autonomous (Free Flight) X
Low Visibility Landing & Taxi Guidance X
AOC X X X X Large Indirect Benefit of Datalink
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Route StructureRoutes
AirportsOSL, ARN, CPH, HELCDG, FRAMAD, BCN, LTNROM, PMI, AGP
Operators considered on routes
Air FranceLufthansaSASIberiaEasyjetSpanairFinnairAlitalia
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Level 0 Cost Benefit Model
AirlineOperating
Costs
DelayCosts
GroundSurveillance
BenefitsAirportATC
Revenue
CostBenefit
IRR/NPV/Payback
EquippageCosts
Route StructureCapacity ProjectionsAircraft TypeAircraft ModelDelay/Flight
Functions:SMGCS, ASAS, AOC
EfficiencyDelayThroughput
AirborneSurveillance
Benefits
Functions:Level Flight SpacingIndescent SpacingLateral CrossingVertical CrossingFree FlightTaxi Management/Guidance
EfficiencyDelayThroughputRevenue
EmissionsCO & NOX
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Financial Terms
NPV - Net Present Value.The net value of the investment benefits
costs presented at current pricesA positive NPV means that the investment will give a benefitFor the analysis discount rates of 10%, 12% and 15% have been used
IRR - Internal Rate of ReturnMeasure of the equivalent investment return that the investment hasThe larger the IRR the more viable the investment
Paybackthe break-even point of the investment.
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Model Status
Model Structure includesLevel 0 & 1 framework covering the ASAS Package 1/2 manoeuvre functions
Benefit analysis Concentrated on benefits to operatorInitial analysis also conducted on the airports and ACC’sResults have been scaled up for EuropeVDL4 default datalink
Information requested from operatorsInformation received from Luftanhsa and Easy jetInformation has been incorporated into the model
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Cost BenefitScaled up to all Core Europe flights
-2,000
0
2,000
4,000
6,000
8,000
10,000
2008
2010
2012
2014
2016
2018
2020
Years
mEu
ro Cumulative BenefitTotal Cost Benefit
Cost BenefitScaled up to all Core Europe flights
-2,000
0
2,000
4,000
6,000
8,000
10,000
2008
2010
2012
2014
2016
2018
2020
Years
mEu
ro Cumulative BenefitTotal Cost Benefit
Results from Model - Operators Cost Savings
Core EuropeVariation in planned capacity & traffic growth
InputsPlanned Capacity increase 3%/yearTraffic Growth 3.5% per annumResults
NPV @ 12% 1655mEuroIRR 49%Payback 6 years
InputsPlanned Capacity increase 3%/yearTraffic Growth 4.1% per annumResults
NPV @ 12% 2200mEuroIRR 55%Payback 6 years
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Results from Model - Ground Case Cost Savings
Very preliminary cost assessment made
NetworkAirportACC
Cash flow split needs to be sorted outCharge for use of datalink
-400.00
-200.00
0.00
200.00
400.00
600.00
800.00
1000.00
1200.00
1400.00
2005
2007
2009
2011
2013
2015
2017
2019
2021
Cumulativecost
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Environmental Benefits
EnvironmentalAn initial estimate was conducted to ascertain any potential environmental impact:
More efficient route structuresLess in flight in-efficiencyLeading to potential emissions savings
NOX Emission Benefits
0.0
50.0
100.0
150.0
200.0
250.0
2008
2010
2012
2014
2016
2018
2020
Years
Tonn
es N
Ox/
year
NOX Phase 1 Saving NOX Phase 2 Sav ing
CO Emissions Benefit
0.0
50.0
100.0
150.0
200.0
250.0
300.0
350.0
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
Ye ars
tonn
es C
O/y
ear
CO Phase 1 Saving CO Phase 2 Saving
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Safety Benefits
Safety CaseThis has been based upon the route structure that was implementedThe accumulated saving in fatal accidents due to introduction of ADS-B was calculated to beFatal Accidents
>15 million EurosNon Fatal accidents
> 2 million EurosImplementation date to 2020
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Sensitivity AnalysisOperator Benefit
Example of sensitivity analysis conductedBase value of NPV for this example is €1,804million
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Scenario AnalysisOperator Benefit
Example of scenario analysis that can be conducted
Baseline NPV €1,804million 40% probabilityExpected value €1,70180% probability Expected Value €1,500Framework is in place to allow scenario analysis of different data links
no real data to date
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Results for Route Structureimplemented
Example of OperatorBenefits assessed for 8 routes
20% of single aisle flightsBut costs are based on equipping all 140 aircraftEven with this restricted study of benefits, yields a positive return
SolutionExpand route structure or can the proportion of the fleet equipped be reducedIncrease aircraft variants to be upgradedEquip aircraft fasterProvide further incentives for operator
Route Structure CBA ResultsAll fleet equipped
-200.00
-150.00
-100.00
-50.00
0.00
50.00
100.00
150.00
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
mEu
ro
-800.00
-600.00
-400.00
-200.00
0.00
200.00
400.00
600.00
800.00 SMGCS
Ph 2 Delay CostSavingsPh 2 Operating CostSavingsPh 1 Delay CostSavingsPh 1 Operating CostSavingsEVSA Benefit
TMA Benefit
Overall Cost Benefit
Cumulative Benefit
Some Operators on route structure benefit more than others:
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Conclusions
ResultsPreliminary results shows there is a positive business case with the correct implementation of route and fleet mix
Model very sensitive to planned capacity and traffic growth forecastsPayback is likely to be too long
– Economic incentives may be requiredThe model will be sensitive to datalink charges for the new functionality.
– Business case for the ground and the air needs to be balanced.
– Framework in place to investigate this in the model
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Conclusions
Model LimitationsPlanned capacity and traffic growth is assumed constant for whole of route structureQuantified data from revenue trials is essential to prove the Cost Benefit CaseEquipment fit for all aircraft is same value
Architecture analysis is required to determine the sensitivity of this value:RetrofitNew buildAircraft variants
Airport capacity restrictions not fully accounted forModel does not fully account for other benefits that will be introduced by other efficiency benefits
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Comparison with other StudiesNPV IRR Payback
Costs and benefits of ADS basedon operational studies75% equipage TMA
7 to 11 years
Helios CBA Phase 1 October 2002Package 1 ASPackage 2
2010-2020>€1460million>€9.2 billion
MA-AFAS CBAASAS Pk 1 & 2 - Operators
2008-2020€1804 million
2010-2020€2496 million
>40% 6 to 7 years
Direct comparison not possible as:Different financial periods and potentially discount rates used for NPV calculationsDifferent criteria
MA-AFAS has concentrated on benefits to the Operators
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Comparison Continued
NPV IRR Payback
Helios CBA Phase 1 October 2002 2010-2020€1027 – €1500M
MA-AFAS CBA - Operator 2008-2020€672
33% 7 years
Comparison of the benefits fromSequencing and mergingCrossing and PassingEVSA
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Future work & Recommendations
Future WorkExtend functionality of model
– Lateral passing– ASAS Package 3– All weather
Individual Airport planned capacity forecastsEquipment Costs for specific Aircraft variantsImprove delay model to include capacity/weather partition Quantification of benefitsConduct detailed CBA on regional areaContinue to research for data that could help quantify benefitsNeed an expanded model that includes 4D and ASASEconomic incentive models should be investigatedFuture Framework 6 programmes should be used to provide quantified data for CBA
– Metrics
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Example of Metrics for Future Revenue Trials
Aircraft Ground4D flight profile RT traffic vs timeFuel use vs time Datalink performanceSpacing accuracy vstime
% manoeuvres initiated in any givenscenario
Weather conditionsduring flight
% by controller
Traffic information vstime
No of manoeuvres accepted/rejected
Surface Trafficinformation vs time
Occurrences of intervention
Controller workload
Efficiency
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Metrics for Future Revenue Trials
Sample Size and Criteria Recommendations
The sample size needs to be such, that comparisons can be made against the monthly traffic and delay performance dataMetrics should start to be collected from the start of equipage, and the sample size should be increased until there is at least a 40% equipage of the aircraft arriving/departing from an airport or operating in a sectorThis will allow comparisons to be made concerning equipage vs benefits curves that have been utilised in previous studies
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The End
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Background Information
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Level 1 Airline Operating Costs
Flight Efficiency
AircraftModel
DOCModel
DirectIndirectOperatingCosts
ExternalDOC
Reduction
Climb Profile (step or smooth)Inflight inefficiency 11% <400nm, 8% >400nm
Fuel Load
Block timeA/C utilisation
Other factors will also contribute to DOC reduction, assumed a reduction of 1% per annum
Route StructureCapacity ProjectionsAircraft Type (model limited to A320 & 737)
Passenger loadingEscalationLabour rates
Emissions
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Level 1 Current Delay Costs
TrafficCapacity
2003 to 2020
Average delay/flight
2002
Actual &EffectiveCapacity
Air & GroundDirect & ReactionaryDelay Costs
Route StructureAEA/CODA delay data
Delay/minroute
AirlineAirportCosts
Delay/minimprovement
Delay/min
PlannedCapacityIncrease
Delay/minroute
Traffic Capacity projections
Ground costs
NOTE:Passenger ATFM delay Costs are not included in caseEnroute & airport delays need to be split up and broken down into causes, e.g weather or capacity
Delay capacity increases
0.001.002.003.004.005.006.007.00
2004 2009 2014
YearsD
elay
min
utes
Baseline
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Level 1 Airborne Equipage Costs
AircraftEquipage
Rate
AircraftCosts/annum
Route & OperatorPh1, Ph2 Ph3 functionality dateNew FMS in service date
NOTE:VDL 4 implemented as used on MA-AFASAircraft equipage is limited to A320, 737, MD80The whole fleet for a particular operator is equippedThe fleet is equipped with retrofit equipmentNeed to include FMS with functionality after 2014?
VDL 4 System - Dual Fit• Retrofit or New FMS• Transceivers, Antenna, GPS Antenna• CDTI - Dual Fit
Integration, Installation and CertificationO&M TrainingProject ManagementTotal - Dual fitRetrofit Unit 448 kEuroNew Unit 354 kEuroADS ADS/CBA/001 September 2001
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Level 1 Surveillance Benefit
TMABenefit
Flight Efficiency
Benefit
Improvement in: horizontal flightclimb/descent profileschedule buffer time
Increased EfficiencyReduced DOC costs& emissions
% improvement in delay with ADS-B surveillance
EVSABenefit
DelayBenefit
CurrentAirlineDelayCosts
CurrentOperating
Costs
CapacityIncreased through more efficientspacing arr/dep
% flights equipped arrival/departure at airport > 40%
DelaysReduction in delay costs
CapacityMaintain capacity
peak throughput maintained
SMGCSBenefit
Reduction in maintenanceExcursionCosts
extra slots @ peak throughput times
Reduced incursionsReduced gear maintenance
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Metrics for Future Revenue Trials
Airborne delay Airborne delay per flight% of flights delayedAverage delay per flightCauseWeather conditions
Taxi in delayTaxi out delay
Taxi – in delayTaxi - out delay% of flights delayedAverage delay per flightCauseWeather conditions
Ground delay Number, deviation and impact of theground delays imposed by the AirTraffic Control System
Delays
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Metrics for Future Revenue Trials
TMA Number of aircraft accommodated interminal area
Enroute Number of aircraft accommodated persector
Surface Runway utilisation vs theoreticalcapacity
Throughput
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Metrics for Future Revenue Trials
Crew debriefingController debriefingSafety Runway incursions, number
ofRunway excursions numberofProcedural incidentsSeparation infringementsTCAS incidents
Airspace complexity
Intangibles, Safety
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Users Views ATS Providers
The Future Air Traffic Management
ENAV SpA
ATM Expert Giorgio Matrella
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ATM Problems
The present ATM organisation and infrastructure have inherent limitations and will be unable to cope with the total forecast traffic increase in European airspace.Airspace users are calling for more flexible and cost-effective services.Airport congestion, already a problem at many major airports, will become a serious constraint especially at the international hub.Actions are required to produce the required additional ATM capacity, safety and efficiency.
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Main Areas for Change
The performance of ATM must be addressed at regional level.
Air-Ground integration will allow safety enhancements, more cost-effective services and it might also offer flexibility advantages for ATM users.
In some areas, the Surveillance system does not allow the requested capacity level, but thanks to the development of ADS-B and Satellite Navigation systems this constraint can be overcome.
Increased Collaborative Decision Making among different stakeholders.
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Operational Improvements
Concept BlocksEnhanced Airspace Management;Interoperable Flight Data Management;Air-Ground integration;Free Route; CDM (mainly at airport level).
Supporting EnablersASAS;RNAV;ADS-B;TIS-B;Datalink;GNSS;A-SMGCS.
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ADS/B POTENTIAL BENEFITS
BenefitsASAS Spacing seems to be the most promising application in the short term;Airport enhanced surveillance should improve safety operations;
Opening issuesSharing of responasabilitiesMixed equipage (Segregation?)Safety Cases needs to be consolidatedATCOs/Pilots involment and acceptability
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MA-AFAS Trials Results
MA-AFAS Rome flight trials showed the validity of ASAS potential benefits in delegating partial separation tasks to aircrew. Due to some technical difficulties, it was not possible to experiment all MA-AFAS Applications. Even if a limited set of them was addressed, the results showed that the use of ASAS Applicationscan improve the ATC management.Merging procedures seem to be acceptable but the workload in setting up and monitoring could be high.Consideration should be given to the resulting workload that will occur when the ASAS streams have to be mergedPass Behind efficient for the aircraft because ideally one perfect heading ensures minimum route deviation and no level change for cruising flights
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Concept and applications understood and accepted in the same way;Based on realistic time frame; Individual Stakeholders commitment;European co-ordination and support resulting in an agreed and formalised decision making process;ECAC Wide formal decisions;ICAO SARPs;Co-ordinated implementation within ECAC, and with neighbours;
Political Enablers for the Improvements
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Involvment of ALL stakeholders, to prepare decisions by appropriate ICAO & ECAC fora;
Sound business cases for new concept applications;
Commitment of ALL stakeholders is necessary to implement new concepts and applications.
Conclusions
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Pilot view
Presented by Marcel Flick,
737-800 pilot, participant flight simulator evaluation at NLR
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Personal Data
Flying 14 years on B737-200/300/400/700/800 aircraft
Flying mainly in Europe, Africaand the Middle East
Function: Captain/Instructor and Test pilot
Total flying hours 9500
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2 DAYS in NLR Flight Simulator
1st day: training and getting used how to use varioustools
2nd day: 10 flights of 45 minutes each
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Communication with ATC
50 % of the flights using “classic” R/T procedures
50 % flights using ATC data-link in combination witha tracker-ball device and/or CDU
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TARGET AIRCRAFT SELECTION
TARGET Aircraft were identifiedby CALLSIGN and by BICCA code
I Prefer by CALLSIGN, because this is the most natural environment a pilot is working in.
It would be nice to know beingadressed as TARGET, e.g. by a small indication on the ND.
A pilot always wants to know whyanother aircraft is in his area. Withthis tool he knows he is a target
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AirportAirport InfrastructureInfrastructurerequirementsrequirements
Only airports with a runway to bevacated via highspeed turnoffs
ORNo runway back tracking
required after landing
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Non desired maneuvres
PASS ABOVEbecause you don’t really know if your aircraft performance will allow you todo so (no performance prediction available yet) and this operation mightreduce speed into dangerous low ranges
PASS BELOWthis may lead to steep descent paths (more than 4000 feet/min)This is not acceptable when flying with passengers and cabin crew walkingfreely in the aisle. Also aircraft performance might be limiting to executethis operation (e.g. approaching max. speed while encounteringturbulence)
A pilot rather likes a lateral solution in a pass below situation, because of inaccuracy of vertical path prediction
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TMA infrastructure requirement
To avoid aircraft energy problems during descent :
No approach segment shall be steeper than 3 degrees
otherwise aircraft performance can forbid certain ASAS spacing
Consideration shall be given to assign a specific lane to category C and D aircraft ( different approach speeds)
so to avoid aircraft spacing is impossible (e.g. B747 following a slower aircraft)
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Instrument indicationrequirements
It is very important for pilots to have a back-up system if the automation fails.
Therefore it is required to have instrument indications with so-calledGO/NO- GO bands if ASAS fails. So pilots should have a simplefeedback to avoid any dangerous situation.
In modern glass cockpits it is commonly known that when somethingfails, there are often many indications failing simultaneously.
To have a redundant system, electrical bus architecture may have tobe reviewed on certain aircraft types
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GO / NO-GO BANDS
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R/T workload
R/T workload was sometimes high. There is a need to furthersimplify phraseology of ASAS procedures.
Please use the most simple words to identify an unique operation
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Symbology used on NAV Display (ND)
All traffic symbols and color convention on the ND was wellchoosen and balanced.
There is an absolute requirement to have GO/NO-GO bands !if, in a critical maneuvre essential information fails to exist, a pilot
must always know where to go, to avoid a real conflict. This systemalso ensures a pilot always stays in the loop of man-machineinterface.
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ATC DatalinkSometimes it was hard to read and instantaneously understand the
ATC clearance. A pilot first has to “translate” written text into anoperational 3D-environment.
HDG 340 THEN MERGE TO DENUT TO BE 90 SECS BEHIND AFR3406
This can take some time, especially when occupied with other tasks.
When using R/T, a pilot uses his ears for receiving the ATC clearance, and still can use his eyes where ever he wants to look at.
When using a datalink message, he does not use his ears, and hiseyes are now only focussed at the message on the ND.
So pilot’s eye scanning is less efficient with a datalink system thanusing R/T.
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AUTOMATIC FOLLOW MODE
In Order to stay behind target aircraft ( 90 secs or 8 NM ) we usedeither manual speed control through the autoflight system
ORan automatic “follow” mode
The automatic “follow” mode is a nice feature, however:
It can command dangerously low speeds, while pilot is not aware he must extendflaps/slats.If target aircraft accelerates, you then have to retract flaps/slats to stay in the flap speed-schedule, which is not trained with airline pilots and might upset other aircraftsystems due to non logic event sequence (e.g. engine idle RPM / wing anti-ice logic)fuel economy was sometimes jeopardized during the flights.
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QUESTIONS YET NOT ANSWERED…
What if target aircraft is notadhering to standard routes? (e.g. circumnavigatingThunderstorms/weather)
What if target aircraft transponder fails?
What if target aircraft is flyingabnormal maneuvre. (enginefailure)
I would suggest if this condition happens, the target aircraft can deselect itself as being target, e.g. withthe switch TA ONLY on the TCAS panel. This is already a common procedure when flying N-1 orother performance degrading operations.
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Conclusions
Not all airports and/or TMA’s are suitable for MA-AFAS opsrunway infrastructure and surrounding terrain are the most restricting factors.More research is required to study pilot workload.Especially pilot fatigue is a major factor after a duty of 12-16 hoursthere will be an increase in possible mistakes.During descent there are several pilot tasks, resulting in temporary not looking at the PFD/ND. (e.g. dealing with cabin matters/consulting manuals etc.)DATA link is less efficient as a main communication method, and should be used in conjunction with R/T procedures.The auto-follow mode is nice, but should be further developed in conjunction with other flightmanagement and flightcontrol systemsMore study is required for assigning a name for a certainprocedure, to keep it as simple and short as possible
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MAMA--AFASAFASfor easyJet as a user
presented bygraeme clark - strategic projects manager, easyJet
25 June 2003
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low-cost
domestic
regional
charter
international
traditionalscheduled
Passengers 365m 435m 600m
2%
7%
15%
23% 21% 19%
33%32%
30%
17% 17%16%
25%23%
20%
delivering airline growth in Europe...
1998 2001 2007
Source: McKinsey Quarterly, 2002, UK-CAA, ERA, Airline Business, AEA,
111
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the low cost impact - scheduled intra-European traffic 2002…
-
5
10
15
20
25
30
35
40
Lufthansa BritishAirways
SAS Iberia Air France Alitalia easyJet Ryanair
Pass
enge
r Mill
ions
Source: Respective published accounts and reports: Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul.
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-
5
10
15
20
25
30
35
40
Lufthansa BritishAirways
Ryanair easyJet SAS Iberia Air France Alitalia
Pass
enge
r Mill
ions
Source: Respective published accounts and reports: Geographical distribution of domestic and European scheduled passenger traffic except for Iberia which reports traffic short and medium haul.
the low cost impact - scheduled intra-European traffic 2003…
112
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current plan is too little, too late e.g. en-route…
En-route capacity versus demand
0%
50%
100%
150%
200%
2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020
Year
Incr
ease
in d
eman
d/ca
paci
ty
Demand Dev. of current concept (late) Dev. of current concept (early)
En-route capacity versus demand
0%
50%
100%
150%
200%
2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020
Year
Incr
ease
in d
eman
d/ca
paci
ty
Demand Progresive delegation to pilot (late) Progresive delegation to pilot (early)
Source: EU DG TREN ‘Datalink Roadmap’ Application Assesment P1672020v2.0 30Oct2002
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our European responsibility…
to make a STEP CHANGESTEP CHANGE in the implementation of a 21st century air traffic system through:
leadership – deliver SES objectives by 2008(STAR 21 report has this spirit)
effective application of fundsby joining up the various EU programmes e.g TEN-T/MIP, FP6, environment etc
compelling value proposition ensuring operational implementation by airlines & general aviation
result is a significant start in the delivery of the aviation system we need…
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practical world approach…
research to feasible level – (‘done’)operational large-scale trials
create operationally based database for validationnon-critical applications e.g AOC, ADS-B/tracking, D-ATIS, PDC etc as incentive, introduce CDTIATM applications asap eg DAP, CAP, ADS-B in & out
complete technical standards – (‘advanced’)(only ARINC to come; in process)
rewrite operational proceduresnot overly significant; MA-AFAS shows that
progressive addition of high benefit ATM applicationsi.e. not same order as ASAS package 1
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Simplify dual links…
No technical case exists for dual technology linksI.e. (ADS-B can replace these two… = simplification = lower cost!)i.e a short term solution for a long term need…
general aviation ‘ignored’ as usual e.g. neither ADS-B via Mode S or UAT (in Europe) a real option
but on this issue, like maritime safety, ‘all’ users must be included in order to meet our ‘duty of care’…
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Enabler comparison…Service Type Application VDL4 VDL2 1090 ES Mode S
ATN Compliance YES YES no noPriority management YES no no noQuality of Service Multiple Profiles YES no no noData Capacity Effective Data Rate - Enroute 14000 2800 NA NAData Capacity Effective Data Rate - TMA 14000 3454 NA NAData Capacity Effective Data Rate - Terminal 14000 9734 NA NAVoice AOC, ATM, CPDLC confirmation (initially) YES no no noData-AOC & ATM Air to Air i.e."network in sky" -
increases overall network capacity... YES no no no
Data-AOC Messages YES YES no noData-AOC Aircraft/Asset Tracking YES no no noData-ATM CPDLC YES YES no noData-ATM D-ATIS YES YES no noData-ATM TIS-B YES no no noData-ATM FIS-B D-OTIS ATIS YES no no noData-ATM FIS-B D-OTIS METAR YES no no noData-ATM FIS-B D-OTIS SIGMET YES no no noData-ATM FIS-B D-RVR YES no no noData-ATM INFO-B YES no no no
Navigation Data-ATM GRAS YES no no noAir to Ground ADS-Broadcast YES no YES YESAir to Air ADS-Broadcast YES no YES noGround to Air ADS-Contract YES YES no noAir to Air ASAS - ATSAW YES no YES noAir to Air ASAS - EnRoute Following YES no YES noAir to Air ASAS - EnRoute Crossing YES no no noAir to Air ASAS - EnRoute Passing YES no no noAir to Air ASAS - Approach Sequencing & Merging YES no no noGround to Ground A-SMGS YES no no noSpoofing Prevent YES no no noEncryption YES YES no no
General
Communication
Surveillence
Security
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Effective way forward…
Accelerate SEAP within FP6 C-ATMSEAP = Large Scale South European ADS Pre-Implementation Programme
optimised flight supply chain; collaborative decision makingSEAP; serious ASAS
SEAP is the most significant mechanism to deliver operational capacity, flight efficiency and safety we have at hand… maximum European effortmaximum European effort i.e. political, financial & industrial, i.e. political, financial & industrial, must be applied to translate the R & D investment into must be applied to translate the R & D investment into operational realityoperational reality………by 2008 – no excuses!
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Summary
MA-AFAS shows maximum benefit ASAS applications are extremely feasibleThe ‘MA-AFAS aircraft’ will only deliver serious value with:
ADS-B in & outCockpit Display of Traffic Information
political, financial & regulatory leadership essential if aviation is to deliver needed capacity, flight efficency & safety in Europeairlines will lead industry change when shown the value proposition to their business
…note: supply chain = customer=> airline=> airport=> ansp=> regulator…
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End thoughts…
ATN system of the future must be driven by aircraft-derived parameters… ANSP’s will then undergo a quantum shift in safe, productive, cost efficient delivery to benefit of all…
quality assured ADS-B messages are the key
after 100 years of powered flight, achieved by the best engineers, applying immeasurable expenditure, aircraft, i.e. pilots cannot ‘see’ each other’…
we NEED ‘electronic VFR’!
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Way Forward
Presented By BAES / ETG / SKYSOFT
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Future Themes
At the end of the programme three main themes coming to prominence:
ASAS/CDTI
Taxi Management
AOC/CDM
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ASAS/CDTI
Mark Walden BAE SYSTEMS
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Overview
Current StatusMA-AFAS mapping to ASAS Package 1.The ProblemThe SolutionStandards and ProceduresNext steps
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MA-AFAS Avionics Package : Trials airborne functions
4D FMSEnhanced Manoeuvres
Airborne DisplaysLateral, Profile,
CDTI
Taxi DisplaysMap, CDTI,
Taxi Route, Alerts
CommunicationsAOC Datalink, ATC Datalink,
Broadcast Services
CMU
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ATC Surveillance for en-route airspace (ADS-B-ACC)ADS-B received and displayed at both trials
ATC Surveillance in terminal areas (ADS-B-TMA)ADS-B received and displayed at both trials
ATC Surveillance in non-radar areas (ADS-B-NRA)Solution available but not exercised in non-radar areas.
Airport surface surveillance (ADS-B-APT)ADS-B report displayed on SMGCS System at Braunschweig
Aircraft derived data for ground tools (ADS-B-ADD)No current ground tools available
MA-AFAS and ASAS Package 1 Ground Applications
119
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Enhanced traffic situational awareness on the airport surface (ATSA-SURF)Exercised at Braunschweig
Enhanced traffic situational awareness in flight operations (ATSA - AIRB)CDTI exercised at Rome
Enhanced visual acquisition for see and avoid (ATSA - S&A)CDTI exercised at Rome
Enhanced successive visual approaches (ATSA - SVA)Capability available not exercised during trials.
Enhanced sequencing and merging operations (ATSA - S&M)Exercised at both trial sites.
In-trail procedure in oceanic airspace (ATSA - ITP)Capability not exercised during trials.
Enhanced crossing and passing operations (ATSA - C&P)Exercised at both trial sites.
MA-AFAS and ASAS Package 1 Airborne Applications
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SBAS (b)
MA-AFAS Avionics Package :Prototype Trials System Summary
MA-AFASFMS
SBAS (a)
GBAS
MA-AFASCMU
VDL4Transponder
NavDisplay
CursorControlDevice
MCDU
Autopilot
(GPS)
ADC
IRS
Trials SupportPC
Intercom(Aural Warnings)
DisplayControlPanel 1-11
onlyATTAS
only Both
120
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Future Considerations
Solution needs to be near term.
Provide Financial Benefit to End Users
Allow for Rapid Implementation i.e Minimum Infrastructure Updates
Plan for a phased introduction
Initial implementation must enable future upgrades.
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Solution
Start with
Enhanced instruction set for controllersCrossing and Passing,
Sequencing and Merging.
Successive Visual Approach
Using ADS-B (In/Out),
CDTI
Manoeuvre Generator Function
Minimal (potentially zero) Upgrades to the Ground Infrastructure
New Procedures and Training for Pilots and Controllers
121
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ASAS/CDTIManoeuvre Generator System
ASAS Minimal RequirementsR/T comms for instructions.Aircraft State Vector Target A/C Data (ADS-B)Intent Data ?
BenefitsReduced workload on ControllersIncreased Situational Awareness for pilot. More optimum use of airspace.New instruction no change of responsibility.
DeficitsAutopilot control resulting in increased workload for pilot. ?
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NavDisplay
CursorControlDevice
MCDU
FMSFMS
MA-AFAS Avionics Concepts: Initial Retrofit Option : R/T Only
FMS
GNSS
NavDisplay
CursorControlDevice
MCDU
Autopilot
ADC
IRS
Warning System
PFDPFD
Existing New
GuidanceDisplay
ADS-B( IN/OUT)Transponder
?TCAS/ACAS
Provides Enhanced Manoeuvres in Support of ASAS package 1
ManoeuvreGenerator
DisplayControlPanel
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ASAS/CDTIStep 2 : Datalink System
Provides instructions via CPDLC messages
ASAS instructions up-linked to Manoeuvre Function and displayed to pilot.Further reduction in workload for operator.Increased bandwidth for communications.Reliable Communications Adaptation of system to support AOC for commercial benefit.
No changeManoeuvres remain unchanged.Pilot still uses Autopilot to fly aircraft
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CMUCMU
NavDisplay
CursorControlDevice
MCDU
FMSFMS
MA-AFAS Avionics Concepts: Initial Retrofit Option 2: Integrated Datalink
FMS
GNSS
NavDisplay
CursorControlDevice
MCDU
Autopilot
ADC
IRS
Warning System
DisplayControlPanel
PFDPFD
Comms &GuidanceDisplay
DatalinkRadio
ADS-B( IN/OUT)Transponder
?
?
TCAS/ACAS
Existing New
Provides most MA-AFAS capability:Datalink, Partial Delegation, Taxi
ManoeuvreGenerator
123
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ASAS/CDTIRetrofit Issues
Number of different configurations.Access to the displays.Wiring UpdatesCertification
ApproachEmbedded systems within other boxes with necessary interfaces.
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MA-AFAS ASAS/CDTI Evolution
Goals for commercial developmentSuitability for retrofitRe-use of installed equipment
Displays, FMS, DatalinkFlexibility in upgrade options
Datalink instruction or R/T onlyControl capability
– manoeuvre guidance for autopilot – Integrated FMS-Autopilot
NOW:Manual
Package 1+ ASAS
NOW:Manual
Package 1+ ASAS 2010+:
ASAS capable FMS2010+:
ASAS capable FMS
124
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ASAS StandardsThe Process
Eurocontrol has adopted methodology that will be used for the work towards implementation of Package I AS/GS applications
Based on EUROCAE ED78A/RTCA DO-264
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Interdependencies of Deliverables
Master Plan/ECIP
Development
ValidationApproval
GSA/ASAPkg I Def
OperationalRequirements
ATM2000+
EATMP OIs CONOPS
GSA/ASAMASPS
FunctionalSystemArch
Sub-SystemSpec’s
ADS-B/etcMASPS
DatalinkMOPS
Gnd SystemStandards
OSED
SPR INTEROP
Business Case
ValidationEnvironment
InternationalStd’s/GM
125
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Work has started on the PlanProgress is slow and under funded.RTCA/FAA have a more “pragmatic” approach leading to ASA MASPS
not requiring OSEDSLess functionality than package 1 (surveillance and SVA only)
US aircraft are already being equipped
Europe and US are intending to co-ordinate for ASA MASPS, but will not result in a common document
Standards activity likely to delay European deployment and Trans-Atlantic Interoperability is at risk.
Requirements Focus Group (RFG)Is attempting to co-ordinate and accelerate but is it quick enough?
The Challenge
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Next Step
Large scale Validation Trials
Validation of draft standards and procedures.Incentive for Airline Equipage of ASAS/CDTI.Real Data for Cost Benefit CaseAccelerates moves for Package 2 and Package 3.
126
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Way Forward
Presented byMirsad Delic
EuroTelematik AGMA-AFAS Taxi Management Theme Leader
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Taxi ManagementUseable Outcomes
New airport map database type according to ED-99Map Display and Ground CDTI in several modes and rangesSurveillance Functionality : Runway Alert & Runway IncursionDisplay of taxiroute and clearancesDisplay of CPDLC messages in textual formSeveral manual & automatic declutter functions & algorithmsSet of taxi related CPDLC messagesDocument describing HMIIncrease of taxi related knowledge (gained e. g. in 3FMS)
127
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Taxi ManagementRetrofit Solutions
Integration of additional display in cockpit, if not already availableTaxi Management Module as Software Update or …… as autonomous component of FMSIntegration of on board hardware providing necessary airport map databases, i. e. data loader (e. g. map on CD ROM)
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Taxi ManagementInfrastructure Requirements
Planing tool for the generation of taxi routes, i. e. TaxiToolInfrastructure for creation and uplink of CPDLC messagesIf surveillance functions are already available on airport : connection to Taxi Module necessaryAll ground vehicles should be equipped with a transponder, tooLink of Taxi Module with an A-SMGCS in order to achieve an Integrated Taxi Management SystemHardware providing up-to-date airport map database (e. g. maps on CD ROM)
128
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Taxi ManagementStandards
Airport Map Standards in ED-99; document may be advanced especially concerning database format, accuracy of data, etc.Current CPDLC standards (e. g. ATN SARPS) do not contain Taxi related messagesHMI relevant standards neededLack of standards concerning display of taxiroutes & clearancesStandards concerning Taxi Management itself needed
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Taxi ManagementFuture Programmes
EMMA I + IIDuration : 24 months each part, expected from 2003 - 2007Project in proposal phase at EC, in Framework 6Integrated project with emphasis on future integration ofrespective functions in Airbus cockpit, “successor” of BETAMajor partners : BAE Systems, Thales Avionics, Airbus, etc.
GANDuration : up to 96 months, expected from 2003 – 2012Long term project, initiated and lead by Eurocontrol with emphasison the estimation of the operational requirements, validation, implementation, etc. of an A-SMGCS
129
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Taxi ManagementConclusions
Increase of situational awareness on boardReduce of workload of ATC and on board crewPerformance of efficient warnings on board (... and ATC)Easy handling and operating of the systemEasy updates of airport mapsLess oral communication between ATC and crew leads to less misunderstandings
Remarkable increase of safety and decrease of workload on airports
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Achievements and Way Forward
AOC / CDM
Presented By José Neves
SKYSOFT PORTUGAL
130
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AOC Aims
• AOC added as new Theme to • provide commercial incentive for communications upgrade• evaluate alternatives to capacity limited ACARS
• Objectives of the Theme were to• Support existing AOC air - ground messaging• Improve airlines fleet management • Demonstrate integration of AOC into the flight management process• Explore Collaborative Decision Making (CDM)
Using new air/ground communications medium
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AOCIssues
• AOC data to be exchanged Vs Airlines objectives• Inputs from Airlines Operations and Pilots
• No existing ground platform• MA-AFAS specific development: AGP – AOC Ground Platform• Support all AOC airborne functions
• Ground-Ground Communications• No “real” external data sources / sinks available• Simulated interfaces
• CDM Applications• Lack of standardisation• MA-AFAS specific In-Flight Traffic Management
• Implementation issues• Message Encoding - extent of ACARS compatibility
131
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AOCImplemented Functions
• Flight Planning
• Maintenance
• CDM
• Asset Management
• Communications
Usable Outcomes
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AOCFlight Planning
• Pre-flight operation support• Departure Slot Information• Uplink of Loadsheet and Company Flight Plan data
• Support to accurate and up-to-date aircraft weather(meteo data uplink)
• FMS meteorological information• Used for the generation of 4D trajectories
• TAF, METAR, SIGMET Reports
132
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AOCMaintenance & Assets
• Support to a more efficient maintenance operations• SNAG Reports• ACMS Data: Contract based Engine status and APU reports
• Assets:• In-Flight Support: Free Text• Aircraft Movements: OOOI Events• Flight Progress Report
– Aircraft Progress Reports – 4D Trajectory Request
• Downlink of Aircraft Meteorological Reports– AMDAR format
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AOCCDM
• Baseline: EEC Potential Applications of Collaborative Planning and Decision Making Final Report
• In-flight replanning of 4D trajectory, in negotiation with ATC
• MA-AFAS Procedure:
1. Uplink of new trajectory constraints from Ground AOC (AGP) to the Aircraft
2. Aircraft – ATC negotiation
3. Downlink to the Ground AOC of the negotiation result
IFTM: In-Flight Traffic Management
133
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AOCUsable Outcomes
• Efficient Aircraft / Airline Ground Service communications system at all time throughout a flight
• Aircraft pilot access to up-to-date information from the groundMCDUFMU
• Ground staff access to airline fleet up-to-date information
• Airline ground processing system – AGPGround message managementFlight Progress and Weather Information DisplayMaintenance Management and Post Flight Consoles
Flight operations performed more efficiently
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AGPFlight Progress Display
Messages
WindsWindsDisplay of FIRsDisplay of FIRs
134
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AGPPost Flight Console
Messages ExchangedMessages Exchanged
Message ContentMessage Content
FUEL
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AGPMaintenance Display
Detailed
Information
per Flight
Detailed
Information
per Flight
Engine Data
135
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FleetSimulator
AOC / AGPArchitecture
AGP
Station
Air Ground
CFMUWeather
Office
FMU Unit- FMS
- AOC...
ACMSMCDUPrinter
VHF
RadioCMU
Ground
Network
IHTP
Avionics Rig
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AOC / CDMInfrastructure Requirements
• Reliable communication infrastructure between the AOC Ground Platform and:
Central Flow Management Unit (CFMU)Air Traffic Control (ATC)Weather CentresAeronautical Information ServiceAirport Authority
• VHF Subnetwork availabilityMA-AFAS: VDL Mode 4
• ATN based Air / Ground infrastructureGACS Usage
136
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AOC / CDMFuture Programmes
• Alignment or involvement with future FW6 projectsUncertain situation
• EUROCONTROL CDM Activities
• Skysoft involvement in SDLS II AOC concept used within the ESA SDLS phase II Programme
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AOC / CDMConclusions (1)
• Due to ACARS limitations there will be a natural migration path from ACARS to ATN
ATN infrastructure will permit the sharing of network resources for data exchange among airline and ATC applications
• AOC likely to be implemented more and more in airlinesCost / Benefit performance is a critical issue
• Cost on required infrastructure is a drawback• Cost / Benefit sharing is the solution
• CDM is a complex process and is important to have:Information sharing among different stakeholdersInfrastructures in place
• New technologies will bring new capabilities and responsibilities for pilots and airlines
An incremental approach should be used
137
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AOC / CDMConclusions (2)
• Stage 1 - Airline applicationsBilingual aircrafts
• Support both ACARS and AOC using VHF Communications• Minimal infrastructure changes
AOC over ATN without ATC applicationsImproved Airlines Operations Management
• Stage 2 – Cockpit applications Changes on airline proceduresGlobal availability (SATCOM based on oceanic regions)AOC over ATN with ATC applicationsReduced workload to pilots and ground staff
• Stage 3 – AOC / CDMFull solution with inclusion of CDMChanges on current ATM proceduresReduced Pilot / Controller workload
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Thank You
138
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Final Summary
BAE SYSTEMS
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Outstanding issues
Cost/benefitProcedures/Instruction terminology HMI improvementsTraining Air /GroundRoute to market (FMS and Manoeuvre Generator)Early implementation approachInvestigation of vertical manoeuvres esp. in descentCommunications issues - Datalink selection (ADS-B/PTP)Certification
Large Scale Validation
139
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Achievements
ASAS manoeuvres involving two aircraft on same flight level -WORLD FIRSTASAS implemented in automatic (FMS-AP) and manual (AP) modesATN over VDL4 - WORLD FIRSTTaxi map/database conform to ED-99Harmonised communications infrastructureImplemented ATN air and ground CPDLC end systemsUser interface for CPDLC Tower ControllerIntegration of operational air and ground AOC end systemsAll significant goals in Tech Annex/Contract, in time and in budgetCompatible with current operations - no major changes to procedures?
Accepted by aircrew and controllers
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Ladies and Gentlemen!
W e are almost at the end of the User Forum, however, you are required to still endure theChairman’s closing summary, so bear with me a few moments longer.
During the last two days we have heard about the history and achievements of the M A-AFAS program and we were reminded that the program has produced a number of worldfirsts, of these most significantly, two aircraft on the same level separating themselves,executing a series of elegant maneuvers.
I really hope that if someone decides to write the history of European air trafficmanagement, he or she will give at least a long paragraph to M A-AFAS with a few nicepictures, hopefully including also one of the trusty BAC 111 that went into retirementafter completing its important role in the program.
For there can be little doubt that M A-AFAS was writing ATM history!
Another thing that struck me throughout the presentations was the fact that it all felt so…right! Yes, it felt right, because talking about bringing more information to the cockpit,enabling it to move from being mostly blind to it surrounding to a state where it canavoid other aircraft all on its own, is the right thing, is the right direction. W ith possiblytaking the best elements from other concepts too, we appear to be well positioned to setright some of the ATM characteristics that have grown up not because they are so good,but because there was nothing else. Until now, that is…
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W e have heard all about the achievem ents but what we have not heard a single wordabout are the showstoppers. And that is just as well, for we have all been hoping thatthere would be none. And indeed, nothing in the course of the program has popped upthat would have invalidated the initial belief that this will work. W hile we all agree thatthere is a need to im prove and fine tune the concept and its im plem entation, neither theair traffic controllers, nor the pilots who have participated in the trials have foundanything that would have led them to reject this new way of m anaging traffic.
Finally, but no less im portantly, the M A-A FAS program has shown the world what canbe achieved if an enthusiastic professional team, that is ready to think out of the box andto explore new boundaries is given a real opportunity to do just that: they m ade intoreality what a lot of others have rejected as impractical.
W ith this I w ish you a pleasant and safe trip hom e, hopefully m any of you will be flying(please do, w e do need the revenue… ) and while you are relaxing on board, do look outthe window at the big blue sky and consider how m any m ore aircraft we will be able tosafely put in there once tools like those from M A-AFAS are im plemented.
Thank you for your support and participation.
Steve ZerkowitzM A-AFAS 3rd User Forum Chairm an.