ASAS-TN 3 rd Workshop AIRBUS ASAS Status

1. ASAS-TN 3rd Workshop - Airbus ASAS Status Presented by : Patrick LELIEVRE ATM Research Coordinator AIRBUS FRANCE - EYAK Cockpit Avionics - Operations ASAS-TN 3rd WorkshopAIRBUSASAS Status ASAS-TN 3rd Workshop - Airbus ASAS Status

2. Content • Human Factors • Impact on aircrews • Training Issues • Onboard Systems • Automation • Main new airborne functions • Technical Issues • Integration into Airbus Architecture • Integration of ASAS HMI into Airbus Cockpit • Evolution of Airbus Architecture for Package 1 • Research Status and Activities • Industrial Roadmap ASAS-TN 3rd Workshop - Airbus ASAS Status

3. ASAS - Human factors • ASAS HMI - What to present to the pilots? - What not to present? What range? - Which display? - How to correlate TCAS with ASAS? - How to process conflicts? Procedures? • Addressed in research programs • HMI & ergonomics  Do Not separate traffic display from ASAS • Important impact on pilot task sharing, then procedures We are still a long way from transfer of responsibility from controller to pilot. • Could have important impacts on recurrent training for specific qualification ASAS-TN 3rd Workshop - Airbus ASAS Status

4. ASAS – Impact on aircrew • No ASAS application will be certified if it requires particular skills / physical condition of the crew Execution of the application should not be an issue • Crew workload should reasonably be contained by design of the applications. Even if average COM workload decreases, NAV/SURV workload shall be contained by design application and appropriate airborne automation. • The new tasks arise many and important safety questions. Crew acceptation needs: • Enough crew experience on lower level applications • A strong validation of the ASAS concepts • Possibly, a new legal frame (see below) Current procedures With ASAS Communication tasks Manoeuvring tasks Manoeuvring tasks Communication tasks ASAS-TN 3rd Workshop - Airbus ASAS Status

5. ASAS – Training issues • The (new) ASAS tasks will add to the existing ones, for which the type qualification requires about 5 weeks (except X-crew considerations) • Each new ASAS application will require additional training time and, sometimes, specific training means (ex : traffic simulation) • This additional time will depend on • The complexity of the application • The crew / machine task sharing (automation once again …) • The consistency between the ASAS applications and, for a given application, between the several places it can take place (this highlights the importance of a good operational concept) • The global consistency of the CNS/ATM applications ASAS-TN 3rd Workshop - Airbus ASAS Status

6. ASAS - Onboard Systems • ASAS shall not interfere with Safety Net (ACAS) • Media for Datalink Broadcast : Lobbying pollutes the work • 1090 ES FIRST - Promoted worldwide • VHF band not suitable for Air Transport, L-band more appropriate (UAT) • Additional sustainable link when needed • Traffic Display & Controls integration into the cockpit : Main focus on Ergonomics & Retrofit • Systems integration : Avoid changing deeply the existing aircraft architecture • Automation will be needed for spacing, then for separation applications • Begin by simplest procedures not requiring strong modifications • Standardisation : Importance of US / Europe joint work • Certification : Work early with Airworthiness Authorities ASAS-TN 3rd Workshop - Airbus ASAS Status

7. ASAS - Automation Most (if not all) ASAS applications involve, either repetitive, routine and / or very accurate new tasks related to guidance / navigation relative to other aircraft. Those new tasks may hardly rely on the sole crew using their CDTI Concerning the ASAS applications, the automation will address • Efficient filtering of displayed traffic information (including correlation of TCAS / ADS-B / TIS-B information) • Integration of ATC clearances (from loaded CPDLC clearances or from crew inputs) in the systems • Generation of alerts when ASAS applications are / will be impaired (in addition of possible TCAS alerts, that by design should never happen) • Generation of guidance cues (speed…) • Execution of the navigation / guidance separation clearances The automation considerations highly impact the design of airborne systems ASAS-TN 3rd Workshop - Airbus ASAS Status

8. ASAS – Main impacted airborne functions • ASAS applications management (including HMI) • ASAS customisation functions (incl. Custom. of HMI functions) • ADS-B data computation / reception / transmission / media management / TIS-B reception and management • TCAS / ADS-B / TIS-B data correlation • Traffic filtering and display • New Navigation / Guidance functions : • Longitudinal separation acquisition • Longitudinal separation maintaining • Predictions of lateral / longitudinal / vertical separations • Computation / implementation of overtaking offsets • Guidance for lateral crossing • Computation / implementation of overtaking step alts • Conflict resolution based on modification of 4D FMS trajectories • … • Computation of separation alerts • Reception / processing / display of dedicated CPDLC clearances ASAS-TN 3rd Workshop - Airbus ASAS Status

9. ASAS – Technical Issues • HMI • Display of the useful information of numerous aircraft in the selected range together with F-PLN, WX, terrain information • Definition and location of HMI controls (both dedicated and MCDU-accessed) • Consistency of design across all ASAS applications and, beyond, consistency of all CNS/ATM functions • Traffic data (TCAS, ADS-B, TIS-B) correlation • Complexity and accuracy of new functions • Criticality of new Navigation / Guidance functions • General • Latency of information (highly dependent on the architecture) • Equipment class • Software level • Compatibility with existent or future functions • Costs ASAS-TN 3rd Workshop - Airbus ASAS Status

10. Integration of ASAS HMI in Airbus cockpits (NUP I) specific guidance modes and parameters integrated to current controls & displays • Traffic display • Application identification • Parameters to control the current application • Surveillance & alerting Dedicated ADS-B & TIS-B controls Specific, loadable Data-link clearances Management of ASAS functions & traffic display ASAS-TN 3rd Workshop - Airbus ASAS Status

11. Current architecture on Airbus MMR MMR Mode S + 1090 XT ADS-B media Mode S 1090 xt FWC FWC ADC ADIRS ADIRS ADIRS Flight ID ATC TCAS Control Panel GPS/IRS data ATSU FMS FMS ASAS Navigation Processing ADS bus MCDU MCDU Audio CMC A/C climb performance TCAS Display Display Recorder DFDR Wiring provisions ASAS-TN 3rd Workshop - Airbus ASAS Status

12. ASAS Package 1 architecture example on Airbus (SA & LR) New Wiring Provision for EHS & ES MMR MMR EFCP New wiring for ADS-B IN MMR GPS data for MK4XPDR Mode S + 1090 XT ADS-B media Time mark pulse Mode S 1090 xt FCU ADIRS GPS/IRS/GPIRS data ADIRS ADIRS MMR FWC FMS nav data ATC TCAS Ctl Panel own data GPS/IRS/GPIRS data MMR MCDU MCDU own data FMS FMS ASAS Navigation Processing ATSU LS AMU CMC MCDU • Traffic Computer • 1090RADS-B media • ASASTraffic data processing • ACASRT & processing • L band 2nd link capability Pointing Device A.P. A.P. other ADS-B media if requested AFC Display Display Navigation Processing Recorder DFDR Surveillance Processing ASAS-TN 3rd Workshop - Airbus ASAS Status

13. ASAS – Airbus R&D Status • Within the framework of European programmes, Airbus is exploring the operational conditions of ASAS implementation, addressing: • ASAS applications requirements and procedures, • The cockpit installation, HMI, and • The avionics architecture. A number of major human factors issues remain to be solved to enable safe operation on a routine basis . A follow-up programme (Collaborative-ATM) is expected to lead to operational trials in the 2007/8 timeframe. ASAS-TN 3rd Workshop - Airbus ASAS Status

14. ASAS – Airbus R&D Activities AFAS NUP ATSAW  Spacing  Separation NUP C-ATM C-ATM AAA Integration of 4D and ASAS ASAS Applications EMMA 1090 ES C-ATM ADS-B Links NUP VDL 4 No current Program UAT ASAS-TN 3rd Workshop - Airbus ASAS Status

15. ASAS - Industrial capacity Package 1 implementation Decision for ADS-B out  MANDATE with EHS mandate 2003 2005 2008 2012 2015 Certification Certification • Mode S ELS/EHS • 1090 Ext Squitter • Minimal ADS-B out • available Mode S update for ADS-B out DO260A ADS-B in & CDTI TRIALS on test AC ADS-B in & CDTI certif - ATSAW - Spacing TBC (FMS mod) Package 1 Spacing implementation & Applications certification FMS Modified TIS-B Ground Stations FP6 research projects Second link development if needed ASAS-TN 3rd Workshop - Airbus ASAS Status

16. The content of this document is the property of AIRBUS FRANCE. It is supplied in confidence and commercial security on its contents must be maintained. It must not be used for any purpose other than that for which it is supplied nor may information contained in it be disclosed to unauthorised persons. It must not be reproduced in whole or in part without permission in writing from AIRBUS FRANCE. The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof. ASAS-TN 3rd Workshop - Airbus ASAS Status