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ASAS TN Glasgow, September 2006 Aircraft Manufacturer Plans - Airbus Stéphane Marché – Airbus Presentation objectives Airbus Implementation Plans Contents : Main steps of Airbus roadmap on ASAS Provide ADS-B Out update Propose a way to drive ADS-B IN in the aircraft ADS-B Airbus roadmap

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ASAS TN

Glasgow, September 2006

Aircraft Manufacturer Plans - Airbus

Stéphane Marché – Airbus


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Presentation objectives

Airbus Implementation Plans

Contents :

  • Main steps of Airbus roadmap on ASAS

  • Provide ADS-B Out update

  • Propose a way to drive ADS-B IN in the aircraft


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ADS-B Airbus roadmap

AFR6512

A320 M

323 +11

AAL1255

+30 

3. SPACING

A/C instructed to maintain

Spacing with target aircraft

2. ATSAW aircraft function

Display of other aircraft ADS-B Info in the cockpit to support several applications

4. SEPARATION

A/C instructed to maintain

Separation with other aircraft

ADS-B

ADS-B

1. ADS-B Out

A/C information broadcasted for ground use in a first step

ADS-B

ADS-B Receiver

Air Traffic Control


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ADS-B Roadmap – Industrial aspects

1 ADS-B Out

Mode S 1090

Today

TCAS with ADS-B-in

2 ATSAW

Dev Cycle

2 years

after launch

Mode S 1090

Displays

Dev Cycle > 3 years

after launch

TBD

TCAS with ADS-B-in

TCAS with ADS-B-in

FMS

FMS

3 Spacing

4 Separation

AP

AP

Mode S 1090

Mode S 1090

Displays

Displays


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ADS-B OUT – AIRBUS POSITION

  • Airbus supports initial ADS-B OUT certification and operations based on existing equipment.

    • no need to retrofit the current transponder

    • a quickly available solution

    • reduction of cost for airlines, transponder suppliers and Airbus.

  • Support from : Airservices Australia , CASA, Eurocontrol, Honeywell, ACSS, Collins, etc.

  • ADS-B parameters transmitted by Airbus aircraft:

    • Transponders capable of ELS/EHS/ADS-B

    • No need for pin programming to activate

  • Presently certified on a non interference basis

  • 3-steps strategy


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ADS-B OUT implementation – 1st step

1st step : Initial certification of ADS-B OUT for operational use

  • Performance declaration of ADS-B Out capacity in Aircraft Flight Manual by Airbus

    • Operational approval for the intended application (e.g. taking into account end-to-end needs) to be performed by users

  • Airbus declaration of performance for in-service aircraft will be useful to:

    • Develop end-to-end certification material

    • Acquire experience in ground applications (NRA)

    • Acquire experience in initial airborne applications (ATSAW)

    • Refine the needs and update the standards

    • Identify limitations or issues of current installations

  • Target date for ADS-B Out capability certification on Airbus aircraft: End 2006


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ADS-B OUT implementation – 2nd step

2nd step: Look into the future

  • ASAS applications may require additional ADS-B out messages:

    • Emergency/priority status message

    • Aircraft category (Light, Medium, Heavy)

    • Target state status message (i.e. target altitude, target heading)

    • Aircraft operational status

    • Waypoints, trajectory, etc…

    • Others?

  • RFG is currently working on ASAS applications to

    • Define the operational needs,

    • Develop the minimum Interop / Perf / Safety Requirements


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ADS-B OUT implementation – 3rd step

3rd step: New development

  • Airbus applies evolutions to transponders:

    • Continuous improvement (integration, reduction of weight and consumption…)

    • Additional parameters depending on RFG definition of ASAS applications

    • Comply with implementation plans and mandates (e.g. DO-260A for USA)

  • Airbus objective is to get best trade-off between value of additional data versus cost of upgrade


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How to drive ADS-B IN in the aircraft?

Key drivers

  • Sufficient ADS-B Out quality / deployment

    • ADS-B Out 3-steps roadmap

      • Need to be further discussed within industry

    • Airbus is advocating industry to investigate if current ADS-B Out is sufficient for initial ADS-B IN application

  • Benefits for those who equip with each ADS-B IN package

  • Ensure transition path

    • Develop the ATSAW aircraft function to gain early benefits

    • Understand next ASAS steps needs to take provisions in ATSAW development

    • Harmonize early implementations of Sequencing&Merging standardization : UPS needs and other needs.


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Use of ATSAW on oceanic environments

  • ATSAW Only

    • Use of ATSAW to detect climb opportunities

    • Current separation minima

    • Current phraseology

  • ATSAW – In Trail Procedure (ITP)

    • Implementation of a new procedure

    • Based on ATSAW

    • Reduced separation minima during the climb

    • New phraseology


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Oceanic CNS concept : ATSAW Only

1]. ATSAW : Detect Climb Opportunity

2]. CPDLC Clearance exchange

2119Z FROM KZAK CTL

OPEN

CLB TO AND MAINTFL360

  • 0]. RNP, ADS-Contract, Direct Com

  • Reduction of separations

  • Improved Flexibility

*UNABLE

STBY*

<OTHER

WILCO*

ATSAW combined with CPDLC allows to use flexibility



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ATSAW Over Oceans

  • Significant fuel saving due to flight at the optimum flight level

  • Validation needed

    • Maturity of ITP procedure needs to be gained

    • Technical / Operational assessment still needed

      • Eurocontrol funded CRISTAL ITP project to validate the procedure in the North Atlantic

      • Equivalent projects in Australia and the USA

  • Even without ITP procedure, benefits of ATSAW aircraft function over oceans & remote areas

    • Helps flight crew to detect climb opportunities

    • Enhanced Traffic information broadcast application (TIBA)

    • Enhanced traffic situational awareness


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Oceanic to continental transition : Datalink

  • FANS-1/A : from 1995

    • Began in South Pacific then expanded in other oceans

    • A lot of experience was gained there

      • Technical maturity (e.g. HMI, FMS)

      • Procedure feedbacks (e.g. Ambiguous CPDLC messages)

      • Flight Crew training feedback

      • Controller training feedback

        Link2000+ : Datalink deployment in core Europe

    • Many lessons learnt from FANS-1/A experience


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Oceanic to continental transition : ATSAW

  • ATSAW over oceans

    • Immediate benefits to those who equip = Fuel savings

  • Similar opportunity to datalink communication experience

    • From FANS 1/A to Link2000+

    • From ATSAW oceanic to continental

  • Eurocontrol and FAA coordinated actions (AP22) for operations convergence

  • Right path to spark off ASAS use in continental airspace


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ATSAW : Early benefits in continental environment

  • Visual separation approaches aided by ATSAW

    • Better identification of target aircraft

    • Anticipation of speed changes

  • Enhanced traffic situational awareness in continental environment

    • Better understanding of the arrival sequence at dense airports (even where visual separations are not used)

    • Better anticipation of ACAS situations

  • ATSAW will help in gaining experience & confidence (flight crew, technical) to prepare future applications


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ATSAW : main steps

Validation & Development

  • 2007 : Cristal ITP oceanic operational procedure trials

  • end 2008 : Target date for ATSAW certification on Airbus aircraft

    Deployement

  • Oceanic use of ATSAW

  • Introduction of ITP oceanic procedure supported by ATSAW

  • Continental use of ATSAW

    Future

  • When ADS-B Out performance permits, introduction of ATSAW on surface


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Pragmatic way to drive ADS-B IN in the aircraft

Standardization

=> RFG Package I definitions

  • Understand ASAS Next steps

  • UPS experience

    => Research

Develop ATSAW

=> Early use over oceans

ADS-B Out

=> International deployment and improvements

ADS-B IN



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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.


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