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Episode 3 Industrial Assessment

Episode 3 Industrial Assessment. Initial 4D Trajectory Management and ASAS Sequencing & Merging. Episode 3 - CAATS II Final Dissemination Event. Patrick LELIEVRE AIRBUS Episode 3. Brussels, 13 & 14 Oct 2009. What is the Technique ?.

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Episode 3 Industrial Assessment

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  1. Episode 3 Industrial Assessment Initial 4D Trajectory ManagementandASAS Sequencing & Merging Episode 3 - CAATS II Final Dissemination Event Patrick LELIEVRE AIRBUS Episode 3 Brussels, 13 & 14 Oct 2009

  2. What is the Technique ? • Not a technique but a process in parallel to operational assessment  Focus on Enablers • Main objective is demonstration of industrial feasibility • Demonstration that we would be ready to launch an industrial development and that any technical blocking point has been detected and resolved • Includes airborne and ground architectures supporting the envisaged operations and cockpit integration • Includes assessment / trade off between required and achievable performances • And … Interoperability Episode 3 - CAATS II Final Dissemination Event

  3. Making the right technology choices + Demonstrating technology readiness Maturity = What is it useful for ? To make available mature competitive technology and solutions for Industry, at the “right” time MATURITY = Capacity of the product to comply to customers’/stakeholders’ specified expectation at the time of its entry into service Episode 3 - CAATS II Final Dissemination Event

  4. What is industrial maturity ? • Industrial maturity assessment is based on the TRL (Technology Readiness Level) concept based on NASA initial definitions, which can be applied to technologies, functions, architectures, or methods & tools. Episode 3 - CAATS II Final Dissemination Event

  5. Maturity Levels Discover Understand Adapt Validate Refine Use TRL T0 T1 T2 T3 T4 T5 T6 T7 T8 T9 How is it linked to E-OCVM ? Episode 3 - CAATS II Final Dissemination Event Interdependencies (deliverables and schedule) between E-OCVM and TRL still to be defined (ops concept, procedures, standardisation needs, system prototypes, equipments, lab & flight tests…)

  6. What we did in EP3 • Focus on ATM Service Level 2  Deployment from 2013  Paving the way towards longer term concepts • Two key elements of SESAR Master Plan Initial 4D Trajectory Management ASAS Sequencing & Merging • Mature Aircraft and ATC System Enablers up to TRL 4 First step from V2 to V3 • Enhanced validation means Integrated air-ground industrial platform Performance evaluation tool Episode 3 - CAATS II Final Dissemination Event

  7. HOW  RTA performance evaluation tool • Run several batches of scenarios and collect statistical results • Vary key environmentalinput parameters (e.g. winds) • Same simulated FMS as the one integrated in AIRLAB and EPOPEE • Representative aircraft model Measure conformance to RTA performance requirement (10s, 95%) Episode 3 - CAATS II Final Dissemination Event Tools which can be re-used in SESAR to statistically evaluate an FMSfunction using representative samples

  8. FMS(THALES) Flight plan TRAJ PRED coupling LOC HMI NAV DB HOW  Integrated air-ground platform AIRLAB (THALES) Pre-integrationTechnical performance EPOPEE (AIRBUS)Pilot acceptability Cockpit & A/C integration SIMULATOR (THALES) Air Traffic Generator And/ or Episode 3 - CAATS II Final Dissemination Event EUROCAT (THALES) HMI FDP Data Link • 4D trajectory • CPDLC messages MSTS Up to date vertical function Enhanced meteo model Enhanced RTA

  9. HOW  Typical evaluation protocol • Airborne evaluations • Typically 5 to 6 flight crews (Flight Test and Training) • Overall 3 hours slot including : • Briefing / Training: PowerPoint presentation • Nominal and degraded scenarios • Data collection during scenarios • Debriefing • Consolidation session with all flight crews • Ground evaluations • Dedicated sessions to collect operational expert feedback • Controllers provided by EP3 partners • Recorded data: • data used and computed by the ground TP (down-linked 4D-trajectories, ADD, Flight Plans, air/ground messages ...) Episode 3 - CAATS II Final Dissemination Event

  10. WHAT  Initial 4D Definition • “Initial 4D” is based on the use of: • A 4D trajectory exchanged and synchronized between air and ground • The use of CTO with a precision of 30s (at 95%) in en route and 10s (at 95%) in terminal area • “Initial 4D” functions are used for planning and sequencing ATM activities but not for separation • Air-Ground trajectory synchronization is transparent to the pilot and controller • Datalink exchanges are handled as per FANS function • Exchanges between flight crew and ATC via DCDU* • Flight plan and RTA can be loaded from DCDU to FMS SEC FPLN • When set by the flight crew, RTA is managed by the FMS • Accurate ETA calculation requires MET data to be uploaded into the FMS Episode 3 - CAATS II Final Dissemination Event * DCDU = Datalink Control and Display Unit

  11. WHAT  Initial 4D Cockpit Feedback • Globally positive • Easy to use, the function does not impose extra task load • RTA met with ±10s accuracy below FL100 in 95% of cases if RTA within ETAmin/max window • Need to clearly know if, and when, RTA becomes unachievable • PF / PNF Task sharing is not significantly modified • Aircraft behaviour is acceptable • Transparent ETAmin/max synchronization with ATC appreciated • Route clearance loading well appreciated • MET Data update through datalink is a must Episode 3 - CAATS II Final Dissemination Event

  12. WHAT  Initial 4D ATC Systems Feedback • Preliminary results have been obtained from recorded samples and show good tendencies. • Predicted descent path within 500 ft of actual path • Predicted distance-to-destination error less than 5NM • Predicted ETO error less than 20s • ATCO feedback • What is the optimum location of the CTA-waypoint ? • Coordination between sectors … CTA decision … Transmission ? • More awareness needed on the behaviour of an A/C flying RTA • How far can "mixed" traffic share the same route ? • Initial 4D reduces the number of tactical actions needed Episode 3 - CAATS II Final Dissemination Event

  13. WHAT  ASAS S&M - The 3 manoeuvres Merge behind Remain behind Episode 3 - CAATS II Final Dissemination Event Radar vector then merge behind

  14. WHAT  ASAS S&M Cockpit Feedback • Globally positive about utility and usability of ASAS S&M function: • Easy to use…does not bring extra task load to the crew • Easy navigation through MCDU* traffic pages • Relevant and readable spacing information on ND+ • Global behaviour of the aircraft during acquisition and maintaining of the spacing is satisfactory (dynamics of the algorithm seem acceptable) • Elements to be tuned or re-worked: • Make the ASPA S&M function robust to any unwanted disconnection of A/P (auto-pilot) or A/THR (auto-thrust). • Cockpit task sharing between PF and PNF Episode 3 - CAATS II Final Dissemination Event * MCDU = Multipurpose Control and Display Unit + ND = Navigation Display

  15. Next Steps…… • Direct input to SESAR • 9.1. Airborne Initial 4D-Trajectory Management • 10.2.1. ATC Trajectory Management Design • 10.2.2. Trajectory Management Exchange Formats Definition • 10.2.3. ATC system support to RBT/MT Creation and Revision • 10.7.1. Enhanced Datalink Features • 9.5. ASAS – ASPA • 10.3.2. ATC support to ASAS sequencing and merging operations • … • Way forward to TRL 5/6 will require the development of industrial prototypes (FMS, ATSU, TCAS, Displays)  Will be done in SESAR • Maturity of ATM Capability Level 2 enablers will pave the way to the work on longer term enablers (Full 4D and ASAS Separation) Episode 3 - CAATS II Final Dissemination Event

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