ASAS and avionics perspectives

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ASAS and avionics perspectives

• ASAS TN, Toulouse 19-21 apr 04

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Overview

• Key ATM improvement applications?
• apps serving capacity, punctuality
• Which aircraft to consider?
• What makes up for the current ATM situation
• Some current in-service aircraft statistics
• quantities, make, type
• the relative influx of new aircraft
• To what extent can these aircraft accept change
• end-end application, analyze layers of the stack
• Discussion
• apps, required mods, issues and questions
  apparent limitations
• Conclusion and recommendation
• required focus, technical issues, degree of
  achievable improvement

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Key ATM improvement applications

• Airline value will be in capacity and punctuality
  improvement
• Ability for more movements
• Each movement closer to plan
• The application benefit should be direct to the
  investing airline
• To improve chances of returning any investment

Awareness
Enhanced Vision
Trajectory Oriented
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ADS-out and ADS-in

• Awareness functions
• broadcast current state vector and trajectory
  data
• for others to use
• Enhanced vision functions
• broadcast current state vector
• for others to receive and derive acquisition cues
• Track oriented functions
• broadcast trajectory data
• for others to perform CDR, SM, in-trail
  following
• Any new flight crew responsibilities?
• Consider procedures, training, liability
• Consider convergence, integrity
• Does each have the same judgment?
• Need for coordination? (re ACAS)

Each aircraft server and client
Issue?
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Applications oriented ADS-B requirement
Own
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Applications oriented ADS-B requirement
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Flt crew
TBD
TBD
TBD
VHF Comms

• ES (ADS-B out)

Data in/out (VMMR)
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Which aircraft to consider? (count gt70 seats)
New airplanes coming in at relatively slow rate
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Different counts compared

• Airbus GMF

Europe, 3000 ? gt6000
20 years (4.5/ann)
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Different counts compared

• Boeing CMO

Europe, 3881 ? 8582
20 years ( 5/ann)
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To what extent can retrofit aircraft accept
change?

• Application requirements
• Aircraft existing functions and systems

Application
End user service
Presentation
Session
Transport
Network
Data link
Sub networks
Physical
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Retrofit-forward fit relationships
Retrofit application
Forward fit application

• OEM - Specific
• System architectures
• MMI options

• Specific
• MMI
• end system interface

• OEM - Specific
• Integration
• RF opportunities
• Advanced technology

• Specific
• RF questions
• Interference issues
• Common HW

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.. to support change

• All applications require cooperative aircraft
• Single aircraft equipage will not produce the
  application
• ADS-B in and out required
• For the next 10 years
• existing fleet largely dominates European ATM
  operations
• New deliveries gain relative importance after
  2015
• Conclusion ? retrofit requirement
• However, EFIS, FMS changes?
• Datalink ADS-B in/out required
• Intermediate and top layers of the stack
  required
• Surveillance processing / Applications
• Man machine interface

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Conclusion and recommendation

• Required focus
• ATM improvement aircraft focus ? retrofit
• By far largest factor on improvement
• For many years to come
• Technical
• ADS in and out, required for any application
• Man - machine interface (flight crew
  interactions)
• End systems (FMS interactions)
• Applications development
• Degree of achievable improvement
• Limited to relatively small procedural change
• Limited responsibility delegation to flight crew
• Airline Liability question
• Technical convergence issue
• Investment dilemma
• Airline motivation to invest largely depends on
  return certainty
• Requires Direct and unconditional benefit