The future of ATS communications


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Presentation at Inmarsat Aeronautical conference, in Munich, June 2011
Presenter: Paul Ravenhill of Helios
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The future of ATS communications

  1. 1. Airports Future of ATS Communications Paul Ravenhill Technical Director Helios Air Traffic Management Space Telecoms Maritime Rail
  2. 2. ATS data link is currently used on the oceans and to a limited extent in core-Europe…. • Although data link has long been heralded as a key enabler for new operational concepts within ATM its use is largely confined to oceanic/remote services: • INMARSAT’s aero safety service has supported these services (based on FANS) for over 20 years • Europe is starting to use initial set of data link applications (CPDLC) within continental airspace • No other region uses or plans to use data link for continental ATS in the short or medium term 1 Aeronautical Conference 2011
  3. 3. Europe has a fragmented ATM system supporting high levels of traffic and complexity that require new solutions... 2 Aeronautical Conference 2011
  4. 4. This presentation uses three steps to describe the evolution of ATS services in Europe… • Step 1: Initial Data link Services • Step 2: Time Based Metering • Step 3: Full Trajectory Based Operations 3 Aeronautical Conference 2011
  5. 5. The first step is the initial data link services introduced by Link2000+ and the EC DLS mandate… • Implementing En-route CPDLC over ATN/VDL2 • Baseline ICAO standards • Forward compatible with new services/technology Operational 2013 2015 ACM – ATC Communications Management ACL – ATC Clearances ACM – ATC Microphone Check 4 Aeronautical Conference 2011
  6. 6. Step 3 supports SESARs goal of introducing trajectory based operations… • • • • • Performance driven Service orientated Trajectory based Integrates ASAS for sequencing Founded on SWIM Continuous Descent Approach AUTHORIZED RBT AGREED RBT CTA Current Position EXECUTED RBT 5 “The unique 4D description of the trajectory” Aeronautical Conference 2011
  7. 7. Using a single consolidated architecture… 6 Aeronautical Conference 2011
  8. 8. A trajectory is negotiated pre-flight, the ATM role is to enable the agreed trajectory… Departure Data link used to: • Ensure air and ground systems have a common agreement on the trajectory • Common information on the environment (e.g. MET, AIS, NOTAMS) Take -off 7 Aeronautical Conference 2011
  9. 9. In the en-route phase, aircraft fly direct routes to a precise 4d entry point to terminal airspace… Data link is used to: • Negotiate changes to the trajectory • Uplink and Downlink of environmental data • Agree approach procedure 8 Aeronautical Conference 2011
  10. 10. In the approach and landing phase, aircraft follow predefined paths with ASAS used to maintain separation… En-route Approach Data link is used to: • Select the path • Initiate ASAS procedures Landing 9 Voice communications will still be used to ‘vector’ aircraft in emergency situations Aeronautical Conference 2011
  11. 11. Step 2 is the bridge that will maximise benefits of a trajectory based approach using current technology… Initial Datalink Services Time Based Metering Full Trajectory Based Operations Types of service: • DLIC • ACM • ACL • AMC Types of service: • Initial 4D trajectory • FIS (D-ATIS, D-OTIS) • Advisory Services Types of service: • Full 4D trajectory • Delegated separation services • Extended FIS (D-ORIS) • Advisory Services When: Now When: 2015 to 2025 When: 2025+ Step 1 10 Step 2 Step 3 Aeronautical Conference 2011
  12. 12. The ICAO RCP Manual provides capability levels for specific operational environments for Steps 1 and 2… Continuity Integrity Availability 10 0.999 10-5 0.99998 60 0.999 10-5 0.9999 RCP120 120 0.999 10-5 0.9999 RCP240 11 Transaction Time RCP60 Oceanic Satcom RCP Type RCP10 Voice Service 240 0.999 10-5 0.9999 RCP400 400 0.999 10-5 0.999 Aeronautical Conference 2011
  13. 13. Future ATS datalink applications in Step 3 will require tighter Quality of service… Tighter RCP10 required? Continuity Integrity Availability 10 0.9995 10-7 0.99999 RCP*30 30 0.9995 10-7 0.99999 RCP60 60 0.999 10-5 0.9999 RCP120 120 0.999 10-5 0.9999 RCP240 240 0.999 10-5 0.999 RCP400 12 Transaction Time RCP10 Additional RCP for enhanced services RCP Type 400 0.999 10-5 0.999 Aeronautical Conference 2011
  14. 14. A multi-link environment will be required to achieve the required level of performance… Provides low latency requirements in TMA/En-route CS A d LD ban ial) (L estr r er T Ev Sa olve tco d m Oceanic Role plus support to high availability in continental airspace VHF Voice (retained as back-up) Supports high bandwidth services at gate 13 AeroMax (Airport WiFi) Aeronautical Conference 2011
  15. 15. Only some elements will need to be standardised for global interoperability… • Description of a “flight object” containing trajectorybased concepts • e.g. extension of the ICAO Flight Plan • Services for updating and synchronising the “flight object” • Including a language for describing and negotiating 4D trajectories • The data link applications will re-use these services: • The nature and timeliness will depend on the traffic density • Need to ensure common cockpit procedures • The QoS will be less strict in low density airspace 14 Aeronautical Conference 2011
  16. 16. The aeronautical satcom system will need to support “high” and “low” density services. • Next Generation ATM will use datalink to optimise traffic flows…but the applications may vary regionally. • Aero satcom needs to evolve to support new services, for example: • Global Service: RCP60 with 0.999 availability • High Density Continental: RCP60 with 0.9999 availability • When deployed, higher availability applications will require a multi-link environment. • Broadband support for voice, AOC and non-safety services will still dominate traffic profile 15 Aeronautical Conference 2011
  17. 17. Airports Air Traffic Management Thank you for your attention Paul Ravenhill Space Telecoms Maritime Rail
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