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SESAR at ATC Global 2011 - Interoperability Symposium Part 2
 

SESAR at ATC Global 2011 - Interoperability Symposium Part 2

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SESAR Joint Undertaking participation at ATC Global 2011 - Proceedings of the Interoperability Symposium (Part 2 of 2)

SESAR Joint Undertaking participation at ATC Global 2011 - Proceedings of the Interoperability Symposium (Part 2 of 2)

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  • Air transportation is a major part of the circulation system through which the life blood of the global economy flows. To the extent that the collective air transportation industry stakeholders inhibit demand for air transportation services, we decrease economic growth and prosperity for the national, regional and global communities. It is our duty to ourselves and to those who benefit from our products to ensure the world’s airspace is managed for maximum transportation safety and productivity. Airbus and Boeing share the common objective of ensuring that demand for commercial air transportation services – and consequently the demand for commercial airplanes – is not stifled by an inability to manage airspace effectively. This is a global concern in that air transportation is a globally interconnected system and our airplanes operate in every part of it. We compete for customers, but almost all of our customers operate both Airbus and Boeing fleets. A real change in ATM is required to manage the increased volume of air traffic and the associated consequences airport or airspace congestion, pollution and other environmental factors Whilst enhancing the existing ATM-related safety level With a barrel at 100$, today’s inefficiencies of ATM services all over the world are worth for 20Bn€ of EBIT which are lost each and every year by our customers the airlines. So, you will easily understand that both Airbus and Boeing are fully dedicated to promote and foster all the changes needed to immprove ATM operations all over the world. In that respect Airbus and Boeing have signed two years ago an MOA covering ATM and under which our teams are already performing works both for SESAR and NextGen. Page
  • SESAR and NextGen programmes have set clear performance targets in term of: - Capacity, Environment, Safety, Cost-efficiency Tomorrow, the new aircraft will contribute more and more in the global ATM performance thanks to new and collaborative aircraft capabilities In term of Navigation First aircraft capability is the Precision trajectory management performed by the FMS: Two main steps Initial 4D around 2015 with Improved Required Time of Arrival notably in descent, which will allow an initial trajectory data sharing with the ground while respecting some Basic constraints Then around 2020 Full 4D i.e, capability to fly the reference business trajectory as defined in Sesar Conops The reference business trajectory is gate to gate and may content Multiple Required Time of Arrival Automatic conformance will be downlinked by the aircraft and the 4D RBT may be updated thanks to uplink of Wind grids In term of Surveillance ADS B capability is a basis towards delegation of separation to the aircraft The first step will support ASAS spacing and initial separation delegation Further step will support more advanced function such as self-separation. With the new In Trail Procedure, thanks to CDTI the longitudinal separation might be reduced from 80 NM to 20NM (and even further during the manoeuvre) In term of airport ground surface operation. We have made a significant step on A380 with the display of Moving Map in the cockpit which brings a better situation awareness contributing in prevention of runway incursion. This is also a basis to develop new function such as Brake to Vacate   Brake to Vacate allows to agree with the ground on a preselected runway exit which will enable higher runway through-put while in the same time saving on brakes maintenance cost and preventing from runway end overrun thanks to better energy management   Tomorrow on this basis, new functions will be developed display of traffic and traffic clearances Traffic and surface alert And in the long term, taxi guidance and navigation on the airport surface. Page
  • The major change regarding tomorrow’s operations will be the shift from classical tactical air traffic control to trajectory based operations (TBO). Before the trajectory execution, the trajectories will be projected hours into the future with a very good accuracy. For planning purposes this will allow to improve air transportation services coordination and (combined with related technology improvements) to dramatically increase capacity. If we look at the trajectory execution, the projected aircraft trajectory are now held within a controller’s brain and are only accurate for max five to ten minutes. Tomorrow, and thanks to the technology, the projected aircraft trajectories, will be projected much further into the future. For safety purposes they will be sufficiently accurate for twenty to thirty minutes – time enough to make resolution of potential conflicts much more efficient. Such new capacities will allow for instance to de conflict en route trajectories just by adjusting the aircraft speed of a very few Nm per hour 15 to 20 mn before a given trajectory conflict. Those adjustments will be able to be automatically proposed to the pilot for acknowledgment without any intervention from the controller. Such new capacities could de conflict automatically nearly 70% of today’s en route traffic thus decreasing the burden for the controllers and minimizing drastically the last minute re routing which costs a lot of additional fuel burnt. Changes to trajectories, however, must not be constrained by pre-defined solution sets. Existing automation permits the dynamic coordination of all flights – manned and unmanned. The flexibility to use all available airspace permits effective accommodation of other dynamic features of air transportation, such as winds, thunderstorms, mechanical disruptions, etc. We can “Get the lines off the charts”, and in so doing eliminate barriers to efficient and predictable operations. Trajectories do not end on landing or at the arrival gate. A flight arrival is a critical factor for an ensuing flight’s departure. More accurate flight projections yield better coordination of the entire transportation system. Page
  • The dynamic and flexible management of trajectories as well as the wide spread introduction of unmanned aerial vehicles into high-traffic-density continental airspace will necessitate tight air-ground coupling. A system of systems approach encompassing all relevant stakeholders at the technical level is essential to ensure the close integration of data as well as the coordination and cooperation of players to deliver the high level of safety and efficiency demanded of the global air transportation system. SWIM is the means of integrating the large number of existing and planned systems into a unified and functional whole.   A new balance between the air and ground roles is expected with the introduction of trajectory based management capabilities, e.g. air systems and ground systems interconnection/automation. Flight crews are also expected to share a part of the separation tasks, and voice radio will be augmented with data communication as the technical communications pillar for a time-based / trajectory-based airspace management. These changes have significant implications for the air traffic controller and pilot cultures that exist in today’s world. The philosophy changes from “air traffic controllers” actively observing and directing each flight’s path and altitude for a short distance to “trajectory facilitators” who use sophisticated automation to manage a portion of the gate-to-gate trajectories for flights within a specified airspace. Changing culture is as essential to air traffic management improvement as the technical capabilities, and yet it has historically been given much less attention and few if any resources. A fundamental re-prioritization is required in this area.   Accommodating air traffic demand, which is predicted to increase dramatically (2 to 3 times in some airspace), will drive basic paradigm shifts. How airspace is used will be defined by aircraft performance. This will necessitate re-prioritization of ATM services to best-equipped best served. It will also require that program rules are applied uniformly to airspace users and ANSPs. It is key that implementation decisions are aligned with long term investment strategies and the worldwide interoperability perspective. In particular, local issues or short term industrial interest or opportunities should NOT prevail in any political decision processes. Page
  • Airframe manufacturers are not exempt from change. Airframes are designed for very long life cycles e.g. B747 designed in the 60’s are still flying. During decades-long airframe life electronics dramatically evolve, and, the electronics evolution seems destined to continue accelerating. To support operators in the globally interoperable air traffic environment, airframe manufacturers must devise new configuration management strategies which support advanced capabilities on older airframes yet recognize obsolescence as a fact of the electronic age. For capability transitions “Mixed equipage” is a fact of life. The breadth of the mix, however, must be cooperatively managed by manufacturers, suppliers, operators, ANSPs and regulators. Aircraft which lack the capabilities to operate effectively in certain airspace during periods of high demand for service should be re-scheduled to periods for which the aircraft’s capabilities are suitable.   Diversity, however, can not be sacrificed in an over zealous push for simplicity. A “one size fits for all” approach is not appropriate for a global economic model which thrives on competition. Airbus and Boeing have different cockpit philosophies, different level of aircraft system integration and automation, and, different aerodynamic performance (due to wing shape, etc). In an interoperable and harmonized air traffic environment such differences must be accommodated; constraints must be based on the demonstrated needs of the airspace, and flexibility must be retained to permit the greatest reasonable range of aircraft design and operating conditions. This must also include the equipment of other airframe manufacturers such as Bombardier and Embraer. Page
  • I will not elaborate too much on this slide which shows Airbus CNS avionics roadmap. One thing is important to know. You have in front of you the critical path of both SESAR and NextGen programs. Indeed avionics developments need a long time time to be defined, developped and then deployed at a large scale enough to allow a performance increase in ATM operations. Thus it is of utmost importance that we could define as soon as possible the major alignments in terms of functions between SESAR and NextGen. Every delay is this aspect will transform in a delay for the overall endeavor of both SESAR and NextGen. It is to be noted that one of the major discrepancy between SESAR and NextGen roadmap today is the introduction of initial 4D and TBOs. I hope that the very fruitful discussions that we have started to have with the US authorities in the framework of the US ATM federal advisory commitee will allow us to align the roadmaps as soon as possible. ADS-B Automatic Dependent Surveillance - Broadcast ATSAW Airborne Traffic Situational aWareness applications ASPA ASAS (Airborne Separation Assistance System) Spacing ASEP ASAS (Airborne Separation Assistance System) Separation SSEP ASAS (Airborne Separation Assistance System) Self Separation RNP Required Navigation Performance GLS Global navigation satellite system Landing System AMM Airport Moving Map BTV Brake to Vacate ROP Runway Overrun Protection A-CDA Advanced Continuous Descent Approach APV Approach with Vertical Guidance GBAS Ground Based Augmentation System D-TAXI Datalink Taxi Clearance I4D Initial 4D F4D Full 4D FANS Future Air Navigation System
  • Aircraft architecture evolution potential The current Airbus aircraft architectures are robust enough to support the foreseen evolutions in the short and mid-term (forward fit & retrofit) Synchronised air and ground deployment Deployment of ATC / airport equipments and aircraft CNS capabilities need to be synchronised to enable future operations to be effective at the expected target date Worldwide interoperability: SESAR/NextGen,...is key to support airlines buy-in Target concept very similar, but different context leading to different approach, may result in regional differences Still be careful : one programme moving faster than the other... - Preventing from effective cooperation - Potential misalignment. Standardisation roadmap to be aligned Partly in place: RFG, RTCA SC214/EUROCAE WG78 The US ATM federal advisory also to be mentioned Page
  • We have been working with Boeing since nearly than three years now to define what should be the interoperability requirements from the aircraft point of view. Indeed aircraft are flying all over the world, some of them are owned by worldwide operating leasing companies, and, so, aircraft should not be bound to this or that ATM system. All future ATM systems should be totally interoperable from the aircraft point of view. What should be the pre requisite for any new ATM system in the world trying to built interoperability with SESAR and NextGen. Indeed interoperability is the central concept of an effective global air transportation system. Such pre requisite encompass timely introduction of: -Global Standards defining performance requirements -Systems Engineering of concepts yielding a comprehensive system-of-systems -Expanded Data Processing producing advanced air and ground tools and capabilities -Integration of System Operations Control into the trajectory management process -System Wide Information Management (SWIM) – linking data to anywhere it is needed. - “one and only one black box” per aircraft Page
  • Let’s finish now with the most important. We have started to define with Boeing what should be the minimum requirements for interoperability. Airbus and Boeing jointly endorse the following concepts and means for moving air transportation systems forward to meet the demands of the 21 st century: A joint European & US Concept of Operations (with input and buy-in by all other interested parties) A harmonized plan for introduction of new services in Europe, the U. S. and other areas as possible, endorsed at all levels, political, regulatory and industry, with accountability for full support of the plan Single system-of-systems architecture for Europe and the U. S. into which all other areas of the world may seamlessly connect A joint European & US Concept of Operations (with input and buy-in by all other interested parties) Global interoperability and standardization A harmonized plan for introduction of new services in Europe, the U. S. and other areas as possible, endorsed at all levels, political, regulatory and industry, with accountability for full support of the plan Single system-of-systems architecture for Europe and the U. S. into which all other areas of the world may seamlessly connect On top of that we need Clear governance and leadership structure for deployment of systems and services, this is today the case in US but this is not the case in Europe. All changes must be justified with a clearly positive Business case plus an deployment plan Implementation should be definitively performance driven. So far the resources directed to cultural change and education within the aviation community have been far too low and we must invest in that respect Page
  • We should integrate and consolidate Centers and TRACONS, etc. based on the needs of air transportation system We should introduce jointly and rapidly 4D Trajectory Based Operations as it is the main lever which will bring a lot of fuel costs savings for the airlines We should develop efficient and coordinated dynamic 4-dimentional flight profiles Performance based navigation, communication and surveillance should be developed and implemented We should also: Reduce emissions (noise and chemical) Reduce risk of incident and accident Find common concepts for System wide information management (SWIM) Page
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SESAR at ATC Global 2011 - Interoperability Symposium Part 2 SESAR at ATC Global 2011 - Interoperability Symposium Part 2 Presentation Transcript