ASAS Dream or reality? ASAS TN Workshop April 2003 Presented by Thomas Fixy Manager Air Traffic Information Management

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 2 ASAS : what and why? A set of applications based on the real time use of broadcasted traffic data (ADS-B) Objective : to enhance flight and ground operations (safety, efficiency, etc) ASAS Package 1 : presently 12 applications for Situation Awareness and Spacing  5 applications for ground surveillance (GSA)  7 applications for airborne applications (ASA)

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 3 How? A variety of activities... The US  SF21 Capstone Alaska (UAT)  CAA Situation awareness CDTI  Not useful for continental radar areas  RTCA MASPS & MOPS. However FAA agreed to joint US/EU work. ... Europe  ASAS Trials based on VDL4  Propose to lead RFG for applications harmonisation ... Asia Pacific region  Australian trials for Radar Like Application (separation)  1090 ADS-B out mandate proposed by Australia for 2006 ...

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 4 Transition Short term  ADS-B out 1090 Extended Squitters  Cooperate with all stakeholders (Eurocontrol, FAA, airlines, ATS providers) for harmonised applications definition & procedure agreement, interoperability, OSED, safety performance requirements : RFG Medium term  ATSAW Situation awareness using CDTI Medium/long term  Manual spacing with minimum automation (guidance cues, etc)  Automatic spacing & rest of Package 1  Add Nav (RNP) & Com (CPDLC) for global concept of operation

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 5 Long Term : Automatic Spacing and P1 System impact :  Transponder (ADS-B out update)  Traffic computer (surveillance function i.e. fusion, alerting, filtering)  Traffic Display on Navigation Display  MCDU, specific pointing device,...  ATSU (ASAS automatic exchanges)  Spacing algorithms (FMS)  Guidance control loop (FMS + autopilot)  Procedures & training for ground and onboard

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 6 Mode S 1090 xt Mode S XT ADS-B media Display ADIRS MMR FMS Nav Display DMC FMS ASAS Navigation Processing MMR ADIRS MCDU FCU Pointing Device Traffic Computer: RT ADS-B media - ASAS Traffic data processing - ACAS RT & processing - L band Second link capability other ADS-B media if requested GPS/IRS/GPIRS data New wiring for ADS-B IN Display Integrated Traffic Computer A.P. ATSU ASAS P1 architecture on Airbus MCDU GPS/IRS/GPIRS data FMS nav data Selected altitude own data Surveillance Processing Navigation Processing LS ATC TCAS Ctl Panel

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 7 Medium/Long term : Manual spacing System impact :  Transponder (ADS-B out update)  Traffic computer  Traffic Display on Navigation Display  MCDU, specific pointing device,...  Spacing algorithm (FMS) for manual guidance (flight director)  Procedures & training for ground and onboard

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 8 Medium term : ATSAW System impact :  Traffic computer (ADS-B out/in)  Traffic Display on Navigation Display  MCDU, specific pointing device,... - optional Pilot’s need for better awareness of traffic situation is legitimate  especially if traffic increases  benefit : safety and crew education + voice com reduction ATSAW is an unavoidable (first?) step ATSAW can provide REAL benefit now  i.e. self-separation in non radar airspace (e.g.Capstone Alaska)

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 9 Short term : ADS-B OUT System impact :  Transponder (ADS-B out update) ADS-B out can provide REAL benefit now  i.e. separation in non radar airspace (e.g. Australia)

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 10 Mode S 1090 xt Mode S XT ADS-B media Display ADIRS MMR FMS Nav Display DMC FMS MMR ADIRS FCU ADC New Wiring Prov for ELS/EHS/1090ES TCAS Existing wiring GPS/IRS/GPIRS data Display LS ADS-B Out architecture on Airbus ATC TCAS Ctl Panel GPS/IRS/GPIRS data Flight number GPS data for MK4 XPDR Selected altitude

How to start?

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 12 Start small ASAS before 10 years is a DREAM  Airline financial situation, maturation time, deployment (retrofit), standardization process, certification, etc 1090 : Use existing aircraft installation : Avoid costly modification initially (i.e. FMS). VDL4  requires installation of additional new radios for surveillance, additional antennas and location (wiring), requires 6-12MHz guard bands to mitigate interference with essential VHF voice radios  these characteristics make VDL 4 costly to install, and inefficient of spectrum use L-Band more adapted to aircraft system integration (AEEC Integrated Surveillance System supported by Airbus and Boeing, A380 AESS, etc)

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 13 States to mandate ADS-B out For efficient ASAS, all aircraft must be equipped  except maybe for some specific operations (spacing at HUBs? Night operations?) If all a/c manufacturers are not committed, ASAS is a DREAM ADS-B Out is a pre-requisite to all Package 1 applications  ADS-B Out is a REALITY today Mandate ADS-B Out will accelerate the development & deployment process Based on DO260A and on existing aircraft installation as first step

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 14 Reality: time-to-market life cycle Operational Concept Validation : 5-7y  Concept definition, feasibility and acceptability  Standardisation (OSED), regional harmonisation  Safety case – global  Benefit assessment  Implementation planning Industrialisation : 5-7y  Standardisation (Safety, performance, interoperability)  Technological development –Includes systems development, validation and large scale pre- implementation trials, certification process.  Usual development cycle: air and ground harmonisation –Multiple developments for Forward-Fit/ Retro-Fit Deployment : 3-5y  In both air and ground “fleets”  Voluntary or mandated deployment

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page Mode S ELS/EHS 1090 Long Squitters Minimal ADS-B out ADS-B in & CDTI certif - Spacing TBC (FMS?) Package 1 Spacing implementation & Applications certification Mode S update for ADS-B out Certif TIS-B Ground Stations FMS Modified for automation Decision for ADS-B out MANDATE with EHS mandate Package 1 implementation ADS-B in & CDTI - ATSAW Second link development if needed Certif FP6 research projects Industrial capaciity

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 16 ASAS Standards Urgent need for harmonised definition and need  Airbus needs a unique definition –Regional solutions, maybe inevitable, but are a burden  Guaranteeing world-wide interoperability Clear need still lacking from stakeholders (Airlines/ATSP)  except Australia & Alaska : Radar Like (ADS-B out) & ATSAW (CDTI) RFG : harmonised OSED  Today scarce ATSP/Airlines resources to work on OSED!!!! –caution : only DLH & EEC Bretigny, representing Airlines/ATC community  Eurocontrol, FAA, and European ATSP’s have a crucial role Risk : OSED/SPR/Interop remain a dream –the reality : RTCA MASPs/MOPS

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 17 Crucial : Human factors & training What to present to pilot? What not to present? What range? Which display? How to merge TCAS info with ASAS info? How to process conflict? Procedures? Etc…  This is being worked in research programs, TIM ASAS, etc.  Human Factor validation of the proposed solutions needed All these aspects must be addressed if we think to transfer tasks or responsibility from controller to pilot.  We are still far. Important impact on pilot repartition task, then procedures. Specific qualification (such as cat 3) with recurrent training? Managed at Airline level has important impacts  Today training for CPDLC is an issue for airlines

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 18 Conclusion ASAS is only a tool  ASAS must be integrated in a global concept of operations that will maximize its benefit  Start with pre-requisite: mandate ADS-B Out The paradigm change will come from the operational use (procedures, ATC/pilot task repartition, etc) and the way ASAS will be integrated into a global concept : Single European Sky (OSED) Take into account industry capacity Define the need and ensure harmonisation Start with simple applications  Ground applications  Airborne applications with minimum system impact Carry on R&D!

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. April 2003Page 19 This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AN EADS JOINT COMPANY WITH BAE SYSTEMS