1. 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

2. Episode 3 - CAATS II Final Dissemination Event 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

3. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 3 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 Making the right technology choices + Demonstrating technology readiness Maturity =

4. Brussels, 13 & 14 Oct 2009 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.

5. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 5 How is it linked to E-OCVM ? T9 Use T7T6T8T2T3T5T4T1T0 DiscoverUnderstandAdaptValidateRefine TRL Maturity Levels 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. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 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

7. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 7 HOW RTA performance evaluation tool Run several batches of scenarios and collect statistical results Vary key environmental input parameters (e.g. winds) Same simulated FMS as the one integrated in AIRLAB and EPOPEE Representative aircraft model Tools which can be re-used in SESAR to statistically evaluate an FMS function using representative samples Measure conformance to RTA performance requirement (10s, 95%)

8. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 8 EUROCAT (THALES) HMI Flight plan NAV DB LOC PRED TRAJ FMS FMS (THALES) AIRLAB (THALES) Pre-integration Technical performance EPOPEE (AIRBUS) Pilot acceptability Cockpit & A/C integration coupling And / or 4D trajectory CPDLC messages Up to date vertical function Enhanced meteo model Enhanced RTA HMI MSTS Data Link FDP Air Traffic Generator SIMULATOR (THALES) HOW Integrated air-ground platform

9. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 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...)

10. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 10 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 * DCDU = Datalink Control and Display Unit WHAT Initial 4D Definition

11. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 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 ETA min/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 ETA min/max synchronization with ATC appreciated Route clearance loading well appreciated MET Data update through datalink is a must

12. Brussels, 13 & 14 Oct 2009 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

13. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 13 Remain behind Merge behind Radar vector then merge behind WHAT ASAS S&M - The 3 manoeuvres

14. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 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 * MCDU = Multipurpose Control and Display Unit + ND = Navigation Display

15. Brussels, 13 & 14 Oct 2009 Episode 3 - CAATS II Final Dissemination Event 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)