1

AIRBUS INDUSTRIE

Airbus Industrie presentation to ATN200026/27 September 2000

2

Airbus Industrie perspective

Airbus know how to build ATN, and where

the difficulties are

Airbus make available aircraft that can do it

on a massive scale (1 aircraft a day)

If we (the industry) want people to use it,

we need to give them beneficial ATM

services Today ATN is only a cost

3

Research & Development

4

CNS/ATM R&D projects

• CAMELIA• FANSTIC1992 1996

Concept cockpit AIM FANS

• EOLIA• ProATN 1996 2000/2001

ATN COM (Satcom VDL2) + SURV (ADS)Operational Services (ODIAC)

• TORCH• AFAS• NUP

2000 2003

CNS/ATM Operational Concept

2002 2003

Validation of VDL2 for ATC

• EuroVDL

• CNS Project1998 2002

Implementation of RRI

5

CNS/ATM R&D projects

• CAMELIA• FANSTIC1992 1996

Concept cockpit AIM FANS

• EOLIA• ProATN 1996 2000/2001

ATN COM (Satcom VDL2) + SURV (ADS)Operational Services (ODIAC)

• TORCH• AFAS• NUP

2000 2003

CNS/ATM Operational Concept

2002 2003

Validation of VDL2 for ATC

• EuroVDL

• CNS Project1998 2002

Implementation of RRIFANS A

6

CNS/ATM development strategy

Airbus R&D (methodology, concept, development,

tools) validated with FANS A certification

Experimental ATN router already in operation on

ATSU : flight and interoperability tests with ATC

stations (EOLIA/ProATN) End-to-end communication and operational tests

performed with Air Services Australia, UK & French

ATSOs (STNA, CENA, NATS), Airsys ATM, NLR (Dutch

Laboratory)

ATN running on ATSU has flown on an aircraft. Test

bed for interoperability world wide. Interesting results.

VDL mode 2/ATN being tested

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CNS Project

Integration of ACI/RRI in experimental ATSU in

progress

Integrated functions : Communication : ATN, Satcom, operational services

Navigation : Integration with experimental FMS

extended functions : ATC flight plan,

integration/monitoring of CPDLC messages

Surveillance : ADS, Enhanced Surveillance (Mode S)

cockpit integration (FCU, RMP, FMS, DCDU) and

CPDLC recording

Technical validation of CNS means

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AFAS Aircraft in the Future Air Traffic Management System

Target : popular A320 family, runs 4/00 to 4/03

Consortium : 17 partners including major AA, ATSOs, industrial,

airline stakeholders

Based on results of previous programmes (TORCH, EOLIA,

DGPS, etc), develops the operational concepts to close the gap

between increasing demand and existing airspace capacity

Integrated CNS solution for ATM evolution (all aspects are

considered)

Supporting European evolutions (e.g. Link 2000+, RNAV in TMA,

etc.) for air/ground integration

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Conclusion

ATN research instructive, not easy...

...but we know how to make it work.

10

Industrial Development

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Perspective

Airbus is preparing, at UAL request, a proposal to

equip their A319/320 fleet for CPDLC Build 1A

Airbus Industrie objective is to launch SARPs

compliant DO-178B level C product (FANS B) in

4Q00

Selected router vendor for experiment is ACI

(RRI). Selection for industrial router is separate.

VDL Mode 2/AOA launched : addresses

immediate congestion, is a foundation for ATN

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Airborne functions - the path

Future, 2008+being defined

“Free Flight”GlobalRSP (RCP /

RNP / RMP) concept

ADS-B

still tbd

DGNSS

FANS A

CDTI

FANS B

C ATN, RCP CPDLC (ICAO)N GNSS, RNPS ADS (ICAO)

from 2004CNS/ATM-1

ICAOCNS / ATM(FANS B)

FANS A

C Arinc 622 CPDLC (DO-219)

N GPS, RNP (initial)

S ADS (DO-212)

1999+FANS A/1

FANS A/1

Pre-FANSAEEC 623

HFDL

VDL mode 2

8.33 kHz

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The AIM-FANS solution

ADF

VDR

Satcom

HFDR

ModeS

FMS

Communication Devices Navigation Sensors

AMU

AOC/ATC*

Datalink

Audio

DCDU*(ATC displays)

Crew Interfaces

GPS

MMR

ILS/GPS /DGPS/(MLS)

Printer

ATSUincluding ACARS

function

Dat

a co

mm

un

icat

ion

Nav

igat

ion

MCDU

VOR DME

EFISECAM

ADIRS

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The flight crew interface

2119Z FROM KZAK CTL

AT ALCOA CLB TO & MAINT FL310

OPEN

*UNABLE

<OTHER

STBY*

WILCO*

ATCCOMM

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Benefits of ATSU

Airbus Industrie, providing an SFE solution for

datalink, is part of a long term strategy Involvement of the airframer is acknowledged by

airworthiness authorities

Commonality of solution

Aircraft life-long solutions

Airframer validation of systems

Desired level of interaction between systems

Is designed to fit within Airbus family concepts : glass

cockpit, dark screen philosophy, cross crew

qualification

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FANS A certification

FANS A validation flight with JAA : 14-19 February

2000

Interoperability and transfer of centers successfully

demonstrated for AFN, ADS and CPDLC with (through

both ARINC and SITA) : Johannesburg, Melbourne, Brisbane, Fiji, Auckland, Tahiti,

Oakland, Edmonton

HMI (DCDU) concept successfully validated

HFDL tested successfully over the pole Airbus has proposed to ICAO to use HFDL and SATCOM

voice for ATC operations

Certification on A340 : 12 July 00

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Also successful tests with over 15 ATC centers

across the world from aircraft simulator in

Toulouse (China, Thailand, Canada, Egypt, Sri

Lanka, Eurocontrol, Australia, etc.)

Validation of Airbus test tool suite (simulator of

ATC station) representative of ATC stations

throughout the world

Similar tools are being developed for ATN. Aircraft simulator fitted with ATSU/DCDU and

EOLIA/ProATN performed ATN tests with Air Services

Australia

Lessons learned

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Local tests

Test with ANETO Tools

GroundProcessor

© copyright Aerospatiale Matra Airbus 2000

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Tests with world wide implementation

Trials with real ATC

© copyright Aerospatiale Matra Airbus 2000

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FANS B

First product on A320 family will meet requirements for operations such as CPDLC

Build 1A and follow on ATM services

Next step : implementation on FANS A A330/340

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CNS/ATM standardisation activities

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Standardisation

ICAO Panels produce Standards and

Recommended Practices (SARPs) for datalink

(VDL Mode 2, ATN, applications)

SARPs are technical standards

SARPs are global. E.g.: CPDLC message set defined for all possible

operations (oceanic, en-route, arrival/departure, etc.)

Implementors build on ICAO standards but need

to: decide options, message sets, add their

operational requirements=>Activities beyond ICAO standards are required

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Standardisation & regulation

In the USA FAA tasked RTCA with CPDLC Build I, IA definition

RTCA established Special Committee 194 (ATM Data

Link Implementation)

In Europe Project Managements of PETAL-II and SCALA trial

LINK 2000+

JAA initiated regulatory work on AEEC623 and

ATN/Link2000+ with draft TGL (Temporary

Guidance Leaflet)

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Europe / USA joint activities

At standardisation level: RTCA SC-189/EUROCAE WG-53 defined ATN

Baseline 1 (CPDLC Build I, IA, PETAL-II, SCALA trial)

and is defining ATN Baseline 2 (ADLS Build II, LINK

2000+)

At implementors’ level: FAA (CPDLC Build I, IA),

EUROCONTROL (PETAL-II) and

France (SCALA trial)

coordinate through the PETAL Integration Team (PIT)

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However...

Differences between Europe and USA schedule

flight phases

functions

Gap between FANS 1/A and ATN Airframers, ATSOs, safety regulators will have to come

up with solutions to accommodate differences

The closer the operations, the safer the aircraft

Expects SARPs will need to be amended in the light of

operational implementation

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Conclusion

The airlines and Airbus Industrie have installed CNS enabler equipment platforms

installed many CNS functions

on a large proportion of the jet airliner fleet (1900 + 1100

aircraft, of which over 1300 in the US, adding an aircraft a

day) with ATC benefits becoming visible, the rest will follow fast

Now it is up to the ATC service providers to provide immediately beneficial services for airlines

with confidence in benefits, scale and schedules

With confidence in the ATC services, we can implement

the remaining functions

Thank you for listening. Any questions?

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The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements is not shown, the Company will be pleased to explain the basis thereof.

This document is the property of Airbus Industrie and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorized.

AIRBUS INDUSTRIE

31707 Blagnac CedexFrance

© Airbus Industrie 2000All rights reserved.

GlossaryACARS Aircraft Comm, Addressing and Reporting SystemACARS MU ACARS Management UnitACAS Airborne Collision Avoidance SystemACMS Aircraft Condition Monitoring SystemACP Actual Communication PerformanceADF Automatic Direction FinderADIRS Air Data Inertial Reference SystemADS Automatic Dependent SurveillanceADS-B ADS-BroadcastAECMA Association Euro. Des Constructeurs de Materiel Aero.AFN ATC Facilities NotificationAFS Auto Flight SystemAIDS Aircraft Integrated Data SystemAIM-FANS Airbus Interoperable Modular FANSAOC Aeronautical Operational CommunicationAOA ACARS over AVLCAIRSAW Airborne Situational AwarenessAMP Actual Monitoring PerformanceAMU Audio Management UnitANP Actual Navigation PerformanceAOA AVPAC Over ACARSAOC Airline Operational Communication ARINC Aeronautical Radio Inc. ASAS Airborne Separation Assurance SystemASP Actual System PerformanceATC Air Traffic ControlATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services ATSU Air Traffic Services UnitAVLC Aviation VHF Link ControlBDS Comm-B Designated SubfieldBFE Buyer Furnished EquipmentBRNAV Basic Area Navigation

CBA Cost Benefit AnalysisCDTI Cockpit Display of Traffic InformationCFDIU Centralized Fault Display Interface UnitCMA Context Management ApplicationCMC Central Maintenance ComputerCNS Communication, Navigation and SurveillanceCNS/ATM CNS / Air Traffic ManagementCPDLC Controller-Pilot DataLink CommunicationCT Cabin TerminalDA Decision AltitudeDCDU Data Communication Display UnitDGNSS Differential GNSSDMC Display Management Computer (EFIS/ECAM)DME Distance Measuring EquipmentECAM Electronic Centralized Aircraft MonitoringEFIS Electronic Flight Instrument SystemEIS Electronic Instrument SystemEWD Engine & Warning DisplayFAA Federal Aviation AdministrationFANS Future Air Navigation System - see CNS/ATMFCU Flight Control UnitFF, FV, FP, CF FMS waypoints naming conventionFG Flight GuidanceFIS Flight Information ServicesFLS FMS Landing SystemFMS Flight Management SystemFWC Flight Warning ComputerGBAS Ground Based Augmentation SystemGCAS Ground Collision avoidance SystemGLS GPS Landing SystemGNSS Global Navigation Satellite System GPS Global Positioning System GPWS Ground Proximity Warning SystemHF(HFDR) High Frequency (Data Radio)

GlossaryHFDL High Frequency DataLinkHMI Human Machine InterfaceICAO International Civil Aviation Organization ILS Instrument Landing SystemISPACG Informal South Pacific Atc Coordination GroupLAAS Local Area Augmentation SystemLADGPS Local Area Differential GPSLCD Liquid Crystal DisplayLR Long Range (A330/340 family)MCDU Multipurpose Control and Display UnitMLS Microwave Landing SystemMMR Multi-Mode ReceiverMSAW Minimum Safety Altitude WarningOSI Open System InterconnectionRCP Required Communication PerformanceRD Research & DevelopmentRFC Request For ChangeRMO Retrofit Modification OrderRMP Radio Management Panel/Required Monitoring Perfo.RNav aRea NavigationRNP Required Navigation PerformanceRSP Required Systems PerformanceRTA Required Time of ArrivalRVSM Reduced Vertical Separation MinimaSA Single Aisle (A318/319/320/321 family)SARPs ICAO Standard And Recommended PracticesSatcom Satellite CommunicationSatnav Satellite NavigationSBAS Satellite Based Augmentation SystemSDAC System Data Acquisition ConcentratorSDU Satellite Data UnitSFE Supplier Furnished EquipmentSMGCS Surface Movement Guidance and Control SystemSSR Secondary Surveillance Radar

STC Supplemental Type CertificateSTCA Short Term Conflict AlertSTDMA Self organizing Time Division Multiple Access (VHF)TAWS Terrain Avoidance Warning SystemTCAS Traffic Collision Avoidance SystemTIS Traffic Information ServiceVDL VHF Data LinkVHF (VDR) Very High Frequency (VHF Data Radio)VOR VHF Omni-directional RangeWAAS Wide Area Augmentation SystemWB Wide Body (A300/310 family)XPDR Mode S Transponder Mode Selected