episode 3 industrial assessment initial 4d trajectory management and asas sequencing & merging...
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Episode 3 Industrial Assessment
Initial 4D Trajectory Managementand
ASAS Sequencing & Merging
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Patrick LELIEVREAIRBUSEpisode 3
Brussels, 13 & 14 Oct 2009
Brussels, 13 & 14 Oct 2009
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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
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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 =
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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.
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How is it linked to E-OCVM ?
T9
Use
T7T6 T8T2 T3 T5T4T1T0
Discover Understand Adapt Validate Refine
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…)
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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
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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%)
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EUROCAT (THALES)
HMI
Flightplan
NAV DBLOC
PREDTRAJ
FMSFMS(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 modelEnhanced RTA
HMI MSTS
Data Link
FDP
Air Traffic Generator
SIMULATOR (THALES)
HOW Integrated air-ground platform
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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 ...)
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• “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
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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 ETAmin/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 ETAmin/max synchronization with ATC appreciated
Route clearance loading well appreciated
MET Data update through datalink is a must
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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
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AFR123 235 40
DLH456 250 41
N seconds
N seconds
AFR123 235 40
DLH456 250 41
MergeWPT WXYZ
AFR123 235 40
DLH456 250 41
N seconds
Resume point
Remain behind
Merge behind
Radar vectorthen merge behind
WHAT ASAS S&M - The 3 manoeuvres
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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
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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)