Study Report On Avionics Systems

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION
OVERALL ATM/CNS TARGET ARCHITECTURE

EUROCONTROL
STUDY REPORT ON AVIONICS SYSTEMS FOR THE TIME FRAME 2007, 2011 AND 2020
Document Identifier: Edition Number: Edition Date: Status: Intended for:
OATA-P2-D4.2.11-03-01 2.1 23 Nov 2004 Proposed Issue TRG Members
DOCUMENT CHARACTERISTICS
TITLE
Study Report on Avionics Systems for 2011-2020

EATMP Infocentre Reference: Document Identifier: OATA-P2-D4.2.11-03-01 Abstract Edition Number: Edition Date: 2. 23 Nov 2004
The OATA Avionics Study considers the evolution of the role of the aircraft as a component of the CNS/ATM system over three epochs 2007, 2011 and 2020 representing the nearterm, mid-term and long-term scenario defined in the Executive Summary of this document. These epochs are aligned with those of the EUROCONTROL OCD. The study also describes the overall strategy for modernising ATM and then introduces how the evolution is achieved by describing the concepts relevant to each epoch.
Keywords
Prepared by: Issued by:
Contact Person(s) Boeing R&T Europe and Helios Technology Edward Bailey Workpackage Manager
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Edition: 2.1 Overall ATM/CNS Target Architecture
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EATMP Infocentre EUROCONTROL Headquarters 96 Rue de la Fuse B-1130 BRUSSELS Tel: +32 (0)2 729 51 51 Fax: +32 (0)2 729 99 84 E-mail: eatmp.infocentre@EUROCONTROL.int Open on 08:00 - 15:00 UTC from Monday to Thursday, incl.
DOCUMENT APPROVAL
The following table identifies all management authorities that have successively approved the present issue of this document.
AUTHORITY
OATA Quality Assurance Manger
NAME AND SIGNATURE
DATE
David Webb
23 Nov 2004
OATA Project Manager
Alessandro PRISTER
23 Nov 2004
DOCUMENT CONTROL
Copyright notice 2005 European Organisation for the Safety of Air Navigation (EUROCONTROL). All rights reserved. "Member States of the Organisation are entitled to use and reproduce this document for internal and non-commercial purpose under their vested tasks. Any disclosure to third parties shall be subject to prior written permission of EUROCONTROL".
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DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.
Edition N Edition date 0.A 0.B 0.C 0.D 0.E 0.F 1.0 1.1 1.2 1.3 1.4 2.0 2.1 16/03/04 11/05/04 28/05/04 06/07/04 07/07/04 27/07/04 01/08/04 22/09/04 27/09/04 29/10/04 31/10/04 01/11/04 23/11/04
Author(s) Boeing Helios Boeing Boeing Helios Helios Helios Boeing Helios Boeing Helios Helios Helios Initial Draft
Reason or status
Editorial corrections Final draft Comments from EUROCONTROL & Helios Editorial corrections Update to reflect EUROCONTROL comments Issue for Public Consultation Comments from Airbus Minor editorial corrections Addition of IRB comments, Executive Summary and movement of Section 7 to Annex. Final corrections Editorial Corrections. Version for TRG. Insertion of comments from Airbus
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TABLE OF CONTENT
EXECUTIVE SUMMARY......................................................................................................................... 1 1 Introduction.................................................................................................................................... 5 1.1 1.2 2 2.1 2.2 2.3 3 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 4 4.1 4.2 4.3 4.4 5 5.1 5.2 5.3 6 6.1 6.2 6.3 6.4 7 8 A Objectives and Scope.............................................................................................................. 5 Document Overview ................................................................................................................ 5 Current European situation - limitations .................................................................................. 7 The future operational concept - opportunities........................................................................ 9 A three step approach ........................................................................................................... 10 Current and next-future paradigms........................................................................................ 12 Key elements of IMA architecture.......................................................................................... 13 IMA supporters ...................................................................................................................... 13 IMA development drivers....................................................................................................... 13 Features................................................................................................................................. 14 Advantages............................................................................................................................ 14 Special consideration areas .................................................................................................. 15 Fleet adaptation ..................................................................................................................... 15 Operational context ............................................................................................................... 17 Impact on avionics................................................................................................................. 20 Pilot role................................................................................................................................. 32 Avionics summary ................................................................................................................. 35 Operational context ............................................................................................................... 37 Pilot role................................................................................................................................. 52 Avionics summary ................................................................................................................. 53 Operational concept .............................................................................................................. 55 Impact on avionics................................................................................................................. 56 Pilot role................................................................................................................................. 62 Avionics summary ................................................................................................................. 63
Context ........................................................................................................................................... 7
avionics architecture eVOLUTION............................................................................................. 12
Avionics Architecture for 2007 .................................................................................................. 17
Avionics architecture for 2011 ................................................................................................... 37
Avionics architecture for 2020 ................................................................................................... 55
References ................................................................................................................................... 65 GLOSSARY................................................................................................................................... 68 Functional Decomposition for 2011 .......................................................................................... 73 A.1 A.2 A.3 Objective................................................................................................................................ 73 Identified functions................................................................................................................. 73 Identified data ........................................................................................................................ 80
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EXECUTIVE SUMMARY
Purpose The OATA Avionics Study has considered the evolution of the role of the aircraft as a component of the CNS/ATM system over three epochs: 2007 Representing the near-term scenario of essentially todays control paradigm based on existing avionics plus the addition of initial datalink and air-ground ADS-B applications. 2011 Representing the mid-term scenario in which a more progressive form of flight planning is enabled by greater integration of airborne data with the ground systems (including the provision of intent information), the use of advanced RNP-RNAV systems to facilitate greater flexibility in the use of airspace and increased collaborative decision making enabling more efficient flights. 2020 Representing the long-term scenario in which trajectory negotiation is used to enable an advanced form of flight planning based on a common understanding between the avionics and ground systems of the aircrafts trajectory for the entire flight. This enables ground based planning to minimise conflicts and enable user-preferred trajectories.
These epochs are aligned with those of the EUROCONTROL OCD. The study briefly describes the overall strategy for modernising ATM and then introduces how the evolution is achieved by describing the concepts relevant to each epoch. Overall Strategy Current ATM system present serious difficulties in meeting the expected increase in demand over the coming years. This is mainly due to the existing sector-based air traffic control concept that highly depends on tactical interventions to manage traffic conflicts. In addition, enhancements in flight planning (and re-planning) capabilities, that could allow more predictable air traffic management, are limited by the lack of information sharing between the various stakeholders. Currently proposed solutions (EUROCONTROL, FAA, ICAO, Boeing and ATA) are all directed to a more co-operative system that will use an intensive sharing of real-time information to achieve accurate gate-to-gate flight management. In the foreseen evolution, the integration of ground and air systems will play a major role and will act as a platform that enables development of further operational solutions as needs arise. By the end of the time frame considered (2020), this will provide a more strategic oriented air traffic management based on trajectory exchange and negotiation between all involved stakeholders. The trajectory negotiation process will be supported by a greater flexibility of airspace use that will make better use of the advanced capabilities of modern aircraft. A performancebased approach will simplify airspace procedures and structures and will enable an efficient planning of airborne equipage. The strategic planning capabilities do not preclude the need for tactical actions. In this sense, a certain degree of migration of separation assurance to the flight deck will take place with the introduction of Airborne Separation Assistance Systems (ASAS). This will incorporate enhanced air-to-air surveillance functions with longer look-ahead capabilities that will increase the situational awareness of the flight crews. ASAS applications may support spacing and separation applications in which limited separation assurance is delegated to the flight deck; more ambitious plans to enable self-separation (autonomous operations) are also envisaged in non-core areas.
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In the airport surface, the progressive evolution to an advanced Surface Movement Guidance and Control System (A-SMGCS) will enhance the traffic situation awareness in all weather conditions. This will contribute to minimize the occurrence of runway incursions and taxi conflicts and thus, will improve the safety of the operations. Concepts for 2007 Following the smooth transition outlined above, the operational scenario for 2007 will not differ significantly from that in operation today. However, the introduction of new applications and services will provide increasing levels of automation. This will be supported by the initial use of air-ground datalink and ADS-B. Introduction of data link services for non time-critical communications in continental en-route and terminal areas will make possible a reduction in routine voice communications between the flight deck and the air traffic controllers (ATCOs). In terminal areas, the automation of services that are currently provided by voice, such as DOTIS (METAR, ATIS), will also contribute to a reduction in pilots workload. Regarding airspace organization, additional implementation of RNAV procedures will take place in this epoch. In that sense, a wide use of B-RNAV for en-route and P-RNAV for busy terminal airspace is envisaged. In the surveillance area, the downlink of airborne parameters will improve the quality of the information displayed to the controller. Initial applications will make specific information available to the controller such as airspeed, heading and selected flight level. In addition, better trajectory prediction and tracking capabilities and enhanced safety nets will be enabled by the use of additional airborne data by ground systems. In this epoch the initial forms of A-SMGCS surveillance and control functions will be implemented (level I and II). The enhanced surveillance function will assist the controller by completing his visual observation with reliable information about the airport layout, position and identity of all vehicles in the manoeuvring area, position and identity of all aircrafts in the movement area, etc. Concepts for 2011 The progressive path to a more strategic oriented ATM system will continue during the 2011 epoch. As a result, the implementation of an intermediate concept based on increased flight planning and exchange of surveillance information will take place in this timeframe. In particular, basic forms of automated route exchange, such as dynamic route availability (DYNAV) and flight plan consistency (FLIPCY / FLIPINT) will be available and provide increased synchronisation between the airborne and ground systems. The process will be carried out automatically between ground and airborne computers and will enable ground ATSUs to access route data contained in the FMS, check its consistency with the correspondent filed flight plan and to propose route changes that will be accepted or rejected by the pilots. In addition, the downlink of pilot preferences (PPD) will enhance the efficiency of the system by permitting the ATCO, who in addition will have better knowledge of the traffic evolution, to anticipate actions in response to pilot needs. In conjunction with the availability of more independent and flexible routing structures, this will support user preferred routes and dynamic re-routings. The process outlined above will require a more flexible airspace design - this will be enabled by the introduction of RNP-RNAV concepts. In that sense, efforts that are currently underway to accelerate the transition to a performance based system should bring major capacity and efficiency benefits by 2011 timeframe.
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Surveillance data links will be explored and as the need for additional airborne parameters will continue growing, the download of aircraft derived data supported by enhanced surveillance has the potential to enable a variety of ATM ground applications (such as better trajectory prediction and conformance monitoring tools). In parallel, the introduction of airborne surveillance applications will improve the situational awareness of the pilots. In conjunction with the information provided by air traffic controllers and other airplanes, initial applications (as Enhanced Visual Acquisition) will support the flight crew to perform their collision avoidance tasks. Benefits associated with them will highly depend on the number of aircraft equipped. Basic spacing applications (Final Approach Spacing) may appear during this timeframe. In these basic forms, they will constitute a good means to achieve the required level of confidence for more advanced applications. In addition, related safety studies are less complex since no change in the distribution of responsibilities between pilot and controller is needed to support these applications. More complex spacing applications (such as sequencing & merging and cross & passing) may appear later in this timeframe. Their implementation will require equipping the aircraft with a full ADS-B package consisting at least of an ADS-B receiver, ASAS processor and CDTI. In addition, flight crews will need new aircraft functions in order to perform these new tasks. These applications could potentially facilitate the use of free-routes and user preferred trajectories and could contribute to a more efficient use of the airspace by a potential achievement of a reducing spacing. However, these applications also include an evolution to a more extensive transfer of responsibility to the pilot. As stated in the EUROCONTROL OCD, a distribution of responsibilities for separation assurance between the air and the ground ATM elements is envisaged in the following years. The benefits associated with this concept are considered to be very important in terms of capacity and flight efficiency. However, different views exist on the need of such a transfer of separation responsibility to the flight crew. In fact, the safety related aspects still need to be analysed in depth, since the transfer of separation will impose important role changes for the human in the system and will require a significant investment in very reliable avionics with higher integrity and availability. These investments will be required for a concept that still has unproven operational benefits. In the airport Surface, the transition to A-SMGCS will bring in the 2011 epoch the implementation of enhanced route planning and control functions. Taxi instructions will be delivered directly, via a point-to-point datalink, to the onboard computers, that will process the surface routing information and then display it to the pilot. In conjunction with the information provided by the surface enhanced visual acquisition applications (Surface EVA), the pilot will be presented with full picture of the surrounding operational environment, including the airport map, taxi information and other traffic and vehicles circulating on the manoeuvring area. Concepts for 2020 The transition to a more strategic ATM system is likely to reach a mature state during the 2020 timeframe. This target ATM paradigm will be supported by trajectory exchange and optimisation that will facilitate the earlier resolution of conflicts between traffic. In addition, a higher degree of predictability in the evolution of the flight will support more accurate planning. The use of a common information management system by all actors will enable an active collaborative decision making environment, where real-time flight data, weather and other information will be available to facilitate the trajectory based planning. Ground and airborne computers will interchange flight intent information by means of a common formal language. This will permit the unambiguous description and sharing of flight
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instructions to be performed by the aircraft in order to meet the intended trajectory, under the control of the air traffic controller and aircrew. By using this common description, ground and airborne systems could compute their own version of the predicted trajectory according to their particular requirements. Advanced datalink services (such as COTRAC / GRECO) will provide a common framework to establish and agree trajectory contracts between aircrew and controllers in real time. The use of a structured negotiation method will facilitate an effective coordination between all the actors needed for the safe development of these applications. Once a mutually acceptable plan of action is reached, agreed changes in flight trajectory will be communicated directly to the onboard FMS by means of secure data links. Airline operations managers will play a major role in this process. The trajectory management concept outlined above, will still need a certain degree of tactical separation monitoring and, to some extent, limited separation assurance will be transferred to the flight deck. In non-core areas, autonomous operations based on ASAS enabled selfseparation (ADS Package 2 and 3) could be also in place for the 2020 epoch, if shown to be safe and cost effective. Finally, on the ground a comprehensive paradigm of the A-SMGCS functions will materialize in complex airports with heavy traffic. The OATA Avionics Cluster The Avionics Study report describes the avionics required to support these concepts for each epoch. The description for 2011 has been used as the basis for the Avionics Cluster of the OATA model.
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1
1.1
INTRODUCTION
Objectives and Scope
This document contains a review of the avionics architectures expected to be implemented by the 2007, 2011, and 2020 timeframes. Boeing Research & Technology Europe (BR&TE) and Helios Technology Limited produced this document for the EUROCONTROL Agency under contract A0/59/HQ/DK/03 with the purpose of developing the Avionics Cluster for the OATA Model. As the OATA Model is based on the EUROCONTROL Operational Concept Document (OCD) and its related Concept of Operations for 2011 this study took the EUROCONTROL documents as its starting point. The avionics cluster is to be developed using a bottom-up approach that takes into account the expected advances in avionics that will occur over the coming years. In particular, the purpose of the current report is to document these advances for three different epochs: 2007, 2011 and 2020. Only the 2011 epoch will be modelled. Although OATA reflects the EUROCONTROL OCD, it is important that future avionics architectures consider the global developments in this field. This report therefore includes future avionics requirements to support global interoperability. Two complementary views of the evolution of ATM are included in this document. The first view is based on EUROCONTROL documents and is driven by operational needs. The second view takes account of the implementation issues seen from an industrial perspective. This view leads to a less aggressive view of timescales and a reduced role of self-separation applications (especially in support of autonomous operations). However, the two views agree on the need for an evolution of the ATM system in the coming years and support main changes foreseen for the core area. The second, industrial, view is included as a commentary of the first view, which is presented as the predominant view; it is not intended to subtract value from the former, but only to present industrial concerns regarding implementation feasibility or schedules. This report has been written with the objective of explaining the future evolution of flight deck avionics functionalities in parallel with the ongoing revolution in the architecture implementing those functionalities, all under the umbrella of the appearance of new air traffic management concepts. The report therefore effectively encapsulates a vision for the future development of ATM services and the subsequent impact on the services provided by the aircraft. The text introduces the potential benefits of such services. It should be noted however that further work is required to evaluate the size of such benefits and the associated costs including those required to overcome implementation difficulties.
1.2

Document Overview
Section 1 contains the document objective and overview; Section 2 presents a brief introduction of the limitations of the current ATM system and the ways in which it is expected to evolve to provide the necessary additional capacity and flexibility whilst maintaining (or improving) the current level of safety. It sets the context for the evolution of avionics described in the main part of the report; Section 3 contains a description of the new avionics architecture that is progressively being implemented in the aircraft with the objective of reducing the costs, facilitating the upgrades, improving the efficiency, and rationalizing the certification requirements of avionics equipment; Sections 4 through 6 describe the expected situation in the 2007, 2011, and 2020 timeframes. Each timeframe is divided into the following subsections:
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The document is divided into the following sections:
The operational context section describes in more detail the concepts noted in section 2, giving an idea of the operational environment for the described avionics systems. These concepts are derived from the need to cope with expected demand in air traffic in the coming years. Therefore, the scenarios constitute a desirable environment where demand for capacity is met with the same or even increased safety levels as those of today. However, the concepts described here have implications not only in avionics, but also in all fields of the air traffic management structure. They usually require the participation of several different technologies to become operational. In that sense, some implementation issues could delay the benefits associated to a particular concept. References to these issues are provided in the communications, navigation and surveillance sections of each timeframe. It is noted that this document is not intended to describe the operational concepts, which is the responsibility of the OCD Drafting Group and Use Case Development teams. BR&TE and Helios have developed this material as a context for describing avionics developments;
The communications section presents the situation of this field in the particular timeframe, subdivided into voice and data communications; The navigation section presents the situation of this field in the particular timeframe, subdivided into the Position-Velocity-Time (PVT), Guidance, Integrity Monitoring, Flight Control, Flight Planning, Aircraft Performance Management, and Flight Management functions; The surveillance section presents the situation of this field in the particular timeframe, subdivided into Traffic, Airport Surface, Collision Avoidance, Terrain, Atmosphere, and Security Threats; The associated changes in the pilot role that the operational concepts in place by this epoch will require; A table which contains a summary of the aircraft equipage that are considered representative of the fleet mix in European CORE and NON-CORE areas in the correspondent epoch; A table, which includes a comparison between fully equipped aircraft and aircraft with an avionics package that can be considered as a baseline for the epoch.
Sections 7 and 8 contain a reference list and a glossary of acronyms, respectively; Annex A contains an identification of functions and their relationships for the 2011 timeframe. This section acts as a bridge between this document and the avionics cluster developed for the OATA model.
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2
2.1
CONTEXT
Current European situation - limitations
Todays Air Traffic Control (ATC) system relies on the same techniques as 50 years ago. Its main elements are radar tracking, radio voice communications and air routes based on ground navigation aids. The airspace structure is the direct result of these elements and includes a large number of control sectors, each under the responsibility of a different air traffic controller. This current system offers limited possibilities of expansion; the only way to reduce the controller workload as traffic increases is to further subdivide the control sectors into smaller units. Whilst this has worked for years, the current and foreseen traffic figures cannot be supported using this solution. This is because the high proliferation of sectors leads to a reduction of the airspace volume assigned to each one of them, and thus to a drastic increase of co-ordinations and aircraft handoffs between adjacent control sectors. In addition, new sectors require new radio frequencies for voice communication. Considering the techniques currently used and the saturation of the radio spectrum, the availability of such frequencies in congested areas is limited already. On the other hand, ground based navigation aids have supported for years a vast network of airways that, to a large extent, have satisfied the existing demand. However, this concept imposes constraints to further expansion, since the airways are tied to the ground beacons and thus offer only a limited number of paths in the airspace. The dependency on ground aids restricts the availability of new routes and hence the flexibility of the airspace system. The solution is the use of area navigation (RNAV) in which routes are constructed from virtual waypoints independent of the terrestrial navigation aids. Europes initial answer to this problem was the introduction of Basic BRAV (BRNAV) in 1998. This enabled new route structure, which delivered significant capacity and flexibility benefits en-route. Europe is currently introducing terminal area navigation procedures based on Precision RNAV (PRNAV). However, airlines are still not able to fully exploit the advanced onboard capabilities, which permit more precise navigation with even less dependency on fixed routes via the application of RNP RNAV1. These capabilities, which are available today in modern aircraft, permit a better tracking of the ATC cleared route and thus reduce the likelihood of unwanted deviations from it. This contributes to improved levels of safety. In addition, increased utilization of these functions2 will also produce operational benefits, such as improved predictability and reduction in delays leading to increased efficiency of the overall system. In the surveillance area, the introduction of radar systems allowed the change from a procedural based Air Traffic Management (ATM) system to a radar-based one. With current radars, the controller possesses basic information about the aircraft with relative accuracy, such as identification, position and altitude. However, these data do not include the intention of the flight crew and so the air traffic controller needs to predict the position of the aircraft in the future. The precision of this estimation has evolved from a manual calculation to a computer based one, but in any case the limited availability of accurate information concerning airborne intent and the performance characteristics of the aircraft impedes anything in excess of short term extrapolations, effectively reducing the reliability of the prediction to a only few minutes. Therefore, prediction of aircraft positions with enough accuracy to provide separation is only possible for short period with current tools. As a result, the current radar based air traffic control is considered mainly a tactical system.
1 2
It is noted that some RNP RNAV advantages, as route spacing gains, still need to be confirmed by studies. New functions as RF legs, vertical performances, holding, etc., will also bring large operational benefits.
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However, the required information is currently available onboard and used by the flight crew through the flight management computers. The transmission of this information to the ground system depends only on the existence of an adequate data link communication service (and integration with the FMC and other avionics3). In addition, from the ground system perspective, there are also some limitations that preclude the use of that information such as the compatibility of aircraft flight plan and trajectory information with ground based ATC tools. In any case, these constraints have not impeded that such a service, FANS1/A, which has been in operation for several years in oceanic areas with a basic but nevertheless useful configuration. With all the above features, the current airspace organization does not offer sufficient flexibility to match users needs. As an example, the availability of user-preferred routes is usually very limited. This causes severe inconveniences to the airlines and by extension reduces the efficiency of the whole system. In addition, the need for tactical resolution of conflicts dramatically reduces the capacity of the whole system and causes unacceptable delays in congested areas. This is due to the sector-based and fixed routes airspace architecture that does not offer enough alternatives to perform a real strategic airspace de-confliction task4. Even with the introduction in the system of more strategic oriented elements such as the flow management unit, the inherent constraints associated with the current system design do not permit all the benefits expected from a more strategic airspace planning tool to be accrued. The lack of alternative routes offering an economic solution reduces the flow management function to the protection of the system from excessive demand by keeping the aircraft on the ground. It does nothing to increase capacity and so is not sufficient to cope with the expected increase in air traffic demand over the coming years. Finally, the current increasing levels of automation in ground systems and the availability of advanced computer systems onboard cannot be used to their full capabilities, mainly due to the lack of integration between them. This situation should be solved in the coming years, and so the existing initiatives at both sides of the Atlantic are directed to increasing integration between ground and airborne systems. In the surface operations area, most airports still rely on the basic SMGCS concept, although A-SMGCS is gaining acceptance especially in major airports in ECAC. The SMGCS concept, as defined by ICAO, consists of the provision of guidance to, and control or regulation of, all aircraft, ground vehicles and personnel on the movement area of an aerodrome. The guidance function is basically performed by air traffic controllers that give instructions to pilots to follow a cleared taxi route. In addition, in airports with more complex layouts, controllers can also use the taxiway lighting system and the stop bars5 to provide some kind of basic visual guidance to the aircraft. The pilot uses these aids and airfield markings, signs and fixed lighting to navigate in the surface with the valuable help of traditional paper charts. As a result, problems associated with the guidance function are even increased when night or low visibility operations are in place, and either the controller or the pilot has difficulty to see. In addition, traffic surveillance on the airport surface is performed by the flight crews based primarily on the see and be seen principle to maintain safe separation. The provision of this separation is performed by the ground controller who uses primarily visual cues to give
3
In addition to the availability of data, future work is required do specify datalink applications to transfer sufficient data for a common understanding between ground and air systems of the required trajectory with sufficient accuracy to enable the negotiation of conflict free trajectories.
4
Since the introduction of B-RNAV, the route structure has been optimised several times contributing in the recent years to a significant reduction in bottlenecks.
Strictly speaking, stop bars are not guidance elements although they delimit critical parts of the airports where aircraft cannot enter (stop & no entry indication) without an explicit instruction from the ATCO.
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instructions to the pilots. Both pilots and controllers use radio communications to confirm positions of relevant traffic. The adherence to operational procedures in conjunction with the basic surveillance function outlined before provide the means available for ATCOs and pilots in order to prevent collisions, runway incursions and to ensure safe, expeditious and efficient movement on the ground (control function). This basic SMGCS has demonstrated to be insufficient to cope with the growing number of runway incursions, especially in complex airports layouts with high levels of traffic. This has lead to major incidents and accidents in Europe and the US in recent years. In fact, according to the SRC, the number of accidents in these two locations, which have occurred during the taxi phase of the operation, represent two thirds of the worldwide number of accidents. Also, in terms of taxi capacity, low visibility procedures based on current paradigms impose serious restrictions to airport throughput (reducing in worst cases airport movements to 1-2 per hour).
2.2
The future operational concept - opportunities
As explained in the previous section, the current ATM system presents serious difficulties in meeting the increase in demand expected in the coming years this is due to the capacity constraints imposed by the current sector-based air traffic control concept which highly depends on tactical interventions to manage traffic conflicts. Enhancements in flight planning (and re-planning) capabilities, which could allow more predictable air traffic management, are currently limited by the lack of information sharing between the different units involved. In addition, the reliance on ground navigational aids adds restrictions to the airspace structure, although the progressive increasing introduction of RNAV routes has begun to overcome this problem. The area navigation concept, when fully exploited, has the potential to offer great flexibility in the use of the airspace resources. This has been initially showed with the introduction of the B-RNAV route structure in en-route airspace and can be further exploited with the use of more advanced area navigation capabilities that will also benefit terminal areas. Currently proposed solutions to the overall problem (EUROCONTROL, FAA, ICAO, Boeing and ATA) are all directed to a more co-operative system that will use intensive sharing of real-time information to achieve an accurate flight management from gate to gate. Hence the current scenario is foreseen to adapt in the coming years in an evolutionary manner that provides the additional capacity and efficiency levels whilst safety is maintained or improved. In this evolution, the integration of ground and air systems will play a major role and will act as a platform that enables development of further operational solutions as needs arise. By the end of the time frame considered (2020), this will enable improved ways of managing air traffic based on trajectory exchange and negotiation between all the actors. The interchange of information regarding flight intent between air and ground units will enable better and more accurate flight planning capabilities in the strategic phase. This will facilitate the earlier resolution of conflicts between traffic and the higher degree of predictability in the evolution of the flight will support more accurate planning. The participation of all the actors in trajectory negotiation will permit an optimum solution among their particular interests and therefore to maximize the efficiency of the overall system. The process will follow collaborative decision making (CDM) principles and thus, will allow decisions to be made by those most effected on the basis of a more comprehensive, up-todate and accurate information [8], [9]. This will include a greater involvement of the Airline Operational Centre (AOC) in flight management activities. The AOC is in a position to make decisions based on fleet-wide objectives and advanced information made available via new ground based information systems as envisaged by the System Wide Information Management (SWIM) concept.
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The trajectory negotiation will be supported by a greater flexibility of airspace use. This will require a common understanding of trajectory between aircraft and ground systems and may require the definition of new datalink services. New designs should enable the use of different types of routes as User Preferred Trajectories (UPT) and potentially autonomous operations in non-core areas by 2020. In addition, a dynamic use of the airspace resources will maximize the throughput of the system while enabling the achievement of users priorities. The airspace optimisation will make better use of the advanced capabilities of modern aircraft. A performance-based approach will simplify airspace procedures and structures and will enable efficient planning of airborne equipage installation. Advanced Flight Management System (FMS) capabilities will constitute a main enabler for trajectory negotiation by the provision of the precise 4D trajectory. The strategic planning capabilities that have been briefly summarized above do not preclude the need for tactical actions. In this sense, a certain degree of migration of separation assurance to the flight deck will take place with the introduction of Airborne Separation Assistance Systems (ASAS). This will incorporate enhanced air-to-air surveillance functions with longer look-ahead capabilities that will increase the situational awareness of the flight crews. ASAS applications may support spacing and separation applications in which limited separation assurance is delegated to the flight deck6; more ambitious plans to enable selfseparation (autonomous operations) are also envisaged in non-core areas. In the airport surface, the progressive evolution to an advanced Surface Movement Guidance and Control System (A-SMGCS) will enhance the traffic situation awareness in all weather conditions. This will contribute to minimize the occurrence of runway incursions and taxi conflicts and thus, will improve the safety of the operations. The need for an advanced concept of surface movement guidance and control system (ASMGCS) is also highlighted in the ATM 2000+ Strategy7 [8], [9]. However, although several initiatives have been launched8 to derive an operational concept supporting these needs, standardization work is still underway and a final solution has yet to be agreed.
2.3
A three step approach
In sections 4, 5 and 6, the evolution of avionics required to support the transition from the current concept to this advanced concept is discussed in three steps: 2007 The current paradigm supported by the initial use of air-ground datalink applications and air-ground ADS-B. 2011 An intermediate concept based on increased flight planning and exchange of surveillance information including the introduction of early ASAS applications9. 2020 The target concept based on 4D trajectory negotiation (core area) and potentially autonomous operations in non-core area.
The dates are those used in the EUROCONTROL OCD. The industrial view is that these dates are optimistic, and that the three dates should be considered as a range, e.g. 20072010, 2011-2019, 2020+. The document tries to maintain temporal coherence for the concepts and technologies, in that the contents of each epoch have roughly the same
In certain areas or during a particular parts of the flight. The degree of separation transfer still needs to be determined and potential compatibility issues between ASAS and 4D trajectory concepts need to be addressed. 7 Level I and II. 8 Some European airports are implementing advanced surface systems based on current technological capabilities, but with different operational concepts and approaches (Frankfurt, Paris CDG, Stockholm Arlanda, etc.). 9 Introduction of more ambitious ASAS applications will require an agreement on the operational need. Several issues, including industrial costs and operational safety, still need to be addressed.
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implementation date. The text indicates where, from an industrial viewpoint, the inclusion of a concept or technology in a particular epoch is considered to be too optimistic. Each section considers the systems and services expected to be available on a new aircraft. It is noted that at any particular time the ATMs system may need to be capable of supporting aircraft from more than one epoch; the percentage of aircraft available with new functionality will be a key driver in benefit assessments. The following table briefly summarises the key technologies available in each epoch.
COMMUNICATION Current 8.33 kHz ACARS - FANS 1/A
NAVIGATION NDB/VOR/DME INS/GNSS/ABAS ILS/MLS
SURVEILLANCE PSR SSR A/C ACAS II - GPWS
2007
VDL Mode 2 AOA
VOR/DME INS/GNSS/ABAS ILS/MLS/ GBAS-CAT I10 SBAS on some smaller & legacy aircraft11 DME/INS GNSS/ABAS ILS/MLS/GBAS-CAT II/III SBAS on many smaller & legacy aircraft Improved GPS/Galileo on some larger aircraft
Mode S Elementary & Enhanced TAWS PWS Package I ADS-B Out Mode S Ext. Squitter Package I ADS-B In (TIS-B)
VDL Mode 2/ATN on some aircraft
2011
VDL Mode 2 / ATN VDL Mode 3 (USA / Decision pending)
2020
New Comm. System
DME/INS/ILS GNSS/ABAS primary means Improved GPS/Galileo primary means12 GBAS-CAT III primary means
(TIS-B) Package II ADS-B Out/In ISS with CDTI Long range conflict detection based on 4D trajectory management
Table 1: Available technologies in each epoch in Core Area Before these sections, Section 3 discusses the evolution of physical architectures for avionics.
10 11 12
Microwave Landing Systems (MLS) are not envisaged to be widespread in the timeframes considered. This considers existing equipped aircraft but no retrofitting.
Primary means defined as a means of navigation, which satisfies the necessary levels of accuracy and integrity for a particular area, route, procedure, or operation. The failure of a Primary Means of navigation may result in, or require reversion to, a non-normal means of navigation, or an alternate level of RNP.
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AVIONICS ARCHITECTURE EVOLUTION
3.1 Current and next-future paradigms

The avionics systems of commercial aircraft have become increasingly complex and sophisticated in order to meet the ever increasing performance and reliability requirements. A large trans-oceanic airplane may have about 50 systems and around 100 computers. These federated systems are expensive to develop and certify. They are also relatively inflexible, and give relatively poor resource utilization. This current philosophy of one box per function is close to reaching its limits in terms of cost, functionality, reliability and certification. These limitations, amongst others, have led to research into an alternative approach known as Integrated Modular Avionics (IMA). IMA is a distributed real-time computer network aboard an aircraft. The aim of IMA is to bring the flexibility of distributed architectures to aircraft applications. With such a concept, a given number of functions or applications run on a processor, communicating via services provided by an operating system. At any time, a function will be allocated to a particular processor, but reconfiguration allows applications to employ different processors, and communications to use different buses to respond to system load or failures. IMA has many potential benefits including simplifying software upgrades, making it feasible to add new applications without changing the hardware, and assisting in meeting requirements for maintenance free operating periods. The use of IMA changes systems in a number of ways. For example, there may be no physical boundaries between applications, sensors and actuators may be interfaced to buses, rather than linked directly to the hardware unit where they are used. This architecture improves the reliability, availability, survivability and extensibility of the overall system. Furthermore, this approach will also provide the potential for reducing the acquisition, maintenance and operating costs. Although a number of IMA architectures and standards have emerged, the Avionics Computer Resource (ACR) defined in RTCA DO-255 [41] and ARINC Specification 653 [42] has the widest adoption in the avionics community. The ACR specification addresses architectural considerations, whereas ARINC Specification 653 defines, at a high level, an instance of a software implementation for IMA architecture. ARINC Report 651 [43] establishes the overall philosophy of this new distributed paradigm and states the design guidelines. ARINC Report 660 [44] recommends specific architectures for CNS/ATM avionics. The avionics industry has witnessed a major shift toward IMA in recent years, and IMA architectures and standards are still evolving, which presents significant challenges for standards organizations, OEMs and commercial vendors alike. It should be noted that this shift towards IMA was not driven by an evolution of the logical architecture or indeed operational concepts, but a desire to improve the cost, extensibility and maintainability of the physical architecture. It should also be noted that existing aircraft will not be retrofitted with IMA systems, and that the significant numbers of aircraft with existing architectures will remain in the fleet for up to 30 years.
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3.2 Key elements of IMA architecture

The Avionics Computer Resource (ACR) is an embedded generic computing platform that is able to host multiple applications (avionics functions), provides space (memory) and time (scheduling) protection for the applications as well as interrupts routing from a single source to the multiple applications. An ACR will be configurable and will apply to a wide range of aircraft types. The platform provides logical separation of applications present on the same ACR. It also provides a means to detect and annunciate any attempts to violate separation. The operating system is a fundamental part of the ACR platform. Its purpose is to ensure that: The execution of different applications does not interfere with the execution of any other application. Dedicated computer resources allocated to applications do not conflict or lead to memory, schedule, or interrupt clashes. Standardized interfaces to applications are provided.
The operating system kernel services and the ACR itself must be qualified at or above the level of the most critical application allowed to reside on the ACR. A key attribute of the ACR kernel is the requirement for a robust partition management mechanism. The partitioning mechanism underlies all aspects of the kernel. The kernel controls scheduling of partitions through a defined, deterministic scheduling regime, controls communications between partitions and provides consistent time management services, lowlevel I/O services, and ACR-level health management services.
3.3 IMA supporters

This standard for the next generation of avionics architecture is established as a consensus of the airline representatives, airframe manufactures and avionics developers. This consensus is displayed by the above mentioned standards. The consensus, along with the success of the first real implementations, guarantees the future of IMA.
3.4 IMA development drivers

The IMA development driver, from the operating point of view, is the reduction of the total life cycle costs, including development, certification, acquisition, and maintenance costs. In the future ATM/CNS environment, many of the proposed new functions, especially on the surveillance domain, would rely on the decisions taken onboard by the avionics and pilots instead of relying on the ATC as it is now. This is the case of the proposed airborne separation assistance functions (ASAS) that would migrate to some extent separation responsibility to the flight crew13. This means that for implementing the new services required by the proposed ATM/CNS environment, an unprecedented level of avionics reliability and availability is imposed. The reasons are twofold; first because of the potential new autonomous decisions and information gathering14, and second because of the higher traffic density expected, which after all for new ATM/CNS systems.
13
Extensive cost-effectiveness, safety, human factors, technical feasibility, etc. studies still need to demonstrate the benefits associated with this concept.
14
In areas where no external source of separation provision is present. In any case some basic rules will need to be follow and a minimum knowledge of the other participants will exist.
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3.5 Features
The main features of the new IMA architecture are: Layered architecture using standard programming interface layers to hide hardware and applications from one another. Reconfiguration of applications in the modules on the ground (whilst the aircraft is not in use; in-flight reconfiguration is not allowable for certification reasons). Protection mechanisms to allow resources like memory to be shared by multiple criticality level applications, and to allow applications to be inserted/altered without impact on the rest of the system. This is called partitioning. Flexible scheduling to meet the deadlines of all the applications, for each viable configuration and when the system is upgraded. Code re-use and portability. Physical integration of networks, modules and I/O devices. Design for growth and change. Common processing subsystems. This allows multiple applications to share and reuse the same computing resources, facilitating a reduction in the number of deployed subsystems that are not fully utilized and providing a more efficient use of system resources, which leaves space for future expansion. Software abstraction. This isolates the application not only from the underlying bus architecture but also from the underlying hardware architecture, assisting the portability of applications between different platforms and also enabling the introduction of new hardware to replace obsolete architectures. IMA also facilitates support for applications that have ever-increasing levels of functionality, including the interactions between complex applications such as headup displays, map display systems and weather radar displays.
3.6 Advantages
The IMA approach results in a reduced number of subsystems, reduced weight and platform redundancy, but above everything else, the concept of incremental certification can be used to considerably reduce the certification costs. The standards support the expected evolution of the technology in the future. They will be able to absorb advances in electronics, software and data communications for at least the next twenty years. The expected evolution of the electronics is for physically smaller units due to advances in microelectronics and higher levels of processing power. IMA will be able to take advantage of this higher processor capacity. New software advances will also be integrated in the IMA architecture. The back plane data bus as defined by the ARINC standard 659 [45] is not speed limited so it will adapt to higher future speeds. The definition of IMA considers the latest advances on reliable, high throughput data communication architectures, and also the latest structures for reaching the highest fault tolerance. These architectures take advantage for its implementation from the evolution of the electronics and software. Conventional aircraft systems are federated, with each major function, or application, in a separate hardware unit. These units may be interconnected, but each is considered independently from the point of view of certification.
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The most important certification advantage is the incremental certification. If a new application is introduced in the IMA system, only the new added features need to be certified; in this way, the certification costs are drastically reduced. Accepted practices in the aerospace industry are to assess systems independently for the purpose of certification. Recent international standards such as ARP-4754 (SAE 1996) and the accompanying ARP-4761 are intended to deal with complex and integrated systems for commercial aircraft. However they do not explicitly deal with issues such as IMA and, implicitly, they still reflect the one system at a time approach to certification. The acceptance of incremental certification is the key to IMAs ability to deliver lower costs of ownership.
3.7 Special consideration areas

For true systems integration, a new culture is required based on open systems with a set of inherent quality features such as conformance, robustness, extendibility, compatibility, and reusability built into the architecture. The ACR Specification defines two important concepts that are widely used in IMA: these are Spatial Partitioning and Temporal Partitioning. Spatial Partitioning defines the isolation requirements for multiple applications running concurrently on the same computing platform. In this model, applications running in an IMA partition must not be able to deprive each other of shared application resources or those that are provided by the RTOS kernel. This is usually achieved through the use of different virtual memory contexts, which are enforced by the processors Memory Management Unit (MMU). These contexts are referred to as partitions in ARINC 653 [42] and contain an application with its own heap for dynamic memory allocation, and a stack for the applications processes (the ARINC 653 term for a context of execution). Temporal Partitioning or scheduling is the assignment of defined time slots to each application in a way that no application can monopolise the processor longer than planned so other applications cannot meet their demands.
3.8 Fleet adaptation

The IMA architecture is being implemented in new major transport aircraft developed by Boeing and Airbus. As a consequence of these developments, and reusing parts of the systems, it is also starting to be implemented in a few small business aircraft. Also in the military field the latest platforms are implementing versions of the IMA architecture with some differences mainly on the type of communication busses. The Airplane Information Management System (AIMS) architecture implements the IMA concept with ARINC 629 data bus. This architecture, the "brains" of the Boeing 777, is actually the centrepiece of an advanced avionics system designed to meet the very high requirements for functionality, maintainability and reliability required for a modern airliner. The AIMS consists of dual integrated cabinets that contain all of the central processing and input/output hardware to perform the following functions: Flight Management Displays Navigation Central Maintenance Airplane Condition Monitoring
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Flight Deck Communications Thrust Management Digital Flight Data Engine Data Interface Data Conversion Gateway
By eliminating the need for separate LRUs for each subsystem, each with its own power supply, processor, chassis, operating system, utility software, input/output ports and built-in test, the AIMS concept saves significant weight, space and power consumption on board the airplane while improving overall system reliability and maintainability. AIMS also exploits advanced design technologies: dual lock-step high-speed processing, robust software partitioning and Application Specific Integrated Circuits (ASICs), thus allowing the integration of more system functions in a single logical processor channel while creating a system with extremely high reliability and fault tolerance. The developments made for the 777 and subsequent versions of the B737 are also being reused for the C-130 Avionics Modernization Program and 767 Tanker. Versatile Integrated Avionics (VIA) is a spin-off of from AIMS that has been used in the 737600/700/800 and the McDonnell Douglas MD-90/95. VIA system will be also incorporated onto the C-5M and will host the flight management system, flight controls, mission software, and the future air navigation system (FANS-1) communication management software. The system will also provide growth potential for the aircraft to meet future GATM requirements by allowing the military to take advantage of commercial upgrades. The IMA concept is also being ported to military platforms like the JSF and the Grippen, meaning that the IMA concept is spreading and confirming that the whole industry supports this architecture. The new Airbus 380 has an extended IMA concept based on open standards using ARINC 600 modules interconnected by an AFDX (Avionics Full Duplex Ethernet) network and using standard Application Programming Interface (API) allowing the integration of applications from different vendors on the same hardware. On the A380 the IMA includes applications in the following domains: Cockpit Energy Cabin Utilities It is expected that all new large transport aircraft developed from now on will adhere to IMA. The concept is also starting to be implemented in small aircraft. However, there is going to be a long period in which the new IMA architecture will coexist with the classic federated architecture, during which the percentage of the world fleet equipped with IMA will grow, over a period of maybe 30 years, until almost all the transport airplanes are IMA compliant. The reality is therefore that IMA is not an enabler for the OATA architecture based around 2011, but its importance will grow for logical architectures for 2020 and beyond.
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AVIONICS ARCHITECTURE FOR 2007
4.1 Operational context

The operational scenario for 2007 will not differ significantly from that in operation today. However, existing initiatives in Europe and the United States will begin to show results by this time. The progressive implementation of concepts based mainly on current aircraft equipage will materialize, while further levels of automation will be reached in ground systems [1], [8], [9]. Through this epoch, it is expected that a progressive harmonization and simplification of airspace structure will occur. The airspace organization will be more adapted to aircraft performance capabilities, providing more efficient SIDs and STARs and optimised sectorisation. In addition, introduction of a more dynamic airspace allocation through adaptation of sectors to variations in traffic flows (in both en-route and TMA) will take place [69]. 4.1.1 Communications
The path towards a more strategic ATM system will be facilitated by the introduction of a data link for non time-critical communications in continental en-route and terminal areas, making possible a reduction in routine voice communications between the flight deck and the air traffic controllers (ATCOs). The introduction of basic datalink services (DLIC, ACL, ACM, DCL, and DSC15) will support an increased level of automation in routine controller to pilot tasks. ATCOs will be provided with capabilities to perform routine tasks such as issuing of clearances and provision of information, without resorting to R/T communications. This will decrease controllers R/T workload and thus will bring immediate safety benefits. The controller will concentrate his effort on managing traffic rather than spending time in routine RT communications with the pilot. Congestion of the frequencies used for voice communications will also be diminished. These facts could eventually permit the creation of larger control sectors in some areas16 and thus, would allow a potential reduction in the demand of voice frequencies. [2], [3], [4], [5]. In terminal areas, the automation of services that are currently provided by voice, such as DOTIS (METAR, ATIS), will also contribute to a reduction in pilots workload. This reduction will be possible since the use of digital information eliminates the need for writing down the data. The use of printers and/or datalink displays will help the flight crew to recall the information at any time [12]. In addition, the use of automation in the delivery of routine messages will also reduce the likelihood of misunderstandings between the pilot and the controller and thus, will contribute to a safer operation. In any case, this data link system is seen as a main enabler for a wider interchange of information between air and ground units, which will occur in the following years. However, data link configuration foreseen for continental areas in the 2007 epoch could experience some interoperability problems with that used in oceanic areas. Currently, there is no interoperability in air or on ground between the oceanic system, FANS, and ATN systems, which is obliging the airlines to choose between them. Effort is required to facilitate the integration of both configurations by this time. It seems obvious that airlines would be reluctant to install two different data link equipments to fly across the Atlantic Ocean, one for continental areas and another for the oceanic airspace. This issue, if not resolved before, will probably slow the materialization of the expected benefits.
15 16
DSC supports Core / Oceanic transition. Creation of larger control sectors may not be feasible in high complexity control areas.
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In addition, the lack of integration of data link systems with other airborne equipments will not allow for the exploitation of all the benefits expected from it, which will have to wait until the integration becomes real in the following years. For instance, the loading of flight plan-related data into the FMC will be only enabled in an integrated solution. The introduction of data link communications will not eliminate the need for voice communications. Initiatives to increase the number of VHF channels available could potentially enable, in turn, the creation of new control sectors in highly congested areas. Mandatory equipage orders are in place today in Europe and so most aircraft will be fitted to fly over these areas [3], [4]. 4.1.2 Navigation
In relation to the airspace organization, additional implementation of RNAV procedures will take place by 2007. Basic Area Navigation (B-RNAV) has been mandatory for en-route airspace since 1998 while Precision RNAV (P-RNAV) is already in use in some terminal airspace. Existing plans [14] include the replacement of B-RNAV and P-RNAV by RNPRNAV for en-route and terminal areas respectively. However this will not be achieved until at least 2011+ epoch (likely circa 2015) and therefore, in the 2007 epoch, a wide use of BRNAV for en-route and P-RNAV for busy terminal airspace is envisaged. The benefits in capacity and efficiency will be increased with the introduction of new route alternatives based on this concept, in particular P-RNAV can enable the restructuring of terminal airspace to take account of environmental concerns [14], [15], [36], [37]. However, since both B-RNAV and P-RNAV have relaxed integrity requirements over RNP RNAV, conventional procedures will still be in place (based on conventional navaids) for contingency and emergency situations. The high level RNAV performance requirements are summarised in Table 2 [60].
Function 95% containment 99.9% containment System integrity (per Flight Hour) Continuity of Function (failure per flight Hour) Required Time of Arrival B-RNAV 5 NM 10-4 P-RNAV 1 NM 10-5 RNP-RNAV17 RNP 2xRNP 10-5 10-5 En-route (30 sec) 4D RNAV18 RNP 2xRNP TBD TBD Terminal TBD19) (6
Table 2: RNAV System Functional Performance Minimum Requirements Safety benefits associated with RNAV concept will also materialize in this epoch, by permitting an important growth in air traffic movements without penalizing safety levels. This will be achieved by using a more precise air navigation, which in addition, will also improve the effectiveness of conflict detection and resolution tools. In fact, some current modern aircraft capabilities exceed the requirements needed for this concept, and a great step forward could be achieved if these operational advantages are exploited. This could also assist in making the airlines more supportive of the introduction of new ATM concepts.
17
The requirements for RNP-RNAV are subject to change, in particular the types of function support may change but the values specified in this table may need to be tightened if RNP-RNAV was to be supported by a single system.
The introduction of 4D RNAV is not foreseen until 2020, depending upon the business case and in particular transition costs interim steps to 4D-RNAV may be skipped.
19
18
No performance requirements are available yet, 6 seconds is a common estimate but requires validation.
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Proposed Issue
Efforts are currently underway to accelerate the introduction of more advanced RNP-RNAV concepts, bringing greater capacity and efficiency benefits and facilitating the transition to a performance based system that is widely recognized as the preferred means to avoid the inflexibility and slow changeability of equipment mandates for airspace operation. According to current forecasts, an important percentage of the fleet (12-15% w/o retrofit) [66] is expected to be RNP-capable by 2007, although benefits associated with widespread equipage (with required functionalities) are not expected until 2011 and may require a mandate. 4.1.3 Surveillance
In the surveillance area, the foreseen evolution will improve traditional services with the introduction of more advanced radars on the ground [6], [7], [10]. The downlink of airborne parameters (DAPs) will improve the quality of the information displayed to the controller. This information will include not only aircraft position and intent, but also other interesting data such as meteorological information. Initial applications (CAP services) will make specific flight information available to the controller: airspeed, magnetic heading, selected flight level, vertical rate and wind vector. This information will be used as an initial enhancement to the existing ATC surveillance functions. Downlink of other DAPs may bring additional benefit but may also overload the controller [10], [27]. In addition to the information available for the controller, the download of airborne parameters will provide additional data to enhance ground system functions (ADS-B-ADD application) such as trajectory prediction, monitoring tools and safety nets (AMAN, STCA, MTCD). In fact, there may be a ground-based database of aircraft parameters (SAP) to be used by several different ground functions. For instance, a better knowledge of aircraft intentions will enhance ground alert functions, reducing the rate of false alarms and providing warnings with greater anticipation [11], [13], [30]. On the other hand, the availability of data such as aircraft type, weight, waypoints selection, etc. will enable improved accuracy of trajectory predictions which will also need a better knowledge of the meteorological conditions (wind component, temperature, and turbulence) of the environment where the aircraft will be flown. Advanced meteorological models can provide these data with great accuracy but need recent observations to update the previous results. These data can be provided, via datalink, by aircraft flying the same route. The forecast report will then be used by ground ATC systems and could even be uploaded to other airborne aircraft using uplink information services. As a result of an increasing number of aircraft capable of broadcasting airborne information, additional surveillance coverage will be offered in en-route, terminal and airport areas (ADSB-ACC/ TMA/ APT). These applications will make use of ADS surveillance in conjunction with existing radar information to provide multiple coverage in selected areas. As a long-term effect, this could lead to a reduction in infrastructure cost but prior to this, a significant proportion of the fleet should be equipped to realize this benefit [11], [13]. In summary, new applications and services will not dramatically change the way that ATM is performed today, but will provide increasing levels of automation. The tactical system will continue to be in place in 2007, but with better trajectory prediction and tracking capabilities and enhanced safety nets available for the controller. However, full benefits of the enhanced surveillance are expected to be realized in future timeframes. Over remote and oceanic areas, where no radar coverage exists, surveillance is expected to be provided as of now, by using periodic transmission of aircraft position from the flight deck to ATC via voice and FANS ADS-C applications.
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4.1.4
Airport Operations
In the airport surface operations, a smooth transition to a more advanced SMGCS will take place during this epoch20. This system, according to the ICAO definition, will provide routing, guidance, surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather conditions within the Aerodrome Visibility Operational Level (AVOL), whilst maintaining the required level of safety [47], [48], [49], [50]. A-SMGCS will provide pilots, controllers and ground vehicles drivers with enhanced surface traffic awareness. As a function enabled by this enhanced surveillance, a reliable detection of runway incursions and other dangerous situations will be available. This will reduce the contribution of runway incursions to aviation accidents and thus, will significantly improve safety levels of the overall system. In this epoch the initial forms of A-SMGCS surveillance and control functions will be implemented (level I and II). The enhanced surveillance function will assist the controller by complimenting his visual observation with reliable information about the airport layout, position and identity of all vehicles in the manoeuvring area, position and identity of all aircraft in the movement area, etc. On the other hand, the control function will not detect all possible conflicts within the manoeuvring area21, but only those that can be considered as the more hazardous (runway incursions). This will constitute a compromise between technical performances offered by the technology implemented in this epoch and the need for safer airport surface operations. The system will be capable of alerting the controllers in due time and should present a reduced number of false alerts. This control function will anticipate the detection and resolution of conflicts and thus will, improve the safety level of the operations22. Also related to the reduction of runway incursions is the introduction of new means of guidance onboard such as those provided by the use of moving maps with depiction of ownship position over an airport layout representation, enabled through GNSS. These systems will contribute to enhanced situational awareness of pilots while navigating on the airport surface. Thus, the occurrence of navigation mistakes, especially those that happen in low visibility conditions, will be reduced. No improvements on the taxi route planning function23 are expected to appear during this epoch.
4.2 Impact on avionics

The 2007 commercial aircraft fleet will be composed of the same aircraft in use today. The avionics architecture installed in these airplanes assigns different functionalities to particular Line Replacement Units (LRUs), placing great physical and economical constraints on the implementation of new functionalities leading to a very slow implementation of new functionalities, as it is not only necessary to design and certify the new LRU with its connections, but also to physically replace all the other LRUs that need to provide additional data to the new equipment.
20 21
Implementation is likely to be driven by local airport issues and will need to be supported by a sufficient business case.
Initially it is not expected that the whole movement area (including aprons) will be covered, but this may be achieved later by Level III systems.
As envisioned for this epoch the control function will be performed by ATCOs and thus main requirements will be placed in the ground system.
23
22
The taxi route planning function shall determine the best route to users. This is calculated by minimizing the delay according to planning, ground rules and potential conflict with other mobiles.
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4.2.1
Communications
4.2.1.1 Voice By 2007 routine voice communications could start to diminish because of the increased use of data links for non time-critical applications. This would reduce controllers workload and enhance the systems safety and efficiency because of the reduced opportunities for communication errors [2], [3], [4], [5]. However, data communications will not completely substitute voice communications. In fact, the increase of air traffic will require additional voice channels that, by this time frame, will need to be supplied in the congested VHF band. In that sense, the 8.33 kHz program aims to relieve the voice radio channels congestion to some extent. The 8.33 kHz program is based on the progressive introduction of reduced channel separation (from 25 kHz to 8.33 kHz) in determined areas of Europe. These changes have required the airlines to equip their aircraft with new receptors capable of working in such an environment. It is expected that the application areas of the 8.33 KHz spacing will be expanded over the following years to cover most of the European airspace, both vertically and horizontally. The 8.33 kHz area currently covers airspace above FL 245 controlled by 29 different states. Existing plans for implementation of the reduced spacing contemplate the extension of the 8.33 kHz area to cover the airspace above FL 195 by this timeframe. In addition, particular terminal areas and designated airspaces will also be included as required. This expansion will not have a big impact on the communication avionics since most aircraft in the target areas are expected to be equipped by previous mandates [51]. In the US, the FAA has launched the NEXCOM program to develop the air to ground radio communication system to be used in the National Airspace System for air traffic control. Within this program, the proposed solution for voice and data communications differs slightly from that of EUROCONTROL. In particular, the FAA has decided to move directly to digital voice communications instead of using 8.33 kHz spacing reduction. The system would also integrate data communications. However, problems associated with a timely implementation of that solution have led to changes in the initial plans and an interim solution based in 8.33 kHz is still likely to be implemented in the short term. Therefore, harmonization in this area should be recognized as a need. 4.2.1.2 Data The following table summarizes the datalink applications and services expected for 2007 epoch.
Datalink Application Controller to Pilot Datalink Communications (CPDLC) Datalink Services ATC Clearance Message (ACL) Description Specifies the aircraft/ATCC dialogue procedures using air/ground data communications. It further describes the rules for the combination of voice and data link communications and abnormal mode requirements and procedures [12], [27]. Provides automated assistance to the Aircrew and ATCO for conducting the transfer of all ATC communications, both the voice channel and the data channel [12], [27].
ATC Communication Management (ACM)
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Datalink Application
Datalink Services Departure Clearance (DCL) Downstream Clearance (DSC)
Description Provides automated assistance for requesting and delivering departure information and clearance [12], [27]. Provides assistance for requesting and obtaining downstream ATCC clearances or information [12], [27]. Provides Aircrew with automated assistance in requesting and delivering compiled met and operational flight information derived from ATIS, METAR and NOTAMs /SNOWTAMS, specifically appropriate to the departure, approach and landing phases of flight [12], [27]. This service is a pre-requisite to the operational datalink services and allows flight plan / address association in the ATC system. Following information is provided to the ground system: airframe id., aircraft id., supported a/g datalink services, departure airport and EOBT, when available [2].
Datalink Flight Information Service (D-FIS)
Data Link Operational Terminal Information Service (D-OTIS)24
Context Management (CM)
Datalink Initiation Capability (DLIC)
Table 3: Datalink services expected in 2007 epoch As stated above, data communications are expected to play a major role in the transmission of routine information exchanges. These do not include urgency or safety critical messages that will continue to be interchanged using voice channels. A data link solution based on VDL Mode 2 over ATN has been demonstrated within the scope of the Link2000+ program and implemented in Maastricht. The Link2000+ programme, and its successor CASCADE, will drive datalink equipage in Europe through the use of Pioneer Programmes and equipage incentives. Meanwhile in the United States, the FAA has been running the CPDLC Build 1/1A program with a similar solution, and has implemented the services in Miami; this program is now being terminated, VDL2/ATN is likely to be in use in the US in the 2009/10 timeframe [2], [52]. VDL Mode 2 is a high speed VHF data link. The higher data transfer rate offered by VDL Mode 2 allows an important reduction in the needed frequencies when compared with traditional low speed ACARS VHF data links. Moreover, when paired with 8.33 kHz voice communications, this solution should allow a considerable increase in frequency capacity, even though the voice and data channels will be operated in different frequencies. It is compatible with ACARS message applications and ATN applications [53]. Regarding implementation, the ATN/VDL Mode 2 communications solution needs to be supported by the correspondent ground infrastructure. In particular, in order to provide ATS datalink services a significant number of Area Control Centres (ACCs) should be equipped to realize the benefits associated with these services. Current implementation plans of ground stations could delay the widespread use of ATS datalink services. In addition, the costs associated with an integrated avionics solution based on ATN and the definition of minimum required capabilities could also contribute to delay the implementation schedule in excess of 2007. In turn, adoption of non-integrated solutions could dilute the business case for integrated solution since some of the benefits will already have been achieved.
24
Only D-ATIS is expected by 2007 epoch.
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In the interim stage, a solution for continental areas that considers existing FANS-1/A capabilities is expected to constitute a good way to materialize the benefits associated with the operational use of data link applications. This is supported by considering the large number of aircraft already equipped with FANS avionics (over 1,500). In addition, this solution will enable the global use of data link communications by solving the interoperability problem associated with trans-oceanic flights. The subtle differences between the FANS1/A and ATN HMIs mean that it is unsafe to have both supported in the cockpit; accommodation needs to be supported by dual stacks on the ground. FANS based operations have been established along oceanic and remote routes where, in general, only non-radar procedures for ATC are available. In conjunction with the use of two datalink applications (ADS and CPDLC), FANS avionics allow the aircraft to transmit its position (and additional data) to ground stations. Until the ATN becomes available, the only option to use FANS data link applications has been based on the existing ACARS system, by means of an avionics package known as FANS-1/A. [54]. In the field of AOC communications, the traditional ACARS system limitations can be overtaken with the introduction of AOA. AOA is the use of the VDL Mode 2 physical and data link layer to transmit ACARS data to and from equipped aircraft over VHF frequencies, enabling them to interchange messages with existing ground-based ACARS hosts. The system is also capable of managing some basic ATC applications as DCL and ATIS. It is expected that many airlines will introduce this system by 2007. In particular, those aircraft equipped with VDL Mode 2 radios are prime candidates to use the AOA solution. However, this will constitute an interim solution since AOA is not ATN compliant. Over oceanic airspace, an additional existing method for data transmission is the use of satellite based communications. However, its elevated costs are slowing its widespread use in other airspace. Regarding HF data link communications (HFDL), some pre-operational trials have been conducted in the North Atlantic area. In the trials, the HFDL has been used to downlink FMS-generated Waypoint Position Reports (WPR) for ATS use. Based on the results of these trials, it is expected that voice reports will no longer be required in those areas in the short term, HFDL gaining approval as primary oceanic communications medium. In addition, savings associated with an increasing use of HF data link for AOC communications could foster the introduction of HFDL; in fact, some aircraft could use HFDL as their sole oceanic data link medium. 4.2.2 Navigation
As stated in the operational context section, the navigation scenario by 2007 can be characterized by the mandatory application of B-RNAV in the en-route phase plus a widespread implementation of P-RNAV in many terminal areas [14], [15], [36], [37]. The following paragraphs introduce the avionics foreseen in that epoch. 4.2.2.1 Position-Velocity-Time Conventional navigation has been based exclusively on navigation aids (NDB, VOR/DME) that provide guidance but no position data. The same applies to approach procedures that are based on the guidance provided by ILS (and MLS in a few airports). However, modern navigation systems (GNSS, DME/DME multilateration) provide position (coordinates) instead of guidance. The most general navigation solution provided by such systems is the so-called 4D position or PVT (Position-Velocity-Time). Although not modern, Inertial Navigation System (INS) also provides a PVT-like solution without time. According to existing EUROCONTROL RNAV requirements, neither velocity nor time accuracy are relevant for B-RNAV and P-RNAV procedures, so the baseline PositionVelocity-Time (PVT) navigation function will only be required to provide barometric altitude in
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all phases of flight, plus 2D positioning for en-route and terminal phases. The PVT function will reside in the RNAV or FMS computers, computing the solution from the following navigation sensors: VOR/DME and multilateration DME/DME in continental areas; INS in oceanic and remote areas; and GNSS in all areas.
GNSS is expected to be almost always present in the navigation solution through different techniques of multi-sensor integration. However, the current GNSS implementations (GPS and GLONASS) lack integrity by themselves25 and so cannot provide a sole means, but a primary means, of navigation position determination in core areas. Triple redundancy INS/IRS systems are still likely to be required for the foreseeable future (although they may be replaced by DME/DME based redundancy over continental areas soon after 2007) [16]. The use of Airborne Augmentation Systems (ABAS), formed by inertial augmentations as well as RAIM, will still be in place in 2007 timeframe. These solutions constitute an important enabler for low RNP values. On the other hand, Space Based Augmentation Systems (SBAS), like EGNOS in Europe, are also expected to be in service by 2007, adding integrity and improved accuracy and availability to current GNSS implementations, up to the required level for APV II operations. However, widespread implementation of APV II approaches is not likely to occur until 2011. In particular, by 2007 it is anticipated that LNAV/RNAV approaches using Baro-VNAV and APV I approaches supported by SBAS will constitute the standard solution [23]. In fact, SBAS may be attractive to some of the smaller and older aircraft that do not have a good inertial system, but is not attractive for the new aircraft (including B737, A320) where the use of INS/IRS leads to improved RNP compliance. An important issue to be considered regarding the PVT function is that, in addition to the navigation signals, other information (a navigation database of navaid reference positions, waypoints, procedures etc) is needed to reach the solution. By 2007, navigation databases will only be manipulated while the aircraft is on the ground, giving the airlines the responsibility of ensuring data integrity and validity prior to departure26. Although the data structure and transfer methods are specified in ARINC Specification 424 [35], and commercial products already exist based on this specification (e.g. Jeppesen Navigation Database), standardization efforts remain to be accomplished to address important issues such as airborne/ground database compatibility and update mechanisms. 4.2.2.2 Guidance Conventional navigation methods restrict airlines to follow particular airways defined by the ground position of the respective navigation aids. On the other hand, RNAV procedures are based on external aids (DME/DME and GNSS) that provide position data, so the onboard computer has to provide guidance in order to navigate. This capability frees capable aircraft from the restrictions imposed from traditional airways. It is noted that by 2007, some aircraft will perform RNAV based on just DME and some on just GNSS. For RNAV procedures, the guidance function is computed synthetically from the 2D PVT27 solution and navigation data (by FMS or RNAV computer). Approved RNAV procedures will
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GPS is currently used with integrity monitoring functions such as RAIM discussed in Section 4.2.2.3.
The flight crew will be the only responsible for manipulating data (e.g. entering waypoints) when the aircraft is airborne. Limited privileges to modify the navigation database will be granted to them. No time provided in 2D RNAV. PVT is used here as a general term as defined in 4.2.2.1.
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only rely on lateral guidance (LNAV), although a great percentage of installed RNAV equipment will also be capable of providing vertical guidance [39]. Since non-RNAV procedures will be available for contingency and emergency situations, conventional guidance provided by current VOR/DME will still exist as a backup (NDB may already have been decommissioned in some areas by this date. However, ADF may not be removed due to the need to support operations in areas other than core Europe.). For precision approach, conventional guidance will still be provided by means ILS CAT I/II/III. A few very constrained airports could decide to install MLS, although MLS is not expected to become a widespread technology. The first certification of GPS-based GBAS for GLS CAT I may occur by this timeframe (likely 2009-2011), although GLS will be no means be widespread. A great benefit of GBAS is the possibility of providing ground guidance for taxi operations (although some issues on the suitability of GBAS for surface operations, such as antenna locations, would need to be resolved) with enhanced accuracy, integrity, availability and continuity. Taxiway maps and parking stand information and NOTAMS should be available (with required integrity and accuracy) to flight crews in order to navigate around the airport surface, leading to greater efficiency and safety when following ATC instructions. As stated before, assuming that the required data integrity can be achieved, this would contribute to enhanced guidance functionality within the A-SMGCS concept. The main horizontal guidance function, whether analogical or synthetic, will at a minimum look HSI-like, while the vertical guidance will look CDI-like. The current aircraft fleet has capability well beyond this minimum, with the electronic moving map displays. It should be noted that, at this stage, the airport guidance system does not show the position of other airplanes. In particular, the use of electronic devices such an Electronic Flight Bag (EFB) is expected to be widespread in this epoch. These devices, as currently defined, have the potential to depict the own-ship position derived from GNSS / GBAS, over a moving map showing airport layout information. Currently, they are not providing guidance to navigate the surface of the airport but enhancing situational awareness of the flight crew to perform this guidance task 28[63]. 4.2.2.3 Integrity Monitoring The integrity of the functions described in the previous sections, depends on the integrity of the navigation signals as well as on the integrity of the navigation data used to compute the PVT solution and synthetic guidance. Conventional navigation systems provide the required integrity level for the flight phase for which they are intended while current GNSS implementations (GPS and GLONASS) do not, hence the need for augmentations (including receiver autonomous integrity monitoring (RAIM)). By 2007 navigation data integrity will depend on both the database provider and the airline, although liability issues remain to be solved. The multi-sensor approach allows improved PVT accuracy and integrity, but RAIM techniques are required to perform fault detection and exclusion (FDE) onboard. Since multi-sensor PVT solution is performed by the RNAV computer or the FMS, integrity requirements impose serious constraints on that equipment in terms of reliability, usually leading to double or triple redundancy. Airport databases, that will not necessary be part of the navigation database, will also be affected by this considerations. 4.2.2.4 Flight Control Flight control includes all the functions needed to sense and drive the aircraft dynamics in order to fly the intended trajectory. The main functions are:
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GBAS CAT II/III would be required for getting down to the ground. Current GBAS coverage does not necessarily extend down to the airport surface.
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Sensing aircraft attitude, airspeed, aerodynamic configuration and thrust setting. Command the aerodynamic control surfaces and throttle position.
Flight control automation has evolved in such a way in present years that almost all flight control functions have been transferred to the Flight Control Computer (FCC) during most flight phases. Automatic flight control technologies, based on advanced sensing and very precise aircraft dynamics models, have achieved a considerable reduction in the flight technical error (FTE), which in turn has contributed to improved navigation accuracy. It is not expected that significant differences when compared with the current situation will occur in this area, since current FCCs already exceed the needed performance. 4.2.2.5 Flight Planning Flight planning capabilities include waypoint editing, flight level selection, selection of departure and arrival procedures, together with flight routes to the destination and alternate airport. The flight plan may be entered manually or uploaded via data link in suitably equipped aircraft. The AOA data link will be used by 2007 to upload flight plans into the flight deck from the airline respective AOC. In 2007 the flight planning functions will be implemented either in the FMC or in the RNAV computer (it could also be a GNU or GNLU), and will (as a minimum) include 3D trajectory planning capabilities.[23] 4.2.2.6 Aircraft Performance Management Performance management is a function implemented by the FMS. Based on precise aircraft performance models, the FMS is capable of computing optimised flight profiles minimizing operational costs or meeting some other criterion, subject to a variety of constraints. As part of the underlying aircraft performance model, the aircraft flight envelope model enables the possibility of surveying whether the aircraft dynamics are within the appropriate safety margins regarding structural and operational flight limitations. As the aircraft performance degrades with service time, the performance management function also monitors and tunes the internal performance model so that the required accuracy regarding performance computations is guaranteed along the aircraft service life. It is not expected that significant differences when compared with the current situation will occur in this area, 4.2.2.7 Flight Management The flight management computer system (FMC or FMS) can be considered as the avionics key element. It is a complex navigation function that currently integrates all the above functionalities [39]. The flight management system provides a multi-sensor navigation capability, with strategic and tactical flight planning capability. The level of capability varies from basic RNAV systems, to RNP capable systems with time of arrival control, depending upon the sophistication of the sensor selection, monitoring, and fault isolation functions. Typically, these systems also include trajectory prediction capability, based upon internal models of aircraft performance. The flight management system provides navigation capability applicable to SIDs, airways, STARS and approaches. Typically, they provide supplemental situational awareness for onground and near ground operation (autoland). The performance of the flight management navigation function is dependent upon the navigation infrastructure. With sufficient ground-based navaids (VOR and/or DME), or GNSS satellite coverage, the flight management system can achieve RNP 0.3 NM capability or
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better. With no external navigation reference, the on-board inertial reference systems provide sufficient capability for oceanic/remote operations and short-duration domestic operations. Older flight management systems provide RNAV capability, without a corresponding RNP. These systems utilize onboard inertial reference systems (IRS) and ground-based navaids to provide navigation capability, where the integrity of the function is directly tied to the integrity of the ground-based navaids. Most new flight management systems support a moving map display that depicts aircraft position, velocity and active flight plan. This provides significant situational awareness for the flight crew, especially when combined with ACAS and terrain avoidance functions listed under surveillance.[40] By 2007, the majority of the commercial aircraft fleet will be equipped with FMS. However, there will be still a mix of new generation aircraft equipped with FMS and other aircraft that nevertheless have area navigation capabilities by means of an RNAV computer, while the number of airplanes not equipped with either of these systems will not be significant. It is also anticipated that new commercial aircraft purchased in this timeframe will be capable of supporting the more stringent Required Navigation Performance Area Navigation (RNPRNAV) requirements, including required time of arrival (RTOA) (see Table 9). For those equipped with FMS, the expected flight management functions will allow advanced features, such as optimised vertical flight profiles to perform Continuous Descent Approaches (CDAs) and other noise abatement procedures. 4.2.3 Surveillance
4.2.3.1 Traffic By 2007 most aircraft flying in the core ECAC airspace will be equipped with Mode S Elementary Surveillance compatible transponders (some aircraft will be provided with exemptions to the mandate). These transponders already exist and have been certified, are relatively inexpensive to install, and provide augmented ground surveillance. The main feature that separates Mode S from the current SSR Mode A/C is the assignment of a unique 24-bit address code to each aircraft, by which means interrogations can be directed to a particular aircraft, and its response unambiguously identified.[10], [25] Mode S Elementary Surveillance is fully compatible with SSR Mode A/C, but provides a much more effective utilization of the available bandwidth, improved resolution of reported altitude (25ft rather than 100ft), the unique 24bit address and the ability to extract flight identity (call sign) and flight status. The installation of Mode S Elementary Surveillance in the core ECAC airspace is driven by the saturation of the current SSR Mode A/C capabilities caused by the very high traffic concentration in this area. The US and the rest of Europe, either because of the wider geographical distribution of their airports or the lower overall amount of traffic (or both), do not present such an urgent need, and hence will not adopt this technology by this timeframe. Mode S Elementary Surveillance will be closely followed in time in the core ECAC airspace by Mode S Enhanced Surveillance. It may not be completely operational by 2007, but it will certainly be in a very advanced state of implementation. It is also worth mentioning that some countries may choose to jump directly to Mode S Enhanced Surveillance, instead of adopting an intermediate step with the Elementary Surveillance. There are currently certified Mode S Enhanced Surveillance transponders, fully compatible with both SSR Mode A/C and Mode S Elementary Surveillance. Although the transponders are not expensive, their installation is more complex than those covering only Elementary Surveillance since they need to interface with several other functionalities on the flight deck to obtain the information to be transmitted. This is achieved by installation of wiring between the Mode S transponder (ELS/EHS capable) and airborne
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peripherals (such as the MMR, IRS and FCU). This it is not overly difficult for modern aircraft, but would be more so for analogue aircraft where data may not even be available. As mentioned above, Mode S Elementary Surveillance enables the use of the unique 24-bit aircraft address for selective interrogation and allows the aircraft identity to be acquired from the aircraft. It also enables to read out the flight level in 25 feet vertical resolution. Mode S Elementary Surveillance therefore constitutes a significant improvement of the Air Traffic Surveillance system in dense traffic areas. On the other hand, Mode S Enhanced Surveillance consists of Elementary Surveillance supplemented by the extraction of airborne parameters known as Downlink Airborne Parameters (DAPs) to be used in the ground Air Traffic Management systems. Some parameters are for display to controllers, known as Controller Access Parameters (CAPs), and some are for (ATM) system function enhancements, known as System Access Parameters (SAPs) [12]. Both work on the principle of selective interrogation and are intended to augment the ground surveillance capabilities, not those on board. Enhanced Surveillance transponders will transmit data obtained from the FMS, multimode receiver, Inertial Reference Unit and the Mode S control panel navigation function. The Selected parameters for initial implementation of Mode S enhanced surveillance in Europe are the following [12]: Magnetic Heading; IAS/Mach number; Selected Altitude; Vertical Rate; Track Angle Rate; Roll Angle; Ground Speed; and True Track Angle.
The previous reasoning about the Mode S Elementary Surveillance implementation outside the core ECAC area is also valid for the Enhanced Surveillance.[10] Boeing and Airbus are providing both levels of functionality in new-build aircraft. Retrofit may be more difficult for enhanced surveillance, but since at least one core-European country is committed to a mandate for enhanced surveillance, it is likely that a high proportion of European operating aircraft will be equipped by 2007, the end of the mandate transition period. In addition to Elementary and Enhanced Surveillance, additional means of surveillance will be available in this time frame. In particular, ADS-B-Out capable aircraft will be flying in 2007 epoch. ADS-B-Out is a surveillance data source by means of which, aircraft automatically provide, via a data link, on-board data to other users equipped to receive the signal. Although Mode S Enhanced Surveillance already provides position information (through the associated SSR), ADS-B-Out represents a quantum leap as it supplements the position and time data with ground and air speed vectors, final and intermediate selected altitudes, position and speed uncertainty, trajectory intention via precise way point definition, weather information, etc. This requires integration between the surveillance equipment and the FMS, which is the potential source of most of the above data [30]. The following table summarizes surveillance applications expected in 2007.
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ADS-B Package I Application ATC surveillance for enroute airspace (ADS-B-ACC) ATC surveillance in terminal areas (ADS-B-TMA) ATC surveillance in nonradar areas (ADS-B-NRA)
Description ADS-B can enhance ATC surveillance currently provided with radars. This is particularly the case at low altitude and close to the terrain and also in areas where, for example, single radar coverage is provided [11], [13]. ADS-B can enhance ATC surveillance currently provided with radars. This is particularly the case in TMAs at low altitude and close to the terrain and when single radar coverage is provided [11], [13]. ADS-B can provide ATC surveillance in non-radar areas; e.g. remote areas, offshore operation areas, any continental areas and certain oceanic areas, which, due to the level of traffic or the cost of the equipment, could not justify the installation of radars. The purpose is to enhance traffic information and separation services [11], [13]. ADS-B can provide a new source of surveillance information for SMGCS and possibly to contribute to runway incursion alerting. This is particularly the case for large airports already equipped with an SMGCS. For smaller airports, this application will allow to implement basic airport surveillance. Airport ground vehicles can also be fitted with the necessary equipment and displayed on an airport map with aircraft [11], [13]. The objective of this application is to provide additional aircraft derived data through ADS-B to be used by the ATC ground system for developing or enhancing ATC tools like MTCD, AMAN, DMAN and ground based safety nets. It should be noted that this application does not encompass the ATC tools themselves but does only provide additional input data for these tools [11], [13].
Airport surface surveillance (ADS-B-APT)
Aircraft derived data for ATC tools (ADS-B-ADD)
Table 4: Surveillance applications expected in 2007 epoch The main controversy and discussion affecting ADS-B is focused on the selection of an adequate data link among the three contenders: 1090 Mode S Extended Squitter, VDL Mode 4, and UAT. These media are not interoperable, meaning that differently equipped aircraft cannot see each other. The discussion has been settled with manifest support for 1090 Mode S Extended Squitter shown by the aircraft manufacturers, the FAA, and EUROCONTROL. The FAA has also specifically chosen UAT for general aviation users, although UAT lacks support in Europe. Both VDL Mode 4 and UAT have been hindered by the need for multiple antennas (although UAT could share antennas with Mode S equipment), which in addition to producing an impact on equipment costs also introduce potential interference and frequency separation issues associated to their placement on the fuselage. Both are still considered to be in development in comparison to 1090MHz squitter technology which is already in production. Indeed, 1090MHz Mode S Extended Squitter is a mature and standardized technology that can be considered an extension of Mode S technology. The main difference resides in that the squitter autonomously transmits at prescribed rates without being interrogated. Initially, the data to be transmitted is not expected to include aircraft intent, which means that it will not reach the full benefits ADS-B-Out can offer. Mode S Extended Squitter has been adopted as a transitory technology suitable for the short and medium term. However, traffic density and interference levels could prevent its use beyond the 2010 timeframe, since there is a foreseen lack of performance due to increased interference levels. Boeing and Airbus are facilitating implementation of ADS-B-Out as part of the Mode-S transponder upgrade. Since the ADS programme envisages adoption of some Package-1 applications by 2008 (GSA Applications [11], [13]), its use by selected ground systems could
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be assumed although the use of airborne surveillance applications is considered to be very limited in this epoch. Over remote and oceanic areas, where no radar coverage exists, surveillance is expected to be provided as of now, by using periodic transmissions of aircraft positions from the flight deck to ATC via voice and FANS ADS-C applications. In addition, as stated above HF data links have the potential to become the primary oceanic communications link, thus reducing the use of voice reports for ATS use. 4.2.3.2 Airport Surface As stated in previous sections one of the main issues regarding A-SMGCS implementation is the choice of the sensor used to retrieve surveillance data. A common solution for major airports is desirable to reduce the problems associated with interoperability.[46], [47], [48], [49], [50]. It is noted that A-SMGCS is not an aircraft function29, but a ground system that needs some equipage on board to fully achieve expected benefits. A short-term solution formed by a SMR as a non co-operative sensor and a multilateration system of 1090 MHz replies (long and short squitter, Mode S and Mode A/C) as the cooperative sensor is expected to be widespread in major airports by this epoch. In addition, some airports could exploit the benefits associated with the availability of airborne data broadcast by ADS-B-Out equipped aircraft. The choice of that solution constitutes a compromise between the requirements for A-SMGCS sensors and the maturity of surveillance technologies foreseen in this epoch. The combination of information from different surveillance sensors (co-operative and non cooperative) in a data fusion process will provide the controller with a comprehensive surveillance picture of the airport surface. This data fusion will constitute a basic enabler for the routing, guidance and control functions of advanced SMGCS. In addition, some systems will be enabled to fully exploit the benefits associated with flight tracking and correlation with flight plan data. In addition, the use of Mode S (Mode A/C) transponders for co-operative surveillance presents the advantage of a reduced cost, since such equipment will be already installed as part of the standard avionics package. Therefore, no additional avionics equipment is needed for this solution. From an airborne point of view, both SMR and multilateration systems are exclusively ground surveillance tools, with no information available in the flight deck. In that sense, the use of moving maps, with depiction of own-ship position provided by GNSS / GBAS, has the potential30 to constitute the main enhancement for aircraft guidance on the ground. However, it is not expected a widespread implementation of that functionality in the 2007 epoch. 4.2.3.3 Collision Avoidance31 Commercial aircraft will be equipped with Airborne Collision Avoidance System ACAS II as a last resort to safeguard against air collisions, providing both traffic and vertical resolution advisories [26]. By this epoch, ACAS II will have also reached total implementation for small commuter aircraft. It should be mentioned that ACAS II uses the SSR Mode S transponders to communicate and coordinate with surrounding aircraft.
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Although some proposals for Level III and IV could change responsibility of pilot and ATCO.
Some issues are still pending as GBAS coverage down to the surface, needed integrity and accuracy for GPS and multipath & shadowing effects. It is noted that currently there is no link between traffic and terrain avoidance systems.
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4.2.3.4 Terrain The transition from GPWS towards TAWS is well under way with the introduction of EGPWS and T2CAS (a new system under certification which includes the possibility of a lateral emergency manoeuvre if the climb performance of the aircraft is insufficient to clear the obstruction) and will most probably be complete in commercial aircraft by 2007. TAWS is intended to prevent accidents caused by CFIT. It uses airplane position information (from FMS or GNSS), airplane configuration, and a terrain database32 to provide all the services already supplied by GPWS (although with different sources for the data), plus a predictive terrain avoidance function. This forward-looking function searches a predetermined volume ahead of the aircraft for obstacles to provide an earlier warning than that provided by GPWS. A profile with the terrain ahead of the aircraft is shown on the navigation display (part of EFIS). In addition to equipment expenses, the introduction of the new TAWS functionalities imply a significant modification of the avionics onboard, since the TAWS processor needs to communicate with the FMC to obtain position and intent data, and later sends the results to the display. Nevertheless, and given the important safety benefits of both the predictive terrain avoidance function and its display, the regulatory agencies have decided to mandate the adoption of this equipment in 2005. 4.2.3.5 Atmosphere Weather surveillance will continue to be based on the onboard Weather Radar WXR system capable of detecting convective activity, precipitation density, and turbulence in the aircrafts vicinity. Weather radar data is displayed on stand-alone displays or on the Navigation Display/Electronic Horizontal Situation Indicator (HSI). Local weather conditions (including fog, smoke, wind, and lightning activity) can be obtained via voice communications from the ground or other aircraft. Also, in terminal areas and airports, digital information services as D-OTIS (METAR) will be available by means of datalink. The main advance in this timeframe will be the introduction of PWS facilitated by the advance in the Doppler systems employed by WXR. Wind shear is a sudden change in wind direction or velocity, often found around thunderstorms or in unstable atmospheric conditions. Its worst representation are the so-called microburst - vertical columns of air rapidly descending towards the ground, and extremely dangerous because they may be capable of overcoming the maximum climbing performance of the airplane. 4.2.3.6 Security Threats It is desirable that, by 2007, a viable technology for economically protecting commercial aircraft against missile attack will have been developed, and a consensus reached on the necessary equipment, how to present the information in the flight deck, and what actions (if any) should be taken (by either the pilots or the flight guidance system) in case of a threat. Although no widespread implementation is expected by this time, some airlines based at or flying to conflictive areas may choose to implement protective systems.
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There are several difficulties to quantify the integrity of terrain databases. In particular, a comprehensive validation is impractical, and as a result, the operational approval of TAWS is limited to the issuance of advisories. Real-time integrity monitoring systems have been proposed, but still require standardization work.
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4.2.4
Other equipment
4.2.4.1 Electronic Flight Bag (EFB) Use of electronic devices such an Electronic Flight Bag (EFB) is expected to be widespread in this epoch. These devices, as currently defined, have the potential to depict the own-ship position derived from GNSS / GBAS, over a moving map showing airport layout information. In addition to basic paper replacement functions, further levels of integration allow the EFBs to host a wide variety of applications such a [63]: Aircraft System Performance Monitoring. Weather and aeronautical status information (via datalink). Interactive information (MSA, MNPS, communications frequencies, etc.) Terrain, obstacle and noise databases. Electronic checklists. Potentially, display of traffic information (ADS-B and TIS-B). Potentially, display of taxi routing. CPDLC/AOC communications. Performance, weight and balance calculations. Master flight plan/updating. Cabin-mounted video and aircraft exterior surveillance camera displays. Manuals and specifications hosting (FOM, SOP, OpSpecs, AFM, etc.)
4.2.4.2 Enhanced Vision Systems Various enhanced vision systems are currently provided by different manufacturers. However, all of these displays can generally be summarized by as a Head Up Display (HUD), a system that presents flight information within the pilots forward field of view. The information within the HUD is a rendition of the pilots primary flight instruments, but may also include flight path and trajectory information that will be overlaid on the real world view. The system achieves this overlay by projecting an image onto a transparent display situated in front of the pilot that is focused at infinity. The HUD is utilized by the flight crew to increase situational awareness in the final moments of the flight prior to landing. The HUD may utilize differing technologies such as infra-red or radar to provide the flight crew with a synthetic rendition of the terrain, obstacles, runway and taxiways in the immediate front of the aircraft. In non-visual conditions, this can enable the flight crew to land in conditions in which other, non-equipped aircraft would not be able to e.g. thick fog. Special additional information may be included such as guidance algorithms, which would primarily be used for landing purposes with deviation signals received from ILS, MLS, or GLS. However, the benefits associated with HUDs are not expected to fully materialize until further epochs, since the system is expected to be fitted to a small proportion of the fleet in 2007 timeframe.
4.3 Pilot role

According to standard aviation training for flight crew, the responsibility of the pilot can be prioritised as aviate, navigate then communicate. In todays commercial environment, the
overall management of the flight can be added to this list. For the 2007 epoch, no major changes are expected in pilots roles and responsibilities. As such, the role of the pilot in a commercial IFR environment can be broken down into the following categories. Differences with regard to the current scenario are shown in blue cursive font. 1. Aviate a. Control and manage the aircraft in a manner that at all times guarantees the safety of those on-board [20]. b. Fly the aircraft according to the Rules of the Air [21], and the guidelines laid down in the relevant Aircraft Operating Manual, monitoring all vital systems of the aircraft, and planning ahead for fuel contingencies etc. [20]. c. Take responsibility for separation assurance (when requested by ATC) in visual conditions on approach, and then maintain separation from designated aircraft. 2. Navigate a. Know the position of the aircraft with the appropriate accuracy including a proper assessment of the lateral and vertical position of the aircraft in relation to the external world (situational awareness of terrain, obstacles, airfields, traffic and weather). b. Comply with clearances and instructions given by the ATSU (including the cleared flight plan filed before the flight) [21]. c. File flight plan according to P-RNAV routes in the terminal area and B-RNAV routes in the en-route environment. d. Obtain information about airport weather, runway in use, etc. via digital ATIS. e. Obtain AIS and meteorological data when planning flight (updated via in-flight VDL2 contact with AOC) this includes NOTAMs. f. Request deviations in flight plan if thought necessary for safety reasons (e.g. bad weather).
3. Communicate a. Communicate with ATC using VHF voice (time-critical) and datalink (some non-time critical messages). b. Continuously monitor assigned ATC frequency (and possibly one other of importance- e.g. Tower), to notice ATC transmissions to own aircraft, and to build up a situational awareness of other traffics intentions and position. This is based in the party-line situational awareness concept. c. Provide ATC with mandatory information messages, either via VHF voice (e.g. passing WPT, request for taxi) or via datalink (e.g. request for speed/level, level acceptance). d. Inter-communicate within the cockpit and the cabin, and ground infrastructure where and as necessary. 4. Manage the flight a. Manage the ground operations in such a way that the estimated departure slot is achieved. b. Liaise with AOC (Airline Operations Centre) where appropriate e.g. by sending fuel updates, position reports, estimated arrival time and/or maintenance requests. Also, alternate routings or deviations in the flight plan
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may be co-ordinated with AOC as part of the Collaborative Decision Making concept.[17] c. Manage the flight to be the most economic (or expeditious) as possible, within the bounds of safety and ATC constraints. Note that this may mean requesting changes in the ATC constraints (cleared flight plan route, for example). Equally, the pilot has the responsibility to accept or reject proposed ATC route changes according to the safe operation of the aircraft or the efficiency/ economics of the new route d. Uplink and process terminal information via D-ATIS. e. Upload and process flight plan information from the AOC into the FMS.
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4.4 Avionics summary

Table 5 includes a brief summary of the avionics that are considered being representative of the fleet mix in European CORE and NON-CORE areas in the 2007 epoch. Where no information is provided, the same equipment is considered to be present in both CORE and NON-CORE areas fleets. The equipment needed for transitioning into oceanic airspace is included in italics within the NON CORE column.
CORE AREA COMMUNICATIONS Voice Data 8.33 kHz 25 kHz VHF ATN-VDL2 / ACARS- FANS 1/A / AOA NAVIGATION Area Navigation Capability Area (PVT33) Navigation Sources Conventional Guidance34 Landing Systems Integrity Monitoring Flight Control Flight Planning Aircraft Performance Management Flight Management Databases Traffic Airport Surface Collision Avoidance Terrain Atmosphere Security Threats P-RNAV (terminal) and B-RNAV (en-route) DME-DME /GNSS / ABAS/ GBAS /INS VOR / DME / ADF ILS RAIM and ABAS FCC AOA with FMC / RNAV computer FMS FMS with advanced functionalities Navigation, Airport and Terrain SURVEILLANCE SSR Mode A/C/S ELS & EHS / ADS-B Out Mode A/C/S Multilateration / ADSB-Out ACAS II TAWS WXR with PWS N/A ACAS II TAWS WXR with PWS N/A SSR Mode A/C/S / FANS 1/A- ADSC B-RNAV DME-DME / GNSS / ABAS/ INS VOR / DME / ADF ILS RAIM and ABAS FCC AOA with FMC / RNAV computer FMS FMS / GNSS/ABAS-based RNAV computer Navigation, Airport and Terrain 8.33 kHz- 25 kHz VHF / HF / SATCOM ACARS- FANS 1/A / HFDL NON CORE AREA
Table 5: Avionics equipped in representative fleets for CORE and NON-CORE areas in 2007 epoch
33
Based on modern navigation systems (GNSS, DME/DME, multilateration) that provide position data (coordinates) instead of guidance. Based exclusively on conventional navigation aids (NDB, VOR/DME,) that provide guidance signals but no position data.
34
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Table 6 includes a comparison between fully equipped aircraft, such as large commercial ones, and aircraft with an avionics package that can be considered as a baseline for the 2007 epoch.
FULLY EQUIPPED COMMUNICATIONS Voice Data 8.33 kHz- 25 kHz VHF / HF / SATCOM VDL2 / ACARS- FANS 1/A / AOA / HFDL NAVIGATION Area Navigation Capability Area (PVT) Navigation Sources B/P-RNAV or RNP-RNAV DME-DME / GNSS / ABAS/ GBAS / INS (SBAS for some regional aircraft) VOR / DME / ADF ILS RAIM and ABAS FCC AOA with FMC / RNAV computer FMS FMS with advanced functionalities Navigation, Airport and Terrain SURVEILLANCE Traffic Airport Surface Collision Avoidance Terrain Atmosphere Security Threats SSR Mode A/C/ S ELS & EHS / ADS-B Out Mode A/C/S Multilateration / ADS-B Out ACAS II TAWS WXR with PWS N/A SSR Mode A/C/S (due TCAS) Mode A/C/S Multilateration / ADS-B Out ACAS II TAWS WXR N/A GNSS/ABAS-based computer RNAV N/A B-RNAV DME-DME and/or GNSS/ABAS 8.33 kHz- 25 kHz VHF N/A BASELINE
Conventional Guidance Landing System Integrity Monitoring Flight Control Flight Planning Aircraft Performance Management Flight Management Databases
VOR / ADF ILS RAIM and ABAS
Navigation, Airport and Terrain
Table 6: Comparison between full equipped aircraft and those with a baseline configuration in 2007 epoch
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5.1 Operational context

This timeframe will act as a bridge between the current ATM tactical system and the more strategically oriented future system based on trajectory exchange and optimisation in a cooperative environment. The foundations for this advanced concept should be available by this timeframe in a coordinated effort intended to cope with the foreseen traffic increase. Initial experiences to support a tactical negotiation of trajectories will be explored during this timeframe. 5.1.1 Communications
Within the communications domain (and indeed navigation), it is expected that early forms of trajectory negotiation could take place by this time. The use of services such as dynamic route availability (DYNAV) and flight plan consistency (FLIPCY / FLIPINT) is considered to constitute a basic form of automated route exchange providing increased synchronisation between the airborne and ground systems. In addition, uplink clearances would be based on the existence of virtual pre-defined waypoints and information exchange rules that will represent an initial negotiation framework for both pilots and ATCOs [12], [27], [64]. Subject to the availability of a data link system integrated with other avionics, these services will enable ground ATSUs to access route data contained in the FMS, check its consistency with the corresponding filed flight plan and to propose route changes that will be accepted/rejected by the pilots. This process will be carried out automatically between ground and airborne computers, thus reducing the workload of both controllers and pilots and alleviating voice RT channels. For instance, FLIPINT will allow an ATSU to initiate a contract with the aircraft for it to downlink trajectory data when a set of criteria supplied in the contract request are met [55]. In addition, new datalink services will enable the presentation to the ATCO of downlinked pilot preferences (PPD). This will enhance the efficiency of the system by permitting the ATCO to have better knowledge of the traffic evolution and to anticipate actions in response to pilot needs. Consequently, users preferences will be more frequently met [12], [27]. Knowledge of accurate flight intent data by the ground ATSUs will also improve conflict detection and resolution functions by increasing the consistency of flight plan data and thus improving detection and false alarms rates. This will have a direct impact on safety [30]. On airborne side, uplink of operational flight information services (e.g. D-SIGMET and other improved meteorological forecasts, D-RVR, NOTAMs, etc.) will facilitate a reduction of pilots workload by avoiding the transcription of voice reports. The availability on-line of information corresponding to different locations will also permit the flight crew to better manage the remaining flight in real time [12], [27]. 5.1.2 Navigation
Acting as a main enabler for the process outlined above, the transition to RNP based airspace will bring major benefits over the 2007 situation. By this timeframe, there will be an extensive application of uniform airspace structures throughout the ECAC region. This will be complemented by a further reduction in airspace categories to just three (N, K, and U). Airspace management and organization will be more flexible and dynamic, and will permit real time responses to changing situations such as
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short-term variation of users intentions. This will be supported by the likely introduction of free route airspace in limited areas [69]. The Free Routes Airspace Concept (FRAC) will allow capable aircraft to plan flights between en-route points at the beginning / end of the Terminal Procedures (SIDs / STARs) or the entry / exit points to the Free Routes airspace, without reference to the ATS route network. In this concept, the responsibility for separation of the aircraft remains with ATC. In that sense, there will be a need for adequate ATC support tools in order to manage the complexity associated with these ideal routings [36]. In the longer term this concept may require 4D RNAV capabilities to ensure trajectories remain conflict free. Reduced lateral separations35 will be also feasible and a decrease in pilot workload will enhance safety levels. This workload reduction will be achieved mainly by the reduction of hands-on flying that stringent RNP accuracy requirements will impose on all phases of flight. A reduction in Flight Technical Error (FTE) will be achieved by improved FMS/autopilot coupling. On the ground, ATCOs will benefit from a set of new RNAV applications such as the use of parallel offset techniques or direct to methods. The functions supporting these applications are recommended in P-RNAV equipage but are expected to be present in all aircraft capable of RNP-RNAV [36]. With the implementation of these applications, new tools will be available on the ground to support controller tasks such as segregation of traffic and management of conflicts. Thus, more independent and flexible routing structures will be available to support user preferred routes and dynamic re-routings. This will increase the efficiency of both individual flights and overall traffic mix, by allowing the management of the flight in any moment to best meet user needs. The existence of alternative flight routes will increase also the capacity of the overall system to react in a flexible manner to changes in traffic variations [15], [38]. In the terminal area, RNP procedures will also have benefits associated with the reduction of obstacle protection areas by means of the more accurate navigation capabilities. In addition, interdependencies between approach and departure operations will be minimized by reduced aircraft containment volumes. This will have a big capacity impact, especially in highly congested terminal areas, by allowing a reduction of blocking times. The latter does not preclude a reduction of separation minima [38]. However, difficulties associated with documenting the accuracy of the vertical profile could delay the specification and materialization of vertical containments and thus their expected operational benefits beyond 2011. The most important benefits associated with the implementation of RNP-RNAV procedures in TMAs will probably be the positive environmental impacts of the increased flexibility and higher track keeping accuracy. In particular RNAV terminal applications such as RNAV-SIDs and RNAV-STARs will facilitate the avoidance of environmentally sensitive areas and the provision of direct connections to the en-route structure. In addition, clean procedures such as CDA, LP/LD and efficient climb profiles will be available in this timeframe. The provision of vertical guidance will then allow the design of optimum departure and arrival procedures that will meet strict noise abatement regulations while maintaining a high rate of airport capacity utilization. On the other hand, integration and interoperability issues will play a major role in the successful introduction of RNP procedures. In particular, ground systems should be able to identify aircraft capable of flying with particular RNP characteristics. This not only depends on airborne equipment but also on the ground infrastructure. Additionally, consistency between navigation data used on the air and in the ground is needed to ensure safe use of
Horizontal separation so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer.
35
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these capabilities. The global use of this concept requires a common effort to standardize procedures, training requirements, chart design criteria, phraseology, etc. In Table 7 RNP types that are currently in use or being considered for use in European Airspace are shown [71].
Required Accuracy (95% Containment) 0.003 NM [ z ft]
RNP Type 0.003/z
Description Planned for CAT III Precision Approach and Landing including touchdown, landing roll and take-off roll requirements. (ILS, MLS and GBAS) Proposed for CAT II Precision Approach to 100 ft DH (ILS, MLS and GBAS) Proposed for CAT 1 Precision Approach to 200ft DH (ILS, MLS, GBAS and SBAS). Proposed for RNAV/VNAV Approaches using SBAS. Proposed for RNAV/VNAV Approaches using Barometric inputs or SBAS. Supports Initial/Intermediate Approach, 2D RNAV Approach and Departure. Supports Initial/Intermediate Approach, 2D RNAV Approach and Departure. Expected to be the most common application.
0.01/15 0.02/40 0.03/50 0.3/125 0.1 0.3
0.01 NM [ 15 ft] 0.02 NM [ 40 ft] 0.03 NM [ 50 ft] 0.3 NM [ 125 ft] 0.1 NM 0.3 NM
1.0 NM
Supports Arrival, Initial Intermediate Approach and Departure; also envisaged as supporting the most efficient ATS route operations. Equates to P-RNAV. Supports ATS routes and airspace based upon limited distances between Navaids. Normally associated with continental airspace but may be used as part of some terminal procedures. An interim type implemented in ECAC airspace to permit the continued operation of existing navigation equipment. Equates to B-RNAV.
4.0 NM
5.0 NM
Table 7: RNP types 5.1.3 Surveillance
The evolution process to an enhanced surveillance service will continue during this epoch. Surveillance data links will be explored and as the need for additional airborne parameters will continue growing, the download of aircraft derived data supported by enhanced surveillance has the potential to enable a variety of ATM applications. For instance, ATC support tools such as arrival/departure managers and ground-based safety nets will be further enhanced or even new ones developed, all based on the availability of new parameters, which are yet to be defined. For example a key parameter for trajectory prediction, not yet addressed by surveillance applications, is aircraft weight. Other factors would include engine variant and airline policy on thrust setting. Access to these parameters
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will improve the tactical ATC system and help establish the basis for a more co-operative operational environment [10]. On the airborne side, the introduction of airborne surveillance (AS) applications would improve the situational awareness of the pilots. In its initial form, and in conjunction with the information provided by controllers and other airplanes, this concept has the potential to improve the ability of the flight crew to detect unsafe situations [11], [13]. The airborne situational awareness relates with the extended knowledge by the flight crew of the operational scenario surrounding the progress of the flight. That includes own-ship position and planned intentions, the picture of other relevant aircraft in the proximity and the relative situation of the terrain and weather phenomena. The application of the airborne traffic situational awareness (ATSAW) concept can increase safety levels by offering a positive identification of the surrounding traffic and thus reducing the likelihood of misidentification. Moreover, the ability of the flight crew to detect hazardous situations with sufficient anticipation will be also improved with the presentation of traffic information in the cockpit [27], [34]. Initial applications based on ATSAW will support the flight crew in performing collision avoidance tasks. These applications will not modify the current distribution of roles and responsibilities between pilots and air traffic controllers. In particular, the use in terminal areas of an enhanced visual acquisition (EVA) function will allow the flight crews to rapidly establish a visual contact to other aircraft and even to assess the distance to a preceding aircraft. These initial applications may not need a dedicated display to operate. The use of existing TCAS boxes, to display proximate traffic based on 1090 ES returns can be considered as an interim solution for these applications and can facilitate the implementation of more challenging concepts. Their usefulness is however limited and a full CDTI or similar display will be needed for most air-air applications [12]. On the other hand, the benefits associated with these applications (ATSA-AIRB, S&A, SVA) highly depend on the number of aircraft equipped with ADS flying in the operational area. It is expected that a significant percentage of aircraft will be ADS-B-Out capable by the beginning of this epoch. However the number of ADS-B-in equipped aircraft will not follow the same path and more time will be needed for a significant percentage of the fleet equipped [11], [13]. In the meantime solutions based on broadcasting, over a defined area, the surveillance data available on the ground (TIS-B), seem to constitute an alternative for particular applications. However, issues related with the viability of such a system still remain to be solved including accuracy, latency times and the lack of global commitment. In any case, these initial basic applications can constitute a good means to achieve the required level of confidence for more advanced applications, such as airborne spacing aids. These spacing applications include an evolution to a more extensive transfer of responsibility to the pilot. As stated in the EUROCONTROL OCD [1], a distribution of responsibilities for separation assurance between the air and the ground ATM elements is envisaged in the following years. However, different views exist on the need of such a transfer of separation responsibility to the flight crew. In fact, the safety-related aspects still need to be analysed in depth, since the transfer of separation will impose important role changes for the human in the system and will require a significant investment in very reliable avionics with higher integrity and availability. These investments will be required for a concept that still has unproven operational benefits, although those are considered by some to be very important in terms of capacity and flight efficiency. Regarding spacing applications, as currently defined they do not impose any change in the current responsibility for separation provision. This offers an easier path for the implementation since safety studies are less complex. The use of applications such as the
Final Approach Spacing (ATSA-SVA), where the aircraft are instructed to establish and maintain separations with the preceding traffic, can contribute to a more efficient use of airspace by achieving spacing minima. In addition, this particular application does not need all aircraft to be fitted with ADS-B equipment and seems to offer great capacity benefits, especially in highly congested areas with a significant proportion of the fleet equipped [11], [13]. More complex spacing applications, such as en-route and terminal establishment of in trail and level spacing (ASPA-S&M), level crossing and passing (ASPA-C&P) etc., may appear later in this timeframe, although probably only in an experimental manner. Within the scope of these applications, air traffic controllers will be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time / distance related to a designated aircraft (ASPA-S&M), or to cross or pass designated traffic while maintaining given spacing values (ASPA-C&P) [11], [13]. On the other hand, flight crews will need new aircraft functions in order to perform these new tasks. Those applications will potentially facilitate the use of free-routes and user preferred trajectories and will contribute to a more efficient use of the airspace by a potential achievement of a reducing spacing. However their implementation will require equipping the aircraft with a full ADS-B package, consisting at least of an ADS-B receiver, a CDTI and an ASAS processor. The lack of standards and requirements for the display device and the applications could delay the realization of the expected benefits, although it is noted that EUROCONTROL and the FAA are supporting the necessary work under the scope of the Requirements Focus Group (RFG). In any case, those concepts need to be better defined to co-ordinate equipage efforts with the development and implementation of new procedures based on them. Significant effort is still required to define standards necessary to reach the desired operational environment by the 2011 timeframe. 5.1.3.1 Airport Operations On the airport side, the evolutionary transition to A-SMGCS will bring about the implementation of enhanced route planning and control functions. In particular, automated support tools will help the controller in assigning a more efficient route for each aircraft or vehicle. This optimum route would be consistent with minimum delay times, according to planning, ground rules and potential conflicts with other mobiles. The ATCOs will use the information provided by these tools to issue the correspondent instructions to pilots / drivers [47], [48], [49], [50]. These taxi instructions will be delivered directly, via a point to point datalink, to the onboard computers, which will process the surface routing information and then display it to the pilot. This service could be part of the ACL component of the CPDLC. In conjunction with the information provided by the surface enhanced visual acquisition applications (Surface EVA), the pilot will be presented with full picture of the surrounding operational environment, including the airport map, taxi information and other traffic and vehicles circulating on the manoeuvring area36. This will allow for increased taxiing in poor weather conditions and an increased level of safety [11], [13]. In addition, enhanced traffic situational awareness applications (ATSA-SURF) may also offer the possibility of reducing taxi times, in particular during low visibility conditions; also, runway occupancy time (ROT) could be improved by providing the pilot with braking instructions in
36
Extension of this concept to the movement area needs in-depth assessment considering at least equipage costs, safety, and human factors.
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the last phase of the landing37, thus achieving an optimal speed to vacate the runway as soon as practicable (FAROA / Brake to vacate). These benefits still require validation [56]. The guidance function of the ground system that is foreseen for this epoch will also be capable of automatically managing the ground lights (stop bars, centreline, etc.) according to the cleared taxi route. This will provide the pilot with additional indications to keep the aircraft on the assigned route, but would not require additional avionics [47], [48], [49], [50]. The control function of the A-SMGCS would be constantly monitoring the adherence to the planned route and receiving the signals of the runway incursion prevention systems. With that information the function will be capable of providing alerts regarding potential incursions of runways and also of activating automatically protection devices (stop bars, alarms). The information about conflicts will be used by the controller to give instructions to the pilot and solve the conflict in a timely manner. 5.1.3.2 Impact on Avionics The 2011 commercial aircraft fleet will be composed of a majority of aircraft of the same type as those flying today, but with a small but rapidly increasing number of next generation aircraft making use of capability oriented architecture, instead of the current equipage oriented architecture. The growth of the new avionics architecture greatly facilitates the introduction of new functionalities, which will steadily overcome the resistance imposed by the diminishing number of aircraft equipped with traditional architectures. However in this epoch the majority of aircraft will be equipped with the traditional architecture, which is reflected in the intermediate nature of the operational concept. 5.1.4 Communications
5.1.4.1 Voice Voice communications will remain as the primary means for safety related information exchange in this epoch. However, the technology needed to support this service in the 2011 epoch is still unclear. This is because the VHF spectrum shortage that some studies predict will occur by 2012, based on the belief that the increase in voice communications due to the foreseen traffic will not be compensated by the reduction brought by the use of data link. However, there is still no decision about a potential migration to a new system (satellite systems, terrestrial wideband, etc.). This decision should be based on an in-depth analysis that has to consider all the related aspects and implications (cost, technical, operational, regulatory, etc). In any case, the decision should be made by 2005 in order to permit the introduction of such a new system in the 2011 timeframe. This decision will definitely affect the evolution of the communication equipment required to be onboard in the 2011 timeframe. 5.1.4.2 Data The following table summarizes the datalink applications and services expected for 2011 epoch. Those already existing in previous timeframes are not shown38.
37 38
Implementation of this function would require taxi routing predictions starting at the runway threshold. 2007 Datalink Applications: ACL/ACM/DCL/DSC/D-FIS/CM.
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Datalink Application Controller to Pilot Datalink Communications (CPDLC) Datalink Flight Information Service (D-FIS)
Datalink Services Dynamic Route Availability (DYNAV)
Description Automates the provision of route changes when alternative routings can be offered by an ACC, even before the flight in under their control. [12], [27] Provides automated assistance in requesting and delivering SIGMET information. [12],[27] Provides the aircrew with automated assistance in requesting and delivering the instantaneous RVR. [12],[27] Makes specific flight information available to the controller by automatically extracting the relevant data from the airborne systems [12], [27]. Enables downlinking aircraft parameters to be used by several ground functions. SAP is an automatic system to system service without aircrew or ATCO involvement [12], [27]. Allows aircrew in all phases of flight to provide the controller with information not available in the filed flight plan (e.g. maximum flight level) as well as requests for modification of some flight plan elements (e.g. requested flight level). It automates the provision to ATCOs of selected aircrew preferences even before the aircraft reaches their sector. [12], [27] Automatically detects inconsistencies between the ATC used flight plan and the one activated in the aircraft Flight Management System.[12], [27] Allows an ATSU to initiate a contract with the aircraft for it to downlink trajectory data when a set of criteria supplied in the contract request are met. [55]
Data Link Significant Met Data (D-SIGMET) Datalink Runway Visual Range (D-RVR)
Automated Downlink of Aircraft Parameters (ADAP)
Controller Access parameters (CAP)
System Access Parameters (SAP)
Pilot Preferences Downlink (PPD)
Automatic Dependent Surveillance Contract (ADS-C)
Flight Plan Consistency (FLIPCY) Flight Plan Intent (FLIPINT)
Table 8: Datalink services expected in 2011 epoch Despite the considerations for a new system stated above, the full migration to an ATN based VDL Mode 2 solution should have happened by 2011. Fleets would mostly be equipped with standard solutions that allow the existence of seamless data link services. It is remarkable that the increasing number of ATM applications in conjunction with the traffic growth expected by this timeframe could require additional VDL2 channels to provide an adequate level of performance in the EUR region. This can accentuate the need for an additional datalink to support the applications expected in the 2011 timeframe. However, no consensus within the industry has been reached yet on this issue [12], [27]. It was initially planned that VDL Mode 3 would be used for both digital voice and data communications in the US. VDL Mode 3 is an ATN compliant digital data link proposed as a means of spectrum conservation, intended as an ATS only system (hence requiring separate AOC datalinks to be fitted). However, there are several issues remaining to be solved prior to
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its implementation; the FAA has recently withdrawn VDL Mode 3 implementation from their modernisation plans. Since the link has been proposed for ATS applications exclusively, aircraft will need to carry an additional data link for AOC communications. This would have negative repercussions on aircraft equipage costs. On the other hand, some states support the use of VDL Mode 4 as a data link communication solution for the future with introduction starting 2011; EUROCONTROL are currently investigating this solution. [52] From the previous statements, it can be derived that a solution based on software radios, capable of utilizing 25 kHz, 8.33 kHz, VDL2, VDL3 and other standards, is foreseen to be needed in this epoch. 5.1.5 Navigation
The 2011 timeframe is likely to be characterized by significant changes in the navigation domain. New GNSS constellations, such as Galileo, are expected to be already providing navigation services specifically designed to meet the air transport industry requirements, in particular with higher integrity, availability, continuity and accuracy. It is foreseen that in this epoch RNP-RNAV will replace B-RNAV and P-RNAV in European airspace. In practice, this should not entail any significant difference in the operating procedures of the flight deck. The remaining hands-on flying (i.e. non-autopilot) may be minimal, as aircraft must keep to strict accuracy requirements during all flight phases that only the FMS linked autopilot (or RNAV computer linked flight director system) is capable of providing. As stated before, this will contribute to the overall safety and efficiency of the system. [14], [36] In terms of physical architecture, the more stringent requirements (e.g. containment integrity and reduced FTE) derived from the introduction of RNP-RNAV, will require double chain (dual equipage). 5.1.5.1 Position-Velocity-Time Provided that an improved GNSS such as Galileo is in place by 2011, the PVT function should be capable of providing a more accurate 3D solution (with increased integrity), achieving, at least, RNP-5 (or RNP-1) in en-route and RNP-1 (or RNP-0.3) for RNAV SID/STAR procedures in terminal area [57], [59], [60]. With GNSS probably becoming the main position source of navigation for en-route and TMA airspaces, DME/DME over continental areas and INS in oceanic and remote airspace will still be needed for redundancy, while VOR will be in the process of being decommissioned39. Contingency procedures are expected to be also RNAV based. This situation could lead to a relaxation in INS redundancy requirements, resulting in a significant reduction of avionics equipage costs (in that a triple INS can be replaced with a combined GNSS and lower grade IRS meeting the MNPS requirements for oceanic airspace). In turn, GNSS-coupled INS would probably be used for all phases of flight. By 2011, SBAS (such as EGNOS in Europe) is likely to reach APV II category for approach operations. As a result, a widespread use of APV II instrument approaches supported by SBAS systems could be envisaged in Europe and US. On the other hand, Ground Based Augmentation Systems (GBAS) could be certified later in this epoch40 for CAT II/III precision
As stated in 2007 section, it is not expected that all NDBs will be decommissioned as they are the cheapest way of providing a minimal service. In consequence, aircraft that do not operate in rich VOR and DME environments, may not remove their ADFs.
40
39
In the FAA plans, the earliest date GBAS Cat II/III is 2015.
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approaches41. This milestone would set the start point for a wide expansion of GNSS Landing Systems (GLS) all over the world that would be materialized during the next epoch, although ILS decommission would still take some time. Indeed ILS has even been proposed as a backup system to mitigate potential wide-area failure modes associated with the reliance on GNSS for precision approach; this could however prevent the materialization of most of the cost-saving benefits expected from GBAS [16]. Regarding navigation databases, the availability of a data link will open new possibilities of on-the-fly database updating. An initial application will be the uplink of NOTAMS to change the status of database entries, such as navaid or procedure availability. However, new problems may arise, such as compatibility between aircraft and ground automation systems, or communications integrity. 5.1.5.2 Guidance The guidance function installed on most aircraft will be capable of providing vertical guidance (VNAV) and may be used to support LNAV/RNAV approaches based on inputs from Barometric Altimeters and APV I/II approaches supported by SBAS. Except for ILS, which is expected to still be the most common CAT III system for precision approach and landing, guidance will be synthetic. Nevertheless, the minimum HMI is not expected to differ from current HSI/CDI. Multi-mode Receivers supporting ILS, GLS and MLS are expected to become widely used from 2011. The role of MLS is likely to be limited to only a few airports. [22] 5.1.5.3 Integrity Monitoring With the spread of SBAS and GBAS, the PVT solution will start relying more on data links (for the transmission of integrity signals and GNSS differential corrections). The availability of a standard data link with the appropriate characteristics would permit the introduction of applications based on navigation data sharing between the ground and the flight deck involving the real time modification of the aircraft navigation database, for example, by uploading waypoints and airport data that could populate the navigation database. This application would also require some modifications into the FMSs in order to perform the load. The safety-critical character of the navigation data being exchanged will entail increased responsibility for the integrity monitoring function to account for the new communication component. Thus, the integrity monitoring function would validate all the messages being transmitted. In this scenario, security of the communications is considered of paramount importance, so communications encryption and authentication are issues that need to be addressed for these applications to be implemented. Although cryptographic techniques are in place, agreement and standardization is needed prior to any implementation. The Galileo satellite system will be a pioneer in applying such techniques to radio navigation signals. 5.1.5.4 Flight Control No major changes are envisaged by 2011 for the flight control function, except that it should be capable of providing improved accuracy (reduced FTE) due to increased navigation accuracy. 5.1.5.5 Flight Planning Regarding navigation databases, the availability of enhanced uplink data link services by 2011 will probably allow more dynamic flight planning, based on the capability of updating
41
It is noted that GBAS CAT II/III would likely not require GALILEO (SBAS ranging signals are enough for availability). However, no selection has been made yet regarding ground & airborne architectures (pseudolites and/or Galileo)
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the navigation database on-the-fly. For instance, relevant information on serviceability of radio aids and runway availability and condition will be available from the OFIS/NOTAM service, and would be use to update the information contained in the navigation database. 5.1.5.6 Aircraft Performance Management No relevant changes are envisaged by 2011 regarding the aircraft performance management, except that improved accuracy is expected, on the basis of enhanced models and increased computational capability. 5.1.5.7 Fight Management The main change by 2011 regarding the flight management function is that the navigation domain will still exceed the scope of advances in communications (data link) and surveillance (ADS, TIS-B, CDTI). More integrated avionics will be in place in this epoch. Provided that a considerable number of aircraft will be FMS-equipped by 2011, a significant amount of them will still require important retrofit investment to conform to the requirements set by the foreseen operational applications. It is noted that some owners are already upgrading their older FMS aircraft with new FMSs for economic and operational reasons which include the need to keep up with the database requirements for the airspace structures where the aircraft are required to fly. The major changes envisaged for the flight management function in the navigation domain are the provision of enhanced (dynamic) route-planning and flight profile optimisation features. The expected capabilities include: Advanced noise abatement and environmental/cost-efficient procedures. Dynamic route re-planning (for traffic and weather avoidance). Early support for optimised airport operations (ability to upload from ATC the ground trajectory between the selected gate and runway, prior to the corresponding takeoff/landing operation). Early support for enhanced navigation (3D+RTOA for en-route & terminal airspace) in both air and ground systems42.
It is important to note that whilst 4D RNAV capability would enable the use of required time of arrival (RTOA) functions in terminal areas, operational 4D applications will also require a tactical datalink and advanced controller tools. Therefore, 4D-RNAV is not expected to be fully implemented during this timeframe. In fact, these and other issues need to be addressed sooner in order to achieve the expected development of 4D navigation in a timely manner including the development of relevant specifications. For this reason 4D-RNAV in considered in the 2020 epoch.
42
It is likely that core area systems will not be able to handle full 4D flight paths in this epoch. However, oceanic ATM can already.
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In Table 9, a brief summary of RNAV capabilities is presented:

Level B-RNAV Summary of Functional Requirements B-RNAV requires aircraft to have a track keeping accuracy of equal to or better than 5 NM (95%). B-RNAV functional requirements are: Continuous indication of aircraft position relative to track; Display of distance and bearing to active waypoint; Display of ground speed and time to active waypoint; Storage of a minimum of 4 waypoints; Appropriate failure indication of RNAV system (including RAIM for GPS operations) Recommended functionality includes: Autopilot/Flight Director coupling; Current position in lat and long; Direct to function; Indication of navigation accuracy; Automatic channel selection of navigation aids; Navigation database; Automatic leg sequencing and turn anticipation. P-RNAV All B-RNAV functional requirements plus: high integrity navigation databases, path coding accordance with ARINC 424 (or equivalent standard) in [59], [60] Reference [57] , [60]
Equipment capable of the automatic selection, verification and de-selection where appropriate of (terrestrial) navigation aids (to ensure sufficient geometry). RNP RNAV All P-RNAV functional requirements, plus: System Integrity Requirements Parallel Offset Capability RF-legs Fixed radius transitions RNP compatible TMA leg types RTOA (for en-route airspace) 4D RNAV All RNP RNAV functional requirements, plus: RTOA (for terminal airspace) No Current Definition [15]
Table 9: RNAV capabilities
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5.1.6
Surveillance
The following table summarizes surveillance applications expected in 2011. Those already existing in previous timeframes are not shown.43
ADS-B Package I Application Enhanced traffic situational awareness on the airport surface (ATSA-SURF) Description This application provides the flight crews with an "enhanced traffic situational awareness" on the airport surface for both taxi and runway operations, in all weather conditions. The objectives are to improve safety (e.g. at taxiway crossings, before entering a runway, on pushback) and to reduce taxi time in particular during low visibility conditions or at night [11], [13]. This application provides the flight crews with an "enhanced traffic situational awareness" during flight operations in all weather conditions. Additional data is provided to flight crews to supplement traffic information provided either by controllers or other flight crews. The objectives are to improve safety of flight and the efficiency of air traffic control. In procedural-controlled airspace, the flight crews will be able to detect unsafe situation. In radar-controlled airspace, the flight crews will better understand the reasons of ATC instructions [11], [13]. This application is an aid for the flight crews to perform their collision avoidance task when separation service in not provided by ATC (e.g. IFR/VFR in class D and E airspace, class G airspace). The objective is safer flight operations [11], [13]. This application is an aid for the flight crews to perform successive visual approaches when they are responsible to maintain visual separation with the aircraft they are following. The objectives are to perform successive visual approach procedures on a more regular basis to enhance the runway throughput and to conduct safer operations [11], [13].
Enhanced traffic situational awareness during flight operations (ATSA-AIRB)
Enhanced visual acquisition for see & avoid (ATSA-S&A)
Enhanced successive visual approaches (ATSASVA)
43
2007 Surveillance Applications: ADS-B-ACC/TMA/NRA/APT/ADD, CAP/SAP.
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ADS-B Package I Application Enhanced sequencing and merging operations (ASPA-S&M)
Description The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffics between the controllers and the flight crews. The controllers are going to be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time or distance related to a designated aircraft. The flight crews will perform these new tasks using new aircraft functions. The main expected benefit is increased controller availability but also to increase capacity through better adherence to ATC separation minima [11], [13]. The objective is to provide the controller a new set of instructions to solve conflicts directing, for example, the flight crews to cross or pass a designated traffic while maintaining a given spacing values. The flight crews will perform these new tasks using new aircraft functions. The main expected benefit is increased controller availability by the reorganisation and the streamlining of tasks [11], [13]. Benefits associated with the potential increase in ATCO availability are still unclear.
Enhanced crossing (ASPA-C&P)
and passing operations
Table 10: Surveillance applications expected in 2011 epoch 5.1.6.1 Traffic By this time both Mode S Elementary and Enhanced Surveillance will be widespread in Europe. In the US there is no sign of a possible elementary/enhanced surveillance mandate. However, in order to move towards the general objectives outlined in 5.1, it is necessary to increase the amount of surveillance information available to ATC, as well as to display this same information in the flight deck. ADS-B-Out is designed with the former objective in mind, while ADS-B-in should achieve the latter.[6], [7], [10] The need for a consistent surveillance picture between the ATCO and the pilot has a special relevance in the application of more challenging concepts such as airborne spacing. In fact, the safe execution of the spacing tasks will require not only a common view of the operational scenario but also a common interpretation of current and potential situations. The operational implementation of both enhanced ATSAW and spacing applications will require the presence of aircraft equipped with a full ADS-B package, consisting at least of an ADS-B receiver, a CDTI and an ASAS processor. Required percentage of equipped fleet will depend on particular applications but, in general, an important figure is required to achieve significant safety and capacity benefits [12], [27]. Full ADS-B implementation presents some difficulties, mainly caused by the need to develop and install a CDTI to present previously unavailable information in the flight deck, and by the recurrent mixed equipage problems associated with the technological transition. In that sense, TIS-B is intended to complement ADS-B at least until it becomes totally implemented. TIS-B complements ADS-B-in by broadcasting surveillance information from the ground to properly equipped users. The receiving aircraft uses these data to fill in the gaps left by ADS-B-Out in terms of other aircraft not equipped with ADS-B-Out (uplinked surveillance obtained from ground SSR Mode A/C and PSR) or equipped with a non-compatible ADS-B-
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Out datalink (up linked surveillance obtained from UAT ground receivers for general aviation in the United States). Each TIS-B report corresponds to a single object (generally airplanes but also ground vehicles at the airport) and contains identification, application time, position, ground speed vector, position and speed uncertainty, etc. TIS-B information is processed on-board in the same way as that obtained from ADS-B-in, but it will generally be of inferior quality (greater margin of error) because of their respective sources. This is why TIS-B is considered mainly as a temporary technology supporting the introduction of ADS-B-in. Even if an aircraft is capable of processing the ADS-B-in and TIS-B signals, airborne surveillance does not materialize unless there is a medium to display that information in the flight deck via a CDTI. It may be combined with other flight deck displays, such as the EFIS and MFD, or it may be implemented as a stand-alone display. By significantly improving the situational awareness of the crew, CDTI has the potential to revolutionize surveillance and enable procedures that will provide significant levels of capacity, efficiency and even safety enhancement once high levels of equipage are achieved. However, no standards or requirements have been defined yet, although they are under development. There is a significant engineering and human factors effort required to develop CDTI which also implies a huge modification or retrofit of the current flight deck equipment, as many aircraft will need additional processors and controls to display and manage the data. Whilst the combination of ADS-B-In, TIS-B, and CDTI shows increased benefits when compared to the 2007 situation (those produced by ADS-B-Out over Mode S Extended Squitter) the industrial perspective is that the combination of lack of standards, huge engineering and equipment costs, and uncertainty over the final applications create considerable risk for the introduction of these technologies. The development of ADS-B-In clearly lags when compared to that of ADS-B-Out, and the existence of a significant percentage of the fleet equipped could be delayed beyond 2011. However, most of the above problems (including standardization) should have been approached and probably solved by this date, with the technology ready to be gradually implemented during the 2011 epoch. The industrial view is therefore that its introduction in the fleet will for a long timelag behind that of ADS-B-Out because of the later roll-out date and because the greater flight deck equipment modifications needed, will increase the percentage of older generation aircraft for which it is economically unfeasible. 5.1.6.2 Airport Surface The implementation of further levels of A-SMGCS concept would require an improved source of surveillance data. Route planning and conflict detection and alert functions will need the best available surveillance sources, especially in huge airports with complex layouts. For instance, reliable and accurate surveillance data are required in order to keep the false alarms rate of the control function at an acceptable level [47], [48], [49], [50]. In that sense, ADS-B-Out also presents benefits for ground surveillance of the airport surface. The position data provided by the FMS could be based on GNSS44, and its accuracy is better than that obtained from either SMR or multilateration of the SSR Mode S signal45. As the number of aircraft equipped with ADS-B-Out steadily increases, ground surveillance on the airport surface would increasingly rely on its more accurate signal, but the current
44
GNSS position is used as a sensor input to the FMS, and the FMS output is expected to be input to the ADS-B system. However, it may also be possible to use GNSS position output directly as an input to ADS-B.
It is noted that the requirements on the positioning source for ADS-B are not yet fully defined. In particular, accuracy requirements need to be compared with those expected from GNSS to derive the need for using that position source. Regarding integrity, the requirements could imply some modifications in the avionics architecture to obtain the position directly from the MMR (with higher integrity than the FMS).
45
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systems would still need to be maintained for validation, back-up, and to monitor ground vehicles and those airplanes not equipped with ADS-B-Out [11]. The combination of ADS-B-in, TIS-B, and CDTI46 could present even more benefits for onboard surveillance of the airport surface than in flight. Taxing operations and procedures would be greatly simplified if the flight crew could refer to a display showing the situation of all the aircraft superimposed on a moving airport map. This would result in more efficient and safe taxing operations, especially under low visibility conditions, and a reduced number of runway incursions. All these technologies can also be applied for ground vehicles moving on the airport surface. In particular, TIS-B can with very little cost take their position obtained from SMR and broadcast it to the aircraft so ground vehicles also appear on their CDTI displays. However, as explained in the previous section, the implementation timeline for ADS-B, TIS-B and CDTI is not yet defined at the present time47. 5.1.6.3 Collision Avoidance No significant modification is expected by this time frame apart of the use of ADS-B data to enhance the function. TCAS detection could be improved by fusing TCAS and ADS-B-in data in a traffic computer and presenting this information in a TCAS/CDTI display. Such a system could take information from a much further distance and provide greater azimuth accuracy than current systems. 5.1.6.4 Terrain TAWS will have been installed in the whole fleet by 2011. The main progress will be in the detail of the terrain information loaded onto the databases. By this date, some advanced systems may have the capability of automatically updating this information (of interest for TMAs and airport surfaces48) via communications from AOC. The possibility of merging traffic information coming from ADS-B-in and TIS-B with terrain data coming from TAWS into the same display should be taken into account when designing and standardizing the future CDTIs. 5.1.6.5 Atmosphere The selection of 1090 Mode S Extended Squitter as the data link for ADS has been made on the basis that it will initially transmit only position and velocity information. However, the Mode S transceiver is also capable of transmitting intent data, general information, and weather data. The gradual implementation of ADS-B-Out, ADS-B-in and TIS-B thus creates the potential for aircraft to share their weather data with the ground and among themselves (directly or through the ground). The benefits are clear since a given aircraft would be capable of receiving weather reports from the aircraft flying ahead. 5.1.6.6 Security Threats Missile surveillance and protection could be in the process of being implemented by 2011. Although it is impossible to predict what could be its final form, if implemented, it might imply significant equipage and retrofit costs in order to continuously monitor the surrounding
46
The CDTI (Conflict Display of Traffic Information) could be provided on the main cockpit displays or as part of the Electronic Flight Bag depending upon the role and certification requirements placed on the display. Future work is required to ensure that chosen display methods are appropriate for specific applications.
47
Although different TIS-B solutions are being implemented at some major airports, no standard system is defined yet. The potential implementation timeline is not clear. An airport database will be required in addition to the terrain database.
48
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environment for threats and if necessary respond in a quick and accurate way with (maybe) counter-measures and evasive (automatic or pilot guidance) manoeuvres.
5.2 Pilot role

This section highlights any differences in the role of the pilot from the 2007 environment discussed in Section 4.3. Responsibilities in blue cursive are new to the 2011 scenario. 1. Aviate a. Maintain a mental picture of the position of other aircraft through scanning the Cockpit Display of Traffic Information (i.e. ASAS Situational Awareness).49 b. In defined conditions, use ASAS CDTI to enhance traffic acquisition in visual separation procedure. [11], [13] c. When requested by ATC, unambiguously identify ASAS targets (through the use of the CDTI and MCDU), then acquire and maintain the instructed spacing with respect to the target aircraft (either behind the target, or when crossing or passing). 2. Navigate a. File flight plan according to RNP-RNAV airspace structures. b. In-flight, liaise with ATC on planned routing, updating it as necessary for the safe and efficient operation of the flight (through the use of pilot preferences downlink PPD). c. Use basic free route airspace concepts50 in planning flight (i.e. much more attention to optimum routing for aircraft). d. Although ATC should retain responsibility for the overall traffic picture, the flight crew will assume a greater responsibility for tactical decisions (pilots have already the option of suggesting a solution, which ATC can then agree/disagree with), with more alternatives available to them, due to the onboard trajectory prediction / decision support tools. 3. Communicate 4. Manage the flight a. Collaborate with all other actors (e.g. ATC, AOC) via datalink in decisions when in-flight (e.g. fuel, handling, alternate airports etc).
Through the introduction of datalink communications i.e. CPDLC the party-line effect of VHF voice communications leading to situational awareness will disappear over a period of time. It is thought that by 2011 the majority of the flight crews situational awareness will come from the ASAS equipment.
50
49
There is not yet enough evidence of this concept even if it is a promising one in the sense to give some degree of flexibility to the airlines route planning which may be not fully compatible with the solution to increase airspace capacity
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5.3
Avionics summary
Table 11 includes a brief summary of the avionics that are considered being representative of the fleet mix in European CORE and NON-CORE areas in the 2011 epoch. Where no information is provided, the same equipment is considered to be present in both CORE and NON-CORE areas fleets. That equipment needed for transitioning into oceanic airspace is included in italics within the NON CORE column.
CORE AREA COMMUNICATIONS Voice Data 8.33 kHz 25 kHz ATN-VDL2 / AOA NAVIGATION Area Navigation Capability Area (PVT51) Navigation Conventional Guidance52 Landing Systems Integrity Monitoring RNP-RNAV GNSS(ABAS/SBAS/GBAS) DME-DME DME MMR (ILS CAT III, GLS CAT I) RAIM and ABAS Integrity signals by datalink. Flight Control Flight Planning Aircraft Management Flight Management Databases Performance FCC AOA with FMC / RNAV computer FMS with enhanced models Enhanced Profile opt. route-planning & Flight FMS /GNSS / ABAS based RNAV computer Navigation, Airport and Terrain / INS / B-RNAV (en-route) and P-RNAV (terminal) GNSS(ABAS / SBAS/ GBAS) INS DME / VOR / ADF ILS RAIM and ABAS / 8.33 kHz- 25 kHz VHF / HF / SATCOM ATN-VDL2 / ACARS- FANS 1/A / HFDL NON CORE AREA
Navigation, Airport and Terrain SURVEILLANCE
Traffic Airport Surface Collision Avoidance Terrain Atmosphere
Mode S ELS&EHS / ADS-B / CDTI / ASAS Mode S Mult. / ADS-B / CDTI / ASAS ACAS II TAWS with automatic updates from AOC WXR with PWS
SSR Mode AC/S ELS&EHS / FANS 1/A- ADS-C / ADS-B Mode A/C/S Mult. / ADS-B Out ACAS II TAWS WXR
51
52
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FULL EQUIPPED COMMUNICATIONS Voice Data 8.33 kHz 25 kHz ATN-VDL2 / AOA NAVIGATION Area Navigation Capability Area (PVT) Navigation Conventional Guidance Landing Systems Integrity Monitoring RNP-RNAV GNSS(ABAS/SBAS/GBAS) / INS / DMEDME DME MMR (ILS CAT III, GLS CAT I) RAIM and ABAS Integrity signals by datalink Flight Control Flight Planning Aircraft Management Flight Management Databases Performance FCC AOA with FMC / RNAV computer FMS with enhanced models Enhanced route-planning & Flight Profile opt. Navigation, Airport, Terrain SURVEILLANCE Traffic Airport Surface Collision Avoidance Terrain Atmosphere Mode S ELS&EHS / ADS-B / CDTI / ASAS Mode S Multilateration / ADS-B / TIS-B ACAS II TAWS with automatic updates from AOC WXR with PWS
BASELINE
8.33 kHz- 25 kHz VHF ATN-VDL2
B/P-RNAV GNSS(ABAS / SBAS/ GBAS) INS DME / VOR / ADF ILS RAIM + ABAS /
N/A FMS FMS or GNSS+ABAS RNAV computer Navigation, Airport, Terrain based
SSR Mode A/C / ADS-B Out Mode A/C Multilateration / ADS-B Out ACAS II TAWS WXR
Table 12: Comparison between fully equipped aircraft and those with a baseline configuration in 2011 epoch
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6.1 Operational concept

According to the EUROCONTROL OCD [1], a ground-based ATM system is still likely to be operational in the 2020 time frame. The evolution to a more strategic ATM system based on trajectory exchange and optimisation is likely to occur during this epoch. Using aircraft 4D trajectories to adjust flight plans before airplane departure will help flight planners to avoid air traffic system overloads. Further, from circa 2015 onwards there should be diminishing impact of national boundaries on ATM services provision, fewer ATC centres, and communication between pilot and controller only in the case of deviation from plan. A potential reduction to only two airspace categories (N & U or MAS & UMAS) would potentially be the main enabler in the evolution to more predictive airborne and ground-based systems. The application of free routing schemes would likely be extended to most of the areas within the ECAC region53 [69]. The use of a common information management system by all actors will enable an active collaborative decision making environment, where real-time flight data, weather and other information will be available to facilitate the trajectory based planning. User preferred trajectories shall be used to optimise aircraft routes, with tactical ATC intervention being the exception and not the rule [61], [62]. 6.1.1 Communications
Digital data link communications will make flight planning, modification and co-ordination a continuous process. Data from several sources (aircraft flight decks, weather services, ground aircraft tracking stations, airports status, airspace system loading and status) could be integrated in an advanced flow management system to assist ground strategic traffic managers in evaluating the consequences of a particular flight plan or traffic flow change. All participants will be able to view the same what-if scenario to reach a mutually acceptable plan of action that will consider the impact of the proposed changes on the different actors. Real time sharing of information will enable this functionality via continuous information updates between the onboard and ground systems. Agreed changes in flight trajectory will be communicated directly to the onboard FMC by means of secure data links. Airlines operations managers will play a major role in this process. Flight crews will acknowledge receipt of new instructions and adequate methods will be developed to verify that the changes have been implemented. Advanced datalink services (such as COTRAC / GRECO) will provide a common framework to establish and agree trajectory contracts between aircrew and controllers in real time. The use of a structured negotiation method will facilitate an effective coordination between all the actors needed for the safe development of these applications. GRECO for instance will enable controllers to manage and implement the time advisories provided by ground tools (e.g. AMAN) [12], [27]. 6.1.2 Navigation
The exchange and negotiation of 4D trajectories will also enable the extensive use of User Preferred Trajectories (UPT). Together with the reduction on flight uncertainty, this will contribute to reaching higher levels of flight efficiency [61], [62]. In addition, the advanced navigation capabilities associated with 4D RNAV, will allow a reduction in the complexity of
53
The Free Route Concept, as stated above, is still not fully proved as providing the necessary answer to the demand. On the contrary, to achieve the necessary capacity is even possible that more organisation and systematisation would be needed.
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the routes structure, by using the accuracy and predictability provided by the 4D-capable aircraft. In terminal areas, the introduction of 4D RNAV will permit consistent spacing and ensure efficient timing and accurate approach sequencing. These benefits will only be achieved if the required controller support tools, such as trajectory prediction, conflict resolution and arrival / departure managers are in place in this timeframe. It is also important to note that advanced database and AIS requirements will have to be defined and implemented in a timely manner to enable 4D RNAV operations in the 2020 timeframe. Currently, the level of integrity associated with aeronautical data issued by the navigation database providers is considered insufficient to support RNP1 operations [36]. 6.1.3 Surveillance
The trajectory management paradigm outlined above, will still need a certain degree of tactical separation monitoring and, to some extent, limited airborne separation assurance will be transferred to the flight deck [11]; this will need to be done consistently with the overall 4D concepts. Autonomous operations, based on ASAS enabled self-separation (ADS Package 2 and 3) is also envisaged for this epoch, but not within core areas. The introduction of autonomous operations could revolutionize the way aircraft operations are carried out in non-core area but several difficulties arise: The means of transferring of separation responsibility still needs to be determined and several efforts are being undertaken to evaluate the operational and economical benefits of the implementation of this concept, while assuring the maintenance or improvement of existing safety levels. The cost of avionics will be extremely high due to the likely certification requirements. The cost-benefit of equipping aircraft with avionics which do not support the core operations needs to be carefully evaluated. Airport Operations
6.1.4
On the ground, a comprehensive paradigm of the A-SMGCS functions will materialize in complex airports with heavy traffic. Enhanced forms of co-operative surveillance, based on the broadcast of accurate own-ship positions and the acquisition of other traffic, will enable the existence of an increased situational awareness in the flight deck [47], [48]. Ground systems will act as surveillance data providers allowing the sharing of a common surveillance picture between controllers, pilots and vehicle drivers. The continuous flow of traffic information at adequate rates will enable evolved forms of automated routing, guidance and conflict detection and resolution functions. De-conflicted taxi routes will be proposed to the controller by the route planning function for his approval and then transmitted directly to the flight management computers by means of secure datalinks. The pilot will accept the cleared route and follow it by using advanced guidance systems.
6.2 Impact on avionics

The 2020 commercial aircraft fleet will include a considerable percentage of next generation aircraft equipped with functionality oriented flight deck architecture which can be upgraded by software change rather than LRU replacement and re-wiring which has been traditionally expensive to achieve, together with a diminishing but maybe still considerable amount of current generation aircraft. There will probably also exist substantial retrofit programs to upgrade the architecture of those aircraft with old, or at least not completely integrated architecture that nevertheless still have a significant number of flight hours left.
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6.2.1
Communications
As stated above, a decision to migrate to a new communication system could be made as early as 2005, allowing it to be in operation by 2020. This new system will probably integrate voice and data communications. However, further analysis still needs to be undertaken to determine the potential effect on safety of an integrated voice and data solution. Airbus are currently studying digital voice architectures for this epoch. As of today, there is not a clear definition about the main features of the potential new system, although terrestrial wideband and satellite systems seem to be the best available options. Additionally, a potential integration of communications with navigation and surveillance services in one system is also being explored [61] (e.g. satellite based solutions providing SATNAV and SATCOM supporting ADS and TIS) and such an integrated system could constitute a promising alternative. There is however a general agreement on what should be the main requirements that such a future system should meet. The following basic characteristics are being considered: Requirements driven solution enabling further technology evolution. Enhanced security protection to avoid attacks. Increase flexibility to add or remove services on demand. Intensive use of commercial solutions. Global solution with extensive interconnectivity capabilities.
In any case, communications continue to be an enabling service that will provide the means by which user requirements for the interchange of information are met. 6.2.2 Navigation
This long-term timeframe is foreseen to be the point when the required capabilities enabling the implementation of trajectory-based airspace management concepts are finally reached. This is characterized by the accomplishment of the following three key milestones: GNSS is in place and certified as the primary means of navigation for all phases of the flight with the assistance of SBAS and GBAS augmentations. GLS is also the preferred precision approach system in most airports. A safety-critical and secure data link is being widely used by airborne and ground automation systems. A renewed commercial fleet equipped with advanced flexible avionics architecture is in operation, while new ground automation facilities have been widely deployed.
6.2.2.1 Position-Velocity-Time The above scenario enables full 4D PVT solution by this timeframe, RNP-compliant for all gate-to-gate flight phases, while GBAS is likely to be accepted as the preferred means of providing CAT I/II/III operations and accurate position on the ground54, although the continued use of ILS should not be discounted. According to current EUROCONTROLs plans ([14], [36]), a reasonable ground infrastructure of DME55 will be maintained as backup for continental navigation. In addition, the potential reliance on GNSS for precision approach, which could result in wide-area failure modes,
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As stated above, some issues regarding use of GBAS down to the surface ground remain to be solved.
Recent EUROCONTROL studies have suggested that additional DMEs will be required to support uniform application of RNP-RNAV [68].
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might result in the continuing need for a backup system such as ILS. For oceanic and remote airspace, a relaxed INS will also act as backup. 6.2.2.2 Guidance The guidance function will be provided on the basis of computation from the 4D-PVT solution and the navigation database. The great onboard computational power available, together with the expected advances in human factors research, will combine in the next generation aircraft available in this timeframe to incorporate some kind of advanced HMI to provide the guidance information in a different way that in todays aircraft (HUD, virtual reality, etc.). 6.2.2.3 Integrity Monitoring By 2020, integrity monitoring of the navigation functions will have become even more complex since new integrity reliance will have appeared or be about to do so. One of these new functions is the trajectory negotiation, part of the dynamic flight planning. Early trajectory negotiation will involve three actors (ATC, flight deck, and AOC), but later on multiple aircraft and AOCs could be involved. Since trajectory negotiation is safety-critical and business-sensitive, integrity monitoring must ensure that the negotiation process is developed within a yet to be define performance level. Negotiation will require secure authenticated communications through the data link. 6.2.2.4 Flight Control Flight control is not likely to change significantly by 2020, exception perhaps of an increase in accuracy. It should be noted that the increase in accuracy of the flight controls for the en-route environment will be limited in part by acceptable ride performance (passenger comfort). Fundamentally, a highly accurate active control, similar to that used for the autoland function, will probably not provide acceptable ride performance in the en-route phase. 6.2.2.5 Flight Planning By 2020 this navigation function plays an increasingly important role since onboard trajectory prediction capability becomes one of the enablers for trajectory negotiation and therefore enables more interactive flight planning to support AOC requirements. In fact, trajectory prediction involves flight re-planning automation based on the best available knowledge of terrain, weather (including wind forecast and disruptive met hazards such as thunder storms), obstacles, company cost policy, aircraft performance capabilities, etc. In that scenario, flight re-planning is expected to become a complex function in charge of providing conflict-free, safe, regulations-compliant, and cost-efficient trajectories as input for trajectory negotiation. This is a clear example illustrating the level of function interoperability required by the far-term avionics representative of this timeframe. 6.2.2.6 Aircraft Performance Management No major changes are expected except for increased accuracy required by the trajectory prediction function. 6.2.2.7 Flight Management As noted above, by 2020 it is expected that the majority commercial aircraft will be equipped with IMA based avionics architecture. However, it is realistic to consider that also the number of non-IMA aircraft will be significant. This is an obstacle for the successful implementation of the operational concepts foreseen by 2020 since to cope with them, it is envisaged that the
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required increase in onboard computational power and function complexity will probably be met only by avionics within the IMA paradigm. Under the IMA assumption, the FMS capabilities expected by 2020 are well beyond the current scope of navigation. In effect, the flight management system will become a complex function managing a large amount of aircraft and flight operation aspects, of course, including navigation as well as communications and surveillance. The function is likely to be distributed through the airborne network allowing full interoperability with the underlying avionics functions (see references to ISS developments in the surveillance section below). The function will be software intensive and upgradeable to allow the logic of trajectory negotiation and other complex sub-functions to be updated and added as the operational concepts evolve. The IMA concept may allow for faster upgrades across the whole fleet, enabling the ATC solution to evolve with the fleet. It is also expected that the flight management function will rely on standard models for many aspects, thus enabling common understanding when sharing information among the future ATM system actors. Some of the envisaged models could potentially be56: A standard generic aircraft performance model, the coefficients of such model being the specific for the particular aircraft. This concept would allow identical trajectory prediction to be performed by all the actors involved in the trajectory negotiation, provided a description of flight intent, where flight intent is defined as a set of flight instructions to be performed by the aircraft in order to meet the intended trajectory and as such unambiguously describe one trajectory. A standard formal language to share flight intent descriptions57. Strictly speaking, such a language would be a metamodel providing a set of flight intent modelling primitives, in terms of which, whatever flight intention could be described. Sharing flight intent descriptions made in terms of such standard language would facilitate trajectory negotiation by ensuring no ambiguity and reducing the needed bandwidth. From that shared flight intention, each actor could then perform the necessary trajectory prediction by means of their own operational decision-support tools, on the basis of the same standard aircraft performance model. A standard model for the acknowledged logic of trajectory negotiation. A standard weather model to share meteorological information. Surveillance
6.2.3
Following the trend described in previous paragraphs, the main advances by 2020 may not be in the individual surveillance technologies (described below), but in how all those systems share resources in an Integrated Surveillance System [24]. The ISS would be designed with the purpose of simplifying the installation and reduce the life cycle costs through integration. Such a system could include as many of the previously described surveillance functionalities as desired or needed by the particular user. The system would be composed of a single processor unit (processing all functionalities), a single display and control panel (maybe also integrated with EFIS or MCDU), a weather radar antenna located in the radome, and another collision avoidance and surveillance antenna system (located above and below the fuselage) [19]. Such a system would not only integrate the traffic, weather, and terrain surveillance information into the same display, but would also merge the processing of the information resulting in a system that considers all the available surveillance data when triggering alerts (either collision, weather, or terrain). It is for example feasible to use traffic surveillance data
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An important industry-standards activity still needs to be completed in order to define these models. A similar concept, known as Path Objects, has been proposed by MITRE [31]
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to provide long range conflict detection and resolution, or for the FMS to use the overall surveillance picture in its 4-D trajectories computation and modification. This integrated system could be considered another step in the direction of ASAS [11]. However, it is neither expected nor desired for ASAS to represent the full migration of separation management from ATC to the flight deck. There are clear benefits in having enhanced situational awareness in the flight deck (adjacent traffic and their intentions, weather, and terrain), and there also exists the possibility of implementing (at least partially) airborne separation management in terminal areas, airport surfaces, or oceanic airspace. That said, during this epoch, ADS Package 2 functionality may also be available supporting self-separation in non-core areas. This may require coupling between the surveillance system and the flight controls. The requirements are not yet fully defined. From an industrial perspective, the transfer of full separation assurance to the flight deck would require avionics systems designed with different requirements and imply very important role changes for both ATC and pilots; the safety, economic and operational benefits of which are yet to be proven. The high cost (due to tightened avionics requirements) and low traffic figures could prevent the implementation in non-core areas on strictly economic grounds. 6.2.3.1 Traffic By this time, ADS-B-Out by means of the 1090 Mode S Extended Squitter data link will be widespread or even totally implemented in the commercial fleet. However, the squitter data link is likely to have reached or even surpassed its intended life, as its range limitations to broadcast intent data become more visible each passing year, greatly diminishing the benefits that the full ADS-B-Out capabilities permit. As the Extended Squitter becomes saturated, a debate will be initiated with the objective of selecting another data link capable of transmitting the whole ADS information (intent data in particular) over a bigger range. The candidates may include current or updated versions of VDL Mode 4 and UAT, new protocols based on VHF, (more likely) L-band, and satellite based communication systems, and others. It may also happen that by this time broadband satellite based communications, currently in the process of being introduced for internet access, e-mail, television, and other business and entertainment applications exclusively for the passenger, have achieved the necessary maturity to be considered for certification for ATM applications. If this is the case, the much higher information transmission capabilities of broadband will certainly turn it into one of the preferred contenders of the above debate. In terms of airborne surveillance, CDTIs will be standard equipment in new aircraft and being retrofitted into a majority of the fleet, displaying traffic surveillance increasingly dependant on ADS-B-In messages instead of TIS-B. As ADS-B-In gains acceptance, TIS-B will be increasingly relegated to an airborne validation role. TIS-B will also continue to provide information about ground vehicles and those aircraft, such as general aviation ones, that have decided not to install ADS-B-Out, have not been mandated to do so or continue to use a different link. If supplementary links are introduced, rather than replacement links, TIS-B, or similar functions, would become more important and widely used; but at the cost of significant added surveillance costs in U (non-radar) airspace58 [65]. In addition, the extension of surveillance enhancement to non-radar areas could improve separation services and facilitate transition issues between continental and oceanic areas. The major safety benefit brought by the provision of positive air traffic control over non-radar areas will allow further a safe reduction in separation minima in certain areas and thus, will increase the capacity of the system.
The use of TIS-B as a cross-link is more pertinent in the US where both UAT and 1090ES are considered for operational use; a similar concept may be required in Europe by this epoch if a complement to 1090ES is required.
58
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6.2.3.2 Airport Surface Ground and onboard surveillance of the airport surface will be based on the same systems that general air traffic surveillance (ADS-B-Out, ADS-B-in, TIS-B, and CDTI) use, with the difference that ground vehicles position will also be included in the TIS-B messages. This will allow the real time sharing of surveillance information between all the actors involved and will enable the use of advanced conflict detection and resolution tools. Apart from the co-operative surveillance, it is expected that forms of non co-operative surveillance will still be used. Those sensors will help with the detection of possible intruders in the system, or even with aircraft or vehicles that have non-working surveillance equipment. The information provided by non co-operative surveillance sensors would then be shared with the rest of the participants involved by means of a traffic information broadcast service (TIS-B) [47], [48]. Given the high number of ground vehicles in major airports, and the significant costs necessary to equip those vehicles with the above technologies, it is expected that in some cases there will not be any surveillance aboard the ground vehicles. This will limit to some extent the benefits associated with a full A-SMGCS implementation but does not preclude the detection of those vehicles by the surveillance sensors. 6.2.3.3 Collision Avoidance A future ACAS III system capable of providing traffic and resolution advisories in both the vertical and horizontal planes has been proposed, but it is in a very early stage of development and at this time it is unknown if it will ever be implemented59. As stated above, it would be feasible to consider the traffic surveillance data obtained from ADS-B-in and TIS-B to provide long range conflict detection and resolution in advance of that currently provided by ACAS II. 6.2.3.4 Terrain No modification in this area is expected by this timeframe. 6.2.3.5 Atmosphere Automatic weather information sharing will be widespread by this time making use of the available data communication technologies. An important addition expected by this timeframe may be the implementation of a turbulence detection function, although no standards have been defined so far. Capabilities to predict and detect wake vortex are also expected to be commonplace by 2020. 6.2.3.6 Security Threats Missile surveillance and protection may already have been implemented by 2020.
59
Airbus thinks that ACAS III will not be implemented.
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6.3 Pilot role

This section highlights any differences in the role of the pilot from the 2011 environment discussed in Section 5.2. Responsibilities in blue cursive are new to the 2020 scenario. 1. Aviate a. Use 4D trajectory prediction and Airborne Surveillance to plan a de-conflicted route (then monitor the aircrafts compliance with this route, and re-plan the route in coordination with ATC and AOC if necessary using airborne decision support tools). 2. Navigate a. As ATC and the flight crew should have consistent flight plans and Conflict Detection & Resolution systems, the negotiation of trajectory should take place when the aircraft is airborne. b. Use advanced datalink services to establish and agree trajectory contracts with Air Traffic Controllers (COTRAC/GRECO). 3. Communicate 4. Manage the flight
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6.4
Avionics summary
Table 13 includes a brief summary of the avionics that are considered being representative of the fleet mix in European CORE and NON-CORE areas in the 2020 epoch. Where no information is provided, the same equipment is considered to be present in both CORE and NON-CORE areas fleets. That equipment needed for transitioning into oceanic airspace is included in italics within the NON CORE column.
CORE AREA COMMUNICATIONS Voice Data New Comm System/ 8.33 kHz New Comm System/ ATN-VDL2 NAVIGATION Area Navigation Capability Area (PVT ) Navigation Conventional Guidance61 Landing Systems Integrity Monitoring
60
NON CORE AREA
8.33 kHz 25 kHz / SATCOM ATN-VDL2 / HFDL / SATCOM
4D RNAV GNSS(ABAS/SBAS/GBAS) / INS / DME-DME DME MMR (ILS CAT III, GLS CAT III) RAIM + ABAS Integrity signals by datalink
RNP RNAV GNSS(ABAS/SBAS/GBAS) DME / INS DME / VOR / ADF MMR (ILS / GLS CAT I) RAIM + ABAS Integrity signals by datalink / DME-
Flight Control Flight Planning Aircraft Management Performance
FCC Trajectory Negotiation FMS with enhanced models Complex models function with standard Enhanced route-planning Profile opt. Navigation, Airport, Terrain & Flight AOA with FMC / RNAV computer
Flight Management Databases
Navigation, Airport, Terrain SURVEILLANCE
Traffic Airport Surface Collision Avoidance Terrain Atmosphere
Mode S ELS&EHS / ADS-B / CDTI / ASAS Mode S Multilateration / ADS-B / TISB ACAS II TAWS with automatic updates from AOC WXR+Wake Detection Vortex & Turbulence
SSR Mode S ELS&EHS / ADS-B-Out Mode S Multilateration / ADS-B-Out / TIS-B ACAS II TAWS WXR
60
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FULL EQUIPPED COMMUNICATIONS Voice Data New Comm System / 8.33 kHz New Comm System / ATN-VDL2 NAVIGATION Area Navigation Capability Area (PVT) Navigation Conventional Guidance Landing Systems Integrity Monitoring 4D RNAV GNSS(ABAS/SBAS/GBAS) / INS / DMEDME DME MMR (ILS CAT III, GLS CAT III) RAIM and ABAS Integrity signals by datalink Flight Control Flight Planning Aircraft Management Flight Management Databases Performance FCC Trajectory Negotiation FMS Complex function with standard models Navigation, Airport, Terrain SURVEILLANCE Traffic Airport Surface Collision Avoidance Terrain Atmosphere Mode S ELS&EHS / ADS-B / CDTI / ASAS Mode S Multilateration / ADS-B / TIS-B ACAS II TAWS with automatic updates from AOC WXR+Wake Detection Vortex & Turbulence SSR Mode S ELS&EHS / ADSB-Out Mode S Multilateration / ADS-BOut ACAS II TAWS WXR N/A GNSS/ABAS-based RNAV FMS Navigation, Airport, Terrain RNP-RNAV GNSS(ABAS / SBAS/ GBAS) DME-DME DME / VOR / ADF MMR (ILS / GLS CAT I) RAIM and ABAS / 8.33 kHz 25 kHz ATN-VDL2 BASELINE
Table 14: Comparison between fully equipped aircraft and those with a baseline configuration in 2020 epoch
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REFERENCES
[1]. EUROCONTROL Operational Concept Document (OCD) Volume 1 (The Vision),
FCO.ET1.ST07.DEL01, Edition 2.1, 12 January 2004.

[2]. Link2000+ website (www.EUROCONTROL.int/link2000/) [3]. Communication Strategy - Management Overview, Version 4.0, 25 August 2003. [4]. Communication Strategy - Technical Description, Version 5.0, 25 August 2003 [5]. ATC Data Link Manual for Link2000+ Services, Version 1.0, 8 January 2004. [6]. Mode S Programme website (www.EUROCONTROL.int/mode_s/) [7]. Mode S Enhanced Surveillance - 3 States Project - Master Plan, Edition 1.0, 30
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[8]. EUROCONTROL ATM Strategy for the Years 2000+ Volume 1, 2003 Edition. [9]. EUROCONTROL ATM Strategy for the Years 2000+ Volume 2, 2003 Edition. [10]. A Surveillance Strategy for ECAC, Edition 1.0, January 1998. [11]. EUROCONTROL
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[12]. Roadmap for the implementation of data link services in European Air Traffic
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[13]. CARE/ASAS Activity 5 Description of a first package of GS/AS applications, Version
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[14]. EUROCONTROL NAV.ET1.ST16-001. Navigation Strategy for ECAC. March 1999 [15]. MASPS for RNP RNAV, Eurocae, ED75A, September 2002 (equivalent to DO-236A) [16]. GBAS Roadmap, EUROCONTROL, Edition 1.0, 25 February 2003. [17]. Potential Applications of CDM, Revision 1.0, EEC Note No.9/99, July 1999. [18]. Avionics Workshop (see www.EUROCONTROL.int/eatmp/events/avionics.html) [19]. ASFA Final Study Report, ADS/REP/SFA/004, Edition 1.0, 15 January 2004. [20]. ICAO Annex 6, Operation of Aircraft, Eighth Edition, July 2001 [21]. ICAO Annex 2, Rules of the Air, Ninth Edition, July 1990. [22]. ARINC 755-2 Multi-Mode Receiver (MMR) Digital, January 2001. [23]. ARINC 756-3 GNSS Navigation and Landing Unit (GNLU), February 2004. [24]. Draft 1 of Project Paper 768: Integrated Surveillance System (ISS) [25]. ARINC 718A Mark 4 Air Traffic Control Transponder (ATCRBS/MODE S), February
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[26]. ARINC 735A-1 Mark 2 Traffic Alert and Collision Avoidance System (TCAS),
January 2003.
[27]. EUROCONTROL Air-Ground Co-operative ATC Programme website
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(www.EUROCONTROL.int/eatmp/agc)
[28]. PHARE (see: http://www.EUROCONTROL.int/phare/) [29]. AFAS (TBD) [30]. INTENT (www.nlr.nl/public/hosted-sites/intent/intent.htm#Related) [31]. The concept of path objects: making the FMS more useful, Dr John N Barrer, MITRE
CAASD, December 1999.

[32]. MA-AFAS website (www.ma-afas.com) [33]. Gate-to-Gate website (www.g2g.isdefe.es) [34]. NUP-II website (www.nup.nu) [35]. ARINC Specification 424-16 Navigation System Database. August 2002 [36]. EUROCONTROL NAV.ET1.ST16-002. Transition Plan for the Implementation of the
Navigation Strategy in ECAC 2000-2015+. May 2000

[37]. ICAO Doc 9613-AN/937. Manual on Required Navigation Performance (RNP). 2nd
Edition 1999
[38]. JAA temporary guidance leaflet NO XZ Airworthiness and Operational Approval for
RNP-RNAV Approach Operations. January 2004

[39]. ARINC Characteristic 702-6 Flight Management Computer System. June 1994 [40]. ARINC Characteristic 702A-1 Advanced Flight Management Computer System.
January 2000
[41]. RTCA DO-255 Requirements Specification for Avionics Computer Resource (ACR).
June 2000
[42]. ARINC Specification 653-1 Avionics Application Software Standard Interface.
October 2003
[43]. ARINC Report 651-1 Design Guidance for Integrated Modular Avionics. November
1997
[44]. ARINC Report 660A. CNS/ATM Avionics, Functional Allocation and Recommended
Architectures. January 2001

[45]. ARINC Specification 659 Backplane Data Bus. December 1993 [46]. AIAA 2002-4857. Improved Taxi Prediction Algorithms for the Surface Management
System. Chris Brinton, Jimmy Krozel, Ph.D., Brian Capozzi, Ph.D. / Metron Aviation, Inc. Stephen Atkins, Ph.D. / NASA Ames Research Center.
[47]. EUROCONTROL
DAP/APT. Definition of A-SMGCS Implementation Levels.
September 2003
[48]. EUROCONTROL DAP/APT. A-SMGCS Project Strategy. September 2003 [49]. ICAO Doc 9476-AN/927. Manual of Surface Movement Guidance and Control
Systems (SMGCS). 1986

[50]. ICAO AOPG Final Draft. European Manual on Advanced Surface Movement
Guidance and Control Systems (A-SMGCS). November 2001.

[51]. EUROCONTROL
8.33 kHz Programme. (http://www.EUROCONTROL.int/eatm/public/standard_page/833.html)
[52]. FAA CPDLC Program (http://adl.tc.faa.gov/)
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[53]. ARINC Specification 622-4 ATS data link applications over ACARS air-ground
network. October 2001

[54]. ARINC Characteristics 758-1 Communications Management Unit (CMU) Mark 2.
February 1998
[55]. EUROCONTROL IOP-IRD-AGDL. Interoperability Requirements Document (IRD)
Air/Ground Cooperative ATS. October 2003

[56]. Safe Flight 21- RTCA SC-186 Final Approach and Runway Occupancy Awareness
(FAROA) Application Description. October 2002

[57]. JAA GAI 20 ACJ20X4 (formerly TGL2). Airworthiness Approval and Operational
Criteria for the use of navigation systems in European Airspace designated for Basic RNAV operations.
[58]. JAA TGL-3. Interim Guidance Material on Airworthiness approval and Operational
Criteria for the use of the NAVSTAR Global Positioning System (GPS)., revision 1 dated 01.02.98.
[59]. JAA TGL-10. Airworthiness and Operational Approval for P-RNAV Operations in
Designated European Airspace. November 2000.

[60]. EUROCONTROL 003-93. Standard Document for RNAV Equipment Operational
Requirements and Functional Requirements. Edition 2.2, December 1998,

[61]. Boeing Air Traffic Management. Revolutionary Concepts That Enable Air Traffic
Growth While Cutting Delays.

[62]. Boeing Air Traffic Management. Working Together Team (WTT). Working Together
to Define the Future Global ATM System. May 2003.

[63]. FAA AC 120-76. Guidelines for the certification, airworthiness, and operational
approval of Electronic Flight Bag computing devices. September 2002.

[64]. AFAS Aircraft in the future ATM System. Pierre Depape, Cockpit Operations.
Airbus France. FAA-EUROCONTROL Workshop. June 2002.

[65]. TIS-B: a transition or an end state?. David Bowen- QuinetiQ. FAA-EUROCONTROL
Workshop. June 2002.

[66]. RNAV Business Case: Analysis Report, Helios Technology for EUROCONTROL,
24th January 2004.

[67]. Mode S Elementary and Enhanced Surveillance Information Notice, EATM Mode S
Programme, March 2004.

[68]. Navigation
Infrastructure Evolution Study Phase 2 Report, Stasys for EUROCONTROL, December 2003.
[69]. EUROCONTROL Airspace Strategy for ECAC States. Ed. 1.0. January 2001 [70]. AFAS User Forum. January 2004 (http:\\www.euroafas.com) [71]. ICAO European Region Area Navigation (RNAV) Guidance Material. Fifth Edition.
September 2003
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GLOSSARY
Aircraft Communications Addressing and Reporting System Airborne Collision Avoidance System ATC Clearance ATC Communications Management Avionics Computer Resource Automatic Direction Finder Automatic Dependant Surveillance ADS Broadcast ADS- Contract Aircraft Flight Manual Airplane Information Management System Aeronautical Information Regulation And Control Arrivals Manager ACARS Over AVLC Airline Operational Control Approach Procedure with Vertical guidance Approach with Vertical guidance Aeronautical Radio, INC Aeronautical Recommended Practices Airborne Separation Assistance System Advanced Surface Movement Guidance and Control System Airborne Surveillance and Separation Assistance Processing Air Traffic Control Air Traffic Controller Automated Traffic Information System Air Traffic Management Air Trafic Management / Communication Navigation Surveillance Aeronautical Telecommunications Network Air Traffic Situational Awareness Air Traffic Services Unit Aviation VHF Link Control Aerodrome Visibility Operational Level
ACARS ACAS ACL ACM ACR ADF ADS ADS-B ADS-C AFM AIMS AIRAC AMAN AOA AOC APV APV ARINC ARP ASAS A-SMGCS ASSAP ATC ATCO ATIS ATM ATM/CNS ATN ATSAW ATSU AVLC AVOL
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BR&TE B-RNAV CAP CDI CDM CDTI CFIT CNS/ATM COTRAC CPDLC DAP D-ATIS DCL D-FIS DLIC DME D-OTIS D-RVR DSC D-SIGMET DYNAV EATMP ECAC EFB EFIS EGNOS EGPWS EHS ELS ES ETA FAA FANS FAROA FCC
Boeing Research & Technology Europe Basic RNAV Controller Access Parameters Course Deviation Indicator Collaborative Decision Making Cockpit Display of Traffic Information Controlled Flight Into Terrain Communications Navigation Surveillance / Air Trafic Management Common Trajectory Co-ordination Controller Pilot Data Link Communications Down-linked Aircraft Parameters Digital Automated Terminal Information Service Departure Clearance Data link Flight Information Service Data Link Initiation Capability Distance Measuring Equipment Data link Operational Terminal Information Service Data link Runway Visual Range Downstream Clearance Data link SIGnificant METeorological report Dynamic Route Availability European Air Traffic Management Programme European Civil Aviation Conference Electronic Flight Bag Electronic Flight Instrument System European Geo-stationary Navigation Overlay Service Enhanced Ground Proximity Warning System Enhanced Surveillance (Mode S) Elementary Surveillance (Mode S) Extended Squitter Estimated Time of Arrival Federal Aviation Administration Future Air Navigation System Final Approach and Runway Occupancy Awareness Flight Control Computer
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FL FLIPCY FLIPINT FMC FMS FOM FTE GBAS GLONASS GLS GNLU GNSS GPS GPWS GRECO HF HFDL HMI HSI HUD I/O ICAO IFR ILS IMA INS IRS ISS JSF LNAV LRU MCDU METAR MFD MLS
Flight Level Flight Plan Consistency Flight Plan Intent Flight Management Computer Flight Management System Figure of Merit Flight Technical Error Ground Based Augmentation System GLObal NAvigation Satellite System GNSS Landing System GNSS Navigation and Landing Unit Global Navigation Satellite System Global Positioning System Ground Proximity Warning System Graphical Enabler for Trajectory Co-ordination High Frequency High Frequency Data Link Human Machine Interface Horizontal Situation Indicator Head Up Display Input Output International Civil Aviation Organization Instrument Flight Rules Instrument Landing System Integrated Modular Avionics Inertial Navigation System Inertial Reference System Integrated Surveillance System Joint Strike Fighter Lateral NAVigation Line Replaceable Unit Multi-purpose Cockpit Display Unit Meteorological Aviation Report Multi-Function Display Microwave Landing System
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MMR MMU MTCD NATS NDB NOTAM NPA OATA OCD PPD P-RNAV PSR PVT PWS R/T RAIM RFG RNAV RNP RTA RTOA RTOS RVR SAE SAP SATCOM SATNAV SBAS SID SMR SOP SSR STAR STCA TAWS
Multi Mode Receiver Memory Management Unit Medium Term Conflict Detection National Air Traffic Services Non Directional Beacon Notice to Airmen Non Precision Approach Overall ATM/CNS Target Architecture Operational Concept Document Pilot Preferences Downlink Precision - RNAV Primary Surveillance Radar Position Velocity Time Predictive WindShear Radio/Telephony Receiver Autonomous Integrity Monitoring Requirements Focus Group Area Navigation Required Navigation Performance Required Time of Arrival Required Time Of Arrival Real Time Operating System Runway Visual Range Society of Automotive Engineers System Access Parameters SATellite COMunications Satellite Navigation Space Based Augmentation System Standard Instrument Departure Surface Movement Radar Standard Operating Procedure Secondary Surveillance Radar STandard ARrival Short Term Conflict Alert Terrain Awareness and Warning System
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TCAS TCP TIS-B TMA UAT UML UPT VDL VDL VFR VHF VNAV VOR WPT WXR
Traffic Alert and Collision Avoidance Systems Trajectory Change Point Traffic Information Service Broadcast Terminal Maneuvering Area Universal Access Transceiver Unified Modeling Language User Preferred Trajectory VHF Data Link Very high frequency Data Link Visual Flight Rules Very High Frequency Vertical Navigation VHF Omni-directional Ranging Waypoint Weather Radar
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A
A.1
Functional Decomposition for 2011

Objective
The purpose of this section is to provide a bridge between this document and the Logical Architecture developed in the second half of the project. The Logical Architecture expresses the 2011 concept as a set of UML diagrams. In Section 7.2 a functional analysis is presented, including: A.2 Identification of supported functions; Identification of required data. Identified functions
The following table lists the functions identified for the 2011 epoch, including those still present from 2007. The table is organised in the same way as the sections describing each section: Communication Applications Navigation Surveillance Collision Avoidance Pilot Display Security Threats Function name Description: A short description of the function and how it is modelled (or not). Inputs: Data required by the function Outputs: Data produced by the function
The table includes:
Table 16 describes the identified data types.
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Function
Description Communication Applications
Inputs
Outputs
CM (Context Management) CPDLC (Controller Pilot Data Link Communications)
DLIC (Data Link Initiation Capability) NOT IN MODEL ACM (ATC Communication Management) Automated frequency change ACL (ATC Clearance Message) Receipt of ATC constraint DCL (Departure Clearance) Receipt of ATC constraint DSC (Downstream Clearance) Receipt of ATC Constraint DYNAV (Dynamic Route Availability) Receipt of new route.
NA Datalink Frequency Voice Frequency ATC Constraint ATC Constraint ATC Constraint ATC Constraint ATIS NOTAM Met Hazard
NA
N/A N/A N/A N/A N/A
D-FIS
D-OTIS - Uplink of flight information: ATIS NOTAM ASHTAM SNOWTAM
Used to update aeronautical information D-SIGMET (Datalink Significant Met Data) See uplink of met data. D-RVR (Datalink Runway Visual Range) See uplink of met data ADAP CAP and SAP are considered under surveillance -
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Function
Description PPD (Pilot Preferences Downlink) downlink of pilot preferences for: Cruise Flight Level Operating Cruise Airspeed Top of decent Approach Type Intermediate Approach Speed Preferred Landing Runway
Inputs -
Outputs Preference Data
ATC are able to use these values to enable clearances which meet the pilot preferences if possible. ADS-C ADS-C (see Surveillance) FLIPCY: Checks consistency between airborne and ground based flight plan, eg the avionics downlinks a representation of the flight plan for the ground based application to check. FLIPINT: Downlink of trajectory data (intent) Met Data Uplink Receipt of met data/hazards via datalink, including the following applications: Met Downlink METAR: Receipt of Met data D-SIGMET: Receipt of Met Hazards D-RVR: Receipt of Runway Visual Range Met Data Met Hazards RVR Met Data Flight Plan
Trajectory
Downlink of met data to support forecasting, for example the AUTOMET function Navigation Determination of Position, Velocity and Time from area navigation sources (GNSS and DME/DME). Use of RAIM to support integrity of GNSS signals. Use of RAIM is included in the description of GNSS within the model.
Proposed Issue
PVT Determination Integrity Monitoring
From Navigation Sources N/A
Aircraft State Vector N/A
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Function Guidance
Description Provision of guidance to selected waypoints. The waypoints and routes are held in the navigation database. Area navigation is provided in accordance with RNP RNAV. The level of accuracy required is dependant on phase of flight. Guidance includes ability to meet a Required Time of Arrival (RTOA) at a particular waypoint.
Inputs Aircraft State Vector Trajectory
Outputs Lateral Guidance
VNAV Point-to-Point Navigation Navigation Database
Provision of vertical guidance to support APV and PA (CATI, II and III) operations. Provides guidance to a particular navigation aid. Only used as a backup following failure of RNAV system. The navigation database contains information on Nav Aids, Routes, Procedures and Waypoints. The navigation database is static (updated in accordance with AIS procedures in line with the AIRAC cycle). The status of entries may be updated by received NOTAMS. Sensing current: attitude airspeed aerodynamic configuration thrust setting
Altitude Trajectory Navaid -
Vertical Guidance Lateral Guidance Navaid Routes Waypoints
Sensing Attitude
Autonomous data Aerodynamic Configuration Thrust Setting
Flight Control Flight Planning
Command the aerodynamic control services and throttle position. Determining flight plan including selection of routes and procedures including dynamic re-routing during flight.
Lateral Guidance Vertical Guidance ATC Constraint Preference Data Performance Data Flight Plan
Flight Control Flight Plan
Trajectory Profiling
Ability to establish the optimum route within the constraints of the existing flight plan, optimisation may take account of cost, noise abatement, preferred settings etc.
Proposed Issue
Trajectory
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Function Aircraft Performance Management
Description Provision of a model of aircraft performance to support Trajectory Profiling. The function is adjusted as aircraft performance degrades with service life enabling the same accuracy of performance calculation throughout aircraft service life. Surveillance Provision of information regarding targets to ground systems. Function is supported by Mode S, ADS-B and Datalink Applications: CAP SAP Mode S ELS Mode S EHS ADS-B-ACC ADS-B-TMA ADS-B-NRA ADS-B-ADD
Inputs -
Outputs Performance Data
Transmit Surveillance Data
Autonomous Data Aircraft State Vector Aircraft Intent
Surveillance Reports
Receive Surveillance Data
Receipt of ADS-B and TIS-B data to support the following ASAS applications: ATSA-AIRB (see Pilot Display) ATSA-S&A (see Pilot Display) ATSA-SVA (see Surveillance Guidance) ASPA-S&M (see Surveillance Guidance) ASPA-ITP (see Surveillance Guidance) ASPA-C&P (see Surveillance Guidance)
Proximate Traffic
Met Radar
Use of a weather radar to autonomously detect met data and hazards:
None
Met Data
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Function
Description precipitation turbulence windshear micoburst
Inputs
Outputs
Surveillance Guidance
Provides guidance to support the following ASAS applications: ATSA-SVA ASPA-S&M ASPA-ITP; ASPA-C&P
ASAS Clearance Aircraft State Vector Trajectory Proximate Traffic
Flight Guidance
Each requires a clearance to be followed, knowledge of the involved traffic, the aircraft state vector, aircraft trajectory and logic for achieving the clearance (including coupling with automated flight guidance). ASMGCS Provision of surveillance on ground Receipt of Surveillance on ground Taxi Management Landing Management Surface Guidance Pilot Display
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Provision of surveillance information to airport systems (ADS-B-APT) Combination of ADS-B and TIS-B supporting ATSA-SURF. Receipt of complete taxi clearance (displayed on moving map) Receipt of braking instructions following landing (enabling aircraft to take correct runway exit. Provision of taxi guidance. Special case of guidance above. Pilot Display The following information is displayed to the pilot:
Proposed Issue
Surveillance Data ATC Constraint Airport Database Braking Instruction Airport Database Proximate Traffic
Surveillance Data Proximate Traffic Flight Control Information Displayed.

Function
Description Guidance Cues Current Trajectory/Route Proximate Traffic Weather Resolution Advisories Taxi Clearance/Airport Map
Inputs Resolution Advisory Weather Hazard Weather Data Taxi Clearance Airport Map Trajectory Lateral Guidance Vertical Guidance
Outputs
NOTE: This is generic display including the functionality of HIS, EFIS, MFD and CDTI. The split between various displays is an implementation issue. Collision Avoidance Aircraft Collision Avoidance Traffic Alerts provision of traffic advisories and resolution advisories to avoid conflict with proximate traffic. Whilst based on received surveillance information the provision of collision avoidance system must be independent of ASAS functionality. Terrain avoidance provision of climb instructions to avoid Controlled Flight Into Terrain (CFIT) based on terrain database. Security Anti-missile devices Device to detect incoming missiles and provide counter measures. Not modelled, but could cause deviation from trajectory.
Aircraft State Vector Proximate Traffic Terrain Data Aircraft State Vector N/A
Traffic Advisory Resolution Advisory Resolution Advisory
Terrain Awareness
N/A
Table 15: Identified Functions
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A.3
Identified data
The following table describes the content of the identified data.

Data Item Aircraft Intent Description Describes the immediate flight path that the aircraft intends to follow on course to its destination. This may mean the download of the entire aircrafts filed flight plan or the next and subsequent waypoints as stored within the aircraft FMS. Describes the aircraft vector at that current precise moment of interrogation. Contents Short Term: Aircraft State Vector Airport Map The presentation to the pilot of the aerodrome plates in an electronic format consistent with ED99. Selected Altitude Selected Heading TCP list Speed Heading Altitude Position Climb rate Position of runways, taxiways, hold points, stands, ILS protection areas Frequency information of surface and tower control. Altitude Aircraft ID Altitude limit Speed limit Heading limit Conditional clearance ASAS Clearance Aircraft Mach number Static air temperature Local Mach number True airspeed Calibrated airspeed Pressure altitude Baro-corrected altitude Local air density Density altitude Angle of attack Angle of sideslip
Medium/Long term intent:
Altitude ASAS Clearance ATC Constraint The height of the aircraft above sea level (part of Aircraft State Vector) Indication of the aircraft to follow. An instruction given to the aircraft that limits the extent to which the aircraft can manoeuvre within the airspace or on the aerodrome surface. Autonomous Data Data received by independent sensors on board the aircraft that are required by the flight data processors and necessary for effectual control of the aircrafts position within the flight envelope.
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Data Item Braking Instruction
Description An instruction received by the aircraft to ensure that the aircraft exits at the correct runway exit, i.e. does not overshoot the required RET when instructed to use the said RET. Frequency required for communications with ATSU. datalink
Contents Automatic brake setting
Datalink Frequency Flight Control
Frequency Roll delta Yaw delta Pitch delta Thrust delta SID Route (as set of waypoints) STAR Approach Taxi Plan etc
The mechanisms through which the flight path of the aircraft is maintained in a stable set-up.
Flight Plan
The intended path of the aircraft submitted to ATC that specifies departure point and arrival point of aircraft and the intended route that aircraft will follow to the destination.
as the the the
Set of:
(See OATA Flight Plan model) Lateral Guidance Guidance given to the flight control system that ensures that the aircraft remains within the lateral limits. Lateral Deviation
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Data Item Met Data
Description Information provided to the flight crew/aircraft systems regarding weather conditions at certain flight phases
Contents Wind direction Wind speed CAVOK Conditions report Gusts report TREND report QFE QNH Temperature Dew Point Wind Shear State of the sea Minimum visibility directions Cloud coverage Cloud types Cloud base height Runway deposits Runway contamination Depth of runway deposits Reduced runway length Reduced runway width RVR
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Proposed Issue
Data Item Met Hazard
Description A description given to a meteorological event that may have significant impact on the performance of an aircraft or the capability of an aircraft to remain in flight.
Contents Fume smoke Dust haze Rising dust and sand Dust devil Brune - mist Mince fog - shallow fog Mince fog Fog Freezing fog Drizzle Heavy drizzle Freezing drizzle Heavy freezing drizzle Rain Heavy rain Freezing rain Heavy freezing rain Rain and snow Snow Heavy snow Snow grains Ice pellets Showers Heavy showers Showers of rain and snow Snow showers Soft hail Hail Thunderstorm Thunderstorm with hail Heavy thunderstorm Volcanic ash Navigation aid type Navigation aid frequency or channel Navigation aid operational duration
Navaid
Location and type of navigation aid (part of navigation database)
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Data Item Performance Data
Description Data that details the capabilities of an aircraft to fly within certain limits and respond in a timely manner to flight control requirements.
Contents Maximum take-off weight Maximum speed Stall speed Maximum climb rate Sustainable climb rate Operational ceiling Cruise Flight Level Operating Cruise Airspeed Top of decent Approach Type Intermediate Approach Speed Preferred Landing Runway ID 3D Position Heading Speed Medium Term Intent
Preference Data
Data that the pilot will set as being preferred flight envelope restrictions that will have the least impact in terms of cockpit workload or economic penalties to the aircraft.
Proximate Traffic
Traffic that is within the vicinity of other aircraft.
For each proximate target:
Resolution Advisory
An indication given to the flight crew recommending: A manoeuvre intended to separation from all threats; or provide to
Crew command of one of the following: Increased climb Climb Do not descend Do not descend faster than 500ft/min Do not descend faster than 1000ft/min Do not descend faster than 2000ft/min Increased descend Descend Do not climb Do not climb faster than 500ft/min Do not climb faster than1000ft/min Do not climb faster than2000ft/min
A manoeuvre restriction intended maintain existing separations
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Proposed Issue
Data Item Route
Description The flight path from one waypoint to another. This is generally limited by speed and altitude restrictions.
Contents Max flight level Min flight level Max speed Min speed Start waypoint End waypoint Direction of travel RVR touchdown RVR Midpoint RVR - Endpoint Method of measurement Target ID Target heading Target speed Target altitude Magnetic Heading Air Speed Selected Altitude Vertical Rate Track Angle Rate Roll Angle Ground Speed True Track Angle Clearance Route Stand Latitude Longitude Height Datum Traffic Alert
RVR
The Runway Visible Range is the distance that the flight crew will be able to see down the runway.
Surveillance Data
Data that is reported about the proximity of other aircraft and could include aircraft intend and Aircraft State Vector
Taxi Clearance
A clearance provided by the ground movement controller permitting the aircraft to either leave the stand for departure or directing an aircraft on the way it should move in order to reach the desired stand. A model of the earths surface that provides an indication of the contours of the earths surface and is used by terrain avoidance systems to protect against CFIT.
Terrain Data
Traffic Advisory Trajectory Vertical Guidance
An indication given to the flight crew that a certain intruder is a potential threat. The movement path that the aircraft will follow in the course of flight. Guidance given to the aircrafts flight control systems to ensure that the aircraft remains within the bounds of the vertical restrictions placed on the aircraft by Air Traffic Control.
Set of TCPs plus ETA. Vertical Deviation
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Data Item Voice Frequency Waypoint
Description Frequency required for communications with controller voice
Contents Frequency ID Latitude Latitude Altitude
A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either: Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.
Table 16: Data types
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EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

OVERALL ATM/CNS TARGET ARCHITECTURE

Document Identifier: Edition Number: Edition Date: Status: Intended for:

OATA-P2-D4.2.11-03-01 2.1 23 Nov 2004 Proposed Issue TRG Members

Study Report on Avionics Systems for 2011-2020

Prepared by: Issued by:

STATUS, AUDIENCE AND ACCESSIBILITY

Microsoft Word 10.0

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

NAME AND SIGNATURE

OATA Project Manager

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

DOCUMENT CHANGE RECORD

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

avionics architecture eVOLUTION............................................................................................. 12

Avionics Architecture for 2007 .................................................................................................. 17

Avionics architecture for 2011 ................................................................................................... 37

Avionics architecture for 2020 ................................................................................................... 55

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

The document is divided into the following sections:

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

The future operational concept - opportunities

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

A three step approach

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

COMMUNICATION Current 8.33 kHz ACARS - FANS 1/A

NAVIGATION NDB/VOR/DME INS/GNSS/ABAS ILS/MLS

SURVEILLANCE PSR SSR A/C ACAS II - GPWS

VDL Mode 2 AOA

VDL Mode 2/ATN on some aircraft

VDL Mode 2 / ATN VDL Mode 3 (USA / Decision pending)

New Comm. System

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

AVIONICS ARCHITECTURE EVOLUTION

3.1 Current and next-future paradigms

Edition: 2.1 Overall ATM/CNS Target Architecture

Study Report on Avionics Systems for 2011-2020

3.2 Key elements of IMA architecture

3.3 IMA supporters

3.4 IMA development drivers