Objectives of the 3FMS project - asas-tn.org · 5 © thomson-csf sextant functional overview & r p...

© THOMSON-CSF SEXTANT1

Objectives of the 3FMSObjectives of the 3FMSprojectproject

■ Prepare a functional definition of the European FMS tooperate free-flight

■ Investigate functional architecture of a free-flight FMS for theAIRBUS family (A3XX)

■ Explore the contributions the FMS can bring to the futureEuropean free-flight ATM definition

■ Identify interoperability issues on a world-wide basis

,1752'8&7,21


Expected AchievementsExpected Achievements

■ Identification of free-flight avionics architecture around theFMS

■ Definition of free-flight functions for the next generation ofFMS

■ Evaluation and demonstration of free-flight operations in flightsimulator

■ List of recommendations for implementation of future free-flight concepts in European ATM

,1752'8&7,21


3FMS Project3FMS Project key keyTechnical FeaturesTechnical Features

■ Address advanced on-board free-flight tactical FM functions

■ Build on state-of-the art FMS : SXT/SI New FMS

■ AIRBUS oriented design for HMI & avionics architecture

■ Demonstrate Free-flight FMS with communication functions andHMI

■ Use high fidelity AIRBUS simulator coupled with realistic ATCand Traffic simulators

,1752'8&7,21


3FMS3FMS Demonstrator DemonstratorGlobal ArchitectureGlobal Architecture

3FMS prototype

,1752'8&7,21

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Functional OverviewFunctional Overview

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3FMS Functional Definition

A/C Simulator

Traffic Simulator

ADS-B

Weather Situation

Traffic Situation

GeographicSituation

Air/GroundCommunication

CPDLC

TIS-B

Air/AirCommunication

ADS-B

ATC Simulator

TIS-B

CPDLC

FIS

Data Management

and Detection

Nav

Sensor

and

A/C

Simulations

EFIS

Simulation

PFD

MCDU

DCDU

ND+FCU

Taxi Management

FMS

MCDU

EFIS

FM Core

Interface

I/O

FM Core

NavDB

HMII/F

MAS operations

3FMS PROTOTYPE

TWG Separation

Air-Air DataLink

FIS

Conflict Resolution

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Simulation Facilities Definition

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VISUEL

MCDU

MCDU

EPOPEE CABIN

GRAPHIC STATION

GRAPHIC STATION

GRAPHIC STATION

GRAPHIC STATION

NARSIM3FMS

PROTOTYPEEthernet ISDN line

Arinc

Arinc, discretes, analogic inputs fromcabin commands

Cabin videoscreens

SIMULATIONCALCULATOR

ELECTRONICINTERFACE

AM-AIRBUSWORKSTATION

Ethernet802.3

Ethernet802.3

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3FMS WS

TIS-B

CPDLC

MASOperation

TC

P/IP

Ethernet 802.3

WeatherSituation

TrafficSituation

GeographicSituation

ConflictResolution

TaxiManagement

FIS FM

_WS

Inte

rfac

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Air/AirDatalink

ADS-B

HMI DisplayInterface

Terrain

Airspace

Airport

DataManagement

Detection

Spec

ific

Int

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ce (

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SFD

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FM WS

FM Core

NavDB

EFIS

FM CoreInterface

AD

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TCP/IP

MCDU

I/O

CPDLC responses Ownship ADS-B

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TRAFFIC SIMULATOR

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Control InterfaceDisplay LogicDCDU Keypress (*)MCDU protocol (*)Simulation Data

ATC SIMULATOR

CPDLC messagesFIS messagesTIS-B messages

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AIRCRAFT SIMULATOR

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FM ResponsesEFIS Display DataMCDU protocol (*)

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FM Requests3FMS/EFIS Addition DataDCDU Data (*)Taxi Data

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ADS-B messages Í 3

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3FMS GENERAL DESIGN

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Station Station keeping operationkeeping operation

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A/C 2 Route

A/C 1 Route

SlaveA/C 2

MasterA/C 1

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Conflict resolutionConflict resolutiondefinitiondefinition

• time range for conflict resolution = 10 mn

• FFAS = cruise phase

• only one A/C is maneuvering with respect of priority rules

• lateral resolution based on heading change

• vertical resolution based on altitude change and associatedspeed change

• choice of the most economical resolution (Vertical/Lateral)with respect of weather and terrain constraints


Traffic conflict definitionTraffic conflict definitionA/C1 / A/C 2

Distance

Time

SeparationStandard

CD

LOS

A/C 1

CPA1

CPA2

CD

A/C 2

CD = Closest DistanceCPA = Closest Point of ApporachLOS = Loss of SeparationGOS = Gain of Separation

CPA GOS

GOS

LOS

GOSLOS

Sep. V

A/C 1

A/C 2


Traffic conflict resolutionTraffic conflict resolution

A/C 1

RCPA1

CPA2

CD = Separation Standard

A/C 2SOM

PEOM

horizontal resolution vertical resolution

D2

D1

BD

TD

BD

TC

BC

TC

SOM


Terrain Terrain Conflict DetectionConflict Detection

■ Functional Concept:

● Terrain entering the search volume is identified as an obstacle.The list of the so found obstacles is provided to the conflictresolution functions.

● This pre-evaluation of the terrain along the route tremendouslyspeeds up the iterative process of conflict resolution becauseslightly modified routes only have to be checked against theseobstacles but not against the whole database anymore.


Terrain Terrain Conflict DetectionConflict Detection

Terrain violation

Search volume

Planed trajectory

Planned Trajectory over Terrain Grid


Taxi ManagementTaxi Management

■ Taxi Management design is based on the future SMGCS concept

■ "Surface Movement Guidance & Control" (SMGC) is the attempt

● to ensure safety of airport surface traffic under growing trafficdensity and all weather conditions

● to improve efficiency of airport operation in view of limitedresources

■ SMGC is accomplished by cooperation between

● a ground system (SMGCS), to be provided by the airportauthorities

● "Taxi Guidance Systems" onboard the aircraft and the airportvehicles (follow-me car, fuel trucks, catering vans, and so on)



■ For 3FMS the following constraints for the realisation of a taximanagement function exist:

● a ground system (SMGCS) is not available

● the traffic simulator will be capable to generate surroundingtraffic on ground

● the ATC simulator will provide a set of CPDLC messages relatedto ground movements

● the navigation display can be used for the taxi display

● airport databases are not yet commercially available, i.e. airportmaps have to be manually converted into a digital format



■ Airport map is shown on the Navigation Display, new symbols willbe generated if necessary:

● own aircraft is shown

● other traffic is shown

● cleared taxi route is shown

● runway incursion alerts are presented

● command bars for speed and nose-wheel steering are shown

● the presentation can be manipulated by use of control unitsaround the navigation display (range, ...)






Operational considerations (1)Operational considerationsOperational considerations (1) (1)

■ 3FMS = opportunity to check impacts of ASAS onairborne side :

● systems : HMI - FMS - data-link

● crew :

◆ procedures

◆ pilots acceptability in an operational setting

● => need, during EPOPEE trials, to be representative ofa future ASAS function


Operational considerationsOperational considerations (2) (2)

■ Future ASAS operations should be :

● safe

● acceptable for crews => e.g. comfortable and low workload demanding:

◆ in the absence of conflicts => minimize communications

◆ in case of conflicts

(to be considered ROUTINE operations in FFAS, i.e. SOP)

● efficient (time, fuel) for airline acceptability

● comfortable for passengers => e.g. minimize manoeuvres



Crew tasks in FFAS :

● Manages the entry in the FFAS zone (A/C <-> ATC)

● Manages the activation of the onboard ASAS functions

● Checks/modifies ASAS - related Navigation and Surveillance parameters:

◆ RNP / EPE

◆ Surveillance parameters (see further)

◆ ETA / RTA at FFAS exit point

◆ conflict resolution criteria (TBD)

● Monitors Active Flight Plan for ASAS :

◆ traffic safe

◆ terrain + SUA safe

◆ weather safe



■ Crew tasks in FFAS (cont’d)

● Manages route of preference for non-conflict related tasks :

◆ being informed of new route proposed by FMS

◆ checking suitability of flight plan : ex : winds, geography (politics, fees…), turbulences, ETA/RTA and fuel

◆ making a decision : accept, reject, modify

◆ executing the decision

● Manages conflicts with traffic, terrain, weather :

◆ detection

◆ resolution

◆ compliance with mission goal : ETA/RTA at FFAS exit point + extra fuel

● Manages the exit from FFAS zone

● Manages the deactivation of ASAS onboard functions



Ex : operational concept for basic conflict resolution with traffic

● The resolutions shall be considered routine, not "video game"

● Automatic conflict detection by at least one of the A/C

● Automatic exchanges between A/C to confirm / acknowledge the conflict

● Inform all the crews at the same time and present them the conflict parameters

● Automatic consensual agreement between A/C about :

◆ which A/C modifies its trajectory

◆ which trajectories are modified

● Presentation of the result of the consensus to all the crews

● The crews will validate that result before the manœuvre(s) is (are) initiated



Crew tasks in MAS :

● Manages the SK clearance (A/C <-> ATC)

● Manages the activation of SK functions :

◆ In slave A/C, confirm the selection of the master, acknowledge theclearance and engage appropriate Navigation modes

◆ In master A/C, be informed that it is being followed and acknowledge theclearance

● Checks/modifies SK - related Navigation and Surveillance parameters :

◆ RNP / EPE

◆ actual distance / target distance

◆ Surveillance parameters : minimum and maximum distances, ...



Crew tasks in MAS (cont’d) :

● Manages conflicts (distance out of tolerance) :

◆ detection : manual (needed for response time considerations) orautomatic

◆ resolution : manual before ACAS intervention

● Manages the end of the application



Proposed concept of MAS operations :

● "simply" acquire and maintain the target distance with respectto the slave

=> the ATC will target a "correct" speed

● lateral and vertical navigation as usual : this will simplify the3FMS functions and possibly make the operations safer :

=> all A/C are given the same lateral and vertical clearances

● alleviate crew workload in CLB/DES phases :

=> new automatic mode to acquire and maintain the distance


Safety analysisSafety analysis

■ Use of a new method (end to end analysis) to take into account ATCand traffic failures in addition to onboard failures

■ Analysis of 94 failure conditions

■ Practical recommendations :

● ASAS operations are feasible in the given hypotheses provided that :

◆ Crew is informed of detected loss of ASAS functions

◆ Traffic (resp. weather, Geographic) function is able to detect andsignal an abnormal behaviour of the surrounding aircraft (resp. of themeteorological evolution, and abnormal coding of the terrainobstacles)


ResultsResults display prototype display prototypeevaluationevaluation

■ HMI regarding traffic information, conflict detection andresolution

■ Two variants of vertical situation display

■ Two levels of automation:

● strategic (3FMS simulated)

● tactical (non-FMS solution)

■ Results of evaluation (participation of 7 Technical and testpilots (France, Italy and the Netherlands))


Display prototypesDisplay prototypes

VSD: along HDG, distance axis VSD: along RTE, time axis


Two levelsTwo levels of automation of automation

■ Strategic:

● Conflict appears

● Systems determines priority

● In case of no priority, pilotselects either hori or vertiresolution (FPLN mod)

● Pilot activates resolution

● Conflict solved

● Look ahead time: 10 min

■ Tactical

● Conflict appears

● Pilot initiates resolution byHDG or V/S

● Pilot monitors progress

● Conflict solved

● Pilot returns to FPLN

● Look ahead time: 5 min


Evaluation environmentEvaluation environment


Free flight is a good concept for en-route traffic control

0

1

2

3

4

5

disa gre e - - - + ++ agr ee

Pre eval

Post eval

ResultsResults:: general general opinion opinionabout free flightabout free flight

Free flight is expected to be a solution.

Preliminary results


ResultsResults: look: look ahead times ahead times

The conflict was pre sente d early enough (strate gic)

0

1

2

3

4

5

disa gre e -- - + ++ agr ee

VS D, t ime, RTE

VS D, dis t, H DG

n o VS D

The conflict w as pre sented early enough (tactical)

0

1

2

3

4

5

dis agre e -- - + ++ agree

VSD, d ist , HDG

no VSD

Look ahead time of 10 respectively 5 min is OK.

Preliminary results


ResultsResults:: passenger passengercomfortcomfort

Passenger comfort is not influenced.

The m anoeuvre did not influence passenger com f ort (s tr ategic)

0

1

2

3

4

5

dis agr ee -- - + ++ a gre e

VS D, time, R TE

VS D, dist , HDG

no VS D

The m anoeuvre did not inf lue nce passenger com fort (tactical)

0

1

2

3

4

5

dis agre e -- - + ++ agree

VSD, dist , HDG

no VSD

Preliminary results


ResultsResults: automation: automationsurprises (1)surprises (1)

Automation should provide a solution which is in line with pilots’own idea of solving a conflict.

I w as not s urprise d by the m anoe uvre calculated by the FMS (s trategic)

0

1

2

3

4

5

disa gre e -- - + ++ agr ee

VS D, t ime, RTE

VS D, dis t, H DG

n o VS D

I w as im m ediate ly clear about w hich act ion w as needed (tactical)

0

1

2

3

4

5

dis agre e -- - + ++ agre e

VSD, dist, HDG

no VSD

Preliminary results


ResultsResults: automation: automationsurprises (2)surprises (2)

Actions to solve a conflict are clear, priority determinationprocess should normally be hidden

The r equire d ste ps for s olving the conflict are clear and e asy

0

1

2

3

4

5

disagree -- - + ++ agree

Strategic

Tactical

I was never confused about who had prior ity (strategic only)

0

1

2

3

4

5


Preliminary results


ResultsResults:: traffic traffic in VSD in VSD

Traffic should not be presented in VSD, only the conflict and theresolution route

Traff ic s hould be displayed in V SD

0

1

2

3

4

5

disagree - - - + ++ agree

A lw ays

Only w hen

Corre lating the VSD w ith the HSD is e asy

0

1

2

3

4

5


Time. RTE

Distance, HDG

Preliminary results


ResultsResults: one: one resolution resolution or ormoremore

Present only one resolution. A second best should be available,but should normally not be required.

I want to have more than one resolution manoeuvre to choose from

0

1

2

3

4

5


Preliminary results


ResultsResults:: strategic vs strategic vstacticaltactical

Strategic operation is preferred.

(Strategic lowest workload, tactical best awareness)

Strategic operation is preferred over tactical operation

0

1

2

3

4

5


Preliminary results


Conclusions (1)Conclusions (1)

■ Free flight is promising in the eyes of pilots

■ Traffic should be presented with little detail

■ Traffic at a long range should not be presented at all

■ Vertical situation display not to monitor the traffic situationin general, but to use in case of a conflict.

■ FMS should present one resolution only, while secondbest resolutions should available upon pilot request


Conclusions (2)Conclusions (2)

■ FMS resolution should correspond with pilot mental picture

■ Priority determination process should be hidden

■ VSD should contain V/S scale for estimating verticalmanoeuvre

General conclusion: KIS (Keep It Simple)


NARSIMNARSIM overview overview

EPOPEE DIS

CPDLC

Meteo

ATCo

Traffic

ASAS

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