SESAR at ATC Global 2011 - Technical workshop on data mobile communications systems

EUROPEAN COMMISSION

Mobile data communication systems

Welcoming remarksPeter Hotham

Amsterdam – 9 March 2011

Agenda

11:30 Welcoming remarksPeter Hotham, Chief Technology Officer, SESAR Joint Undertaking

11:35 Programmatic viewPhilippe Renaud, WP 9 & 15 Programme Manager, SESAR Joint

Undertaking

11:50 Communication system approach Nikolaos Fistas, Senior COM Expert, Communications and Frequency

Coordination Unit, Eurocontrol

12:05 The communication service view: a zoom on airline operations

Ben Berends, Senior Manager ATM Strategy & Charges, KLM

Page 3

Agenda

Snapshot on some enablers

12:20 Mobile communication technology development status Nikolaos Fistas, Senior COM Expert, Communications and Frequency

Coordination Unit, Eurocontrol

12:30 Airport communication systemsAntonio Correas, SESAR 15.2.7 Project Member, INDRA

12:40 An airborne federator: Flexible airborne architectureStéphane Tamalet, SESAR 9.4.4 Project Manager, AIRBUS

12:50 ConclusionsPeter Hotham, Chief Technology Officer, SESAR Joint UndertakingPhilippe Renaud, WP 9 & 15 Programme Manager, SESAR Joint Undertaking

13:00 End of technical workshop

Page 4

Programmatic view

Philippe Renaud – SESAR JU

SESAR Key Principles

4D TRAJECTORY THE SYSTEM WIDE

INFORMATION MANAGEMENT

AUTOMATION

Page 6

Efficient Mobile Efficient Mobile communication communication

services are required services are required to enable the key to enable the key SESAR principlesSESAR principles

Enabling ATM

Page 7

ATM includes:• ATS/ATCATS/ATC• AOC (airline operationsAOC (airline operations))

Passenger communication services not within SESAR remit

Page 8

Provide necessary

segregation (safety,

security, spectrum

regulation)

Long term availability assurance (e.g.

business priority)

Safety and Performance requirements are met and can be certified

Necessary stability vs shorter commercial

lifecycles

Affordable and

transparent

charges

Supporting all airspace users

• Mainline aircraft

• Regional aircraft

• Business aircraft

• General Aviation

• Military aircraft • ATM services• OAT not in the SESAR remit

• Unmanned Aerial Vehicle• ATM services

• Intra UAS domain services (e.g. C&C, ATM relay, payload,

sense and avoid) not in SESAR remit

Page 9

Ground-Ground-BasedBased

Airport Airport dedicateddedicated

Satellite-BasedSatellite-Based15.2.4

Ground based

Page 10

15.2.4System aspects

15.2.6SatCom

9.44Software avionics

15.2.7/9.16Airport syst

9.19Airborne SWIM

9.19Airborne SWIM

Three underneath segments and enablersAssociated to SESAR contributing projects

15.1.6Spectrum

15.1.6Spectrum

Resulting systems/services to be implementable/used worldwide

Page 11

• ICAO framework• EUROCAE/RTCA• ICAO framework• EUROCAE/RTCA

Next to come

• The system of systems communicationapproach serving ATC/ATS and AOC

• A zoom on the airline needs and perspective

• Main technologies under development to provide the appropriate performances and capacity where required• LDACS• Satcom• AeroMACS

• The airborne federator

Page 12

Communication system approach

Nikolaos Fistas – Eurocontrol

The European Organisation for the Safety of Air Navigation

Future Aeronautical Mobile Communication Systems -FCI (Future COM Infrastructure): The Communication System Approach

V1.0

ATC Global 2011Data Communications Workshop

9th March, 2011

Nikos FistasSWP15.2 Manager

15

Agenda

1) Assumptions

2) FCI Communications Operational Concept: Multilink

3) Requirements Baseline

4) General FCI Activities: P15.2.4

16

SESAR ATM concept introduces new ATM services that are demanding in data exchanges (latency, capacity, availability, …)

• 4D Trajectories Management, CDM

• Meteo info, SWIM, …

Data will be the primary mode of future operations (voice for emergency)

Previous analyses demonstrated: no single technology meets all requirements across all operational flight domains

Future system (FCI) will be a system of systems integrating existing communication sub networks (VDL) as well as new communications sub networks

The basis ...

17

Legacy Systems

… for a multilink approach

Airport surface: C band

General terrestrial: L Band

Satellite: Oceanic + Continental

FCIMultilinkConcept

18

Requirements Baseline

• FCI is an enabler of the future SESAR Concept

• Operational Requirements to be driven by Operational WPs

• Two way process

Application Development

Technology Development

19

Requirements Baseline

Future input from

Operational WPs

(WP4, WP5, WP6 and WP8)

20

Project P 15.2.4:

Future Mobile Data Link System Definition

System of systems (FCI) activities

21

Project in brief

Partners:Alenia, Airbus, DFS, DSNA, EUROCONTROL, Frequentis, Honeywell, INDRA, NORACON, and Thales

Scope:

General system aspects of the future data link systems

L band system definition (LDACS)

Schedule:• 2011 to 2016

Current Status:• Detailed planning of future activities

22

P15.2.4 – System of Systems FCI activities (1/4)

3 key areas of work

• WA1: Operational Requirements development/Identification

• WA2: Technical FCI Aspects

• WA3: Validation/verification activities

23


WA1: Operational Requirements development/Identification

• Multilink Concept

• QoS capability definition

• Security Requirements Definition

• Identification of potential requirements to enable consideration of military a/c and UAS as normal ATM users

24


WA2: Technical FCI Aspects

• Architecture Specification

• System, ground and airborne side

• Functional Specification

• Network (IPS) aspects specification

25


WA3: Validation/verification activities

• Verification of technical aspects

26

Current Progress (work is ongoing)

• Initial Multilink Operational Concept• Investigations on QoS management and network

layer aspects• Initial Operational security requirements• Investigations on supporting civil military

interoperability

27

Legacy Systems

… for a multilink approach




FCIMultilinkConcept

28

Airborne Integration

needs to be addressed and facilitated

The communication service view: a zoom on airline operations

Ben Berends – KLM

AOC Datalink Dimensioning

SESAR JU

Ben Berends

ForBjörn Syrén, SASMike Wood, ELFAASerge Lebourg, EBAAPeter Huisman, KLM

Airspace User Group

ATC GLOBALAMSTERDAMMarch 8th 2011

8-March-2011AOC Datalink Dimensioning SESAR JU

31AOC Datalink Dimensioning SESAR JU

31

This presentation

• Method of approach• Task Description• AOC Services per COCR v2• New Services identified• Development of AOC Services towards 2020/2025• AOC services that can be classified as ATS• Migration AOC to new DataLinks• Conclusions AOC DataLink dimensioning• Airspace User Group Conclusions• Airspace User Group Recommendations• Additional Work to be carried out



32

Method of approach

• Representatives from the different Airspace Users, independently of each other, were given the task to provide insight in the AOC usage of the new datalink system in the 2020 timeframe.

• Airspace User Representatives:Peter Huisman Sr. Architect Aircraft Data Systems Mainline

Airline KLM

Bjorn Syren Datalink Development, EFB Regional Airline Co-ordinator, Airline Operations SAS

Mike Wood Director Airspace ELFAA Low Fare Airlines

Serge Lebourg EBAA consortium representative, Business Aviation Dassault Aviation Expert



33

The Task Performed

• Refine the requirements for AOC Datalink applications currently described in the Communication Operational Concepts and Requirements doc (COCR v2).

– Reviewed and updated the AOC requirements, related to the assigned airspace user segment (as currently identified in COCR v2).

– Identified the technical parameters for the AOC applications.

– Reviewed the security aspects.

– Performed a mapping of AOC services relative to geographical area.


34

FUNCTION

PROTOCOLPROTOCOL

LINK

PROTOCOLPROTOCOL

FUNCTION

FUNCTIONALITY

AIR

GROUND

Function SubnetworkProtocol

REQUIREMENTS

Air <> Ground Communication


35

FUNCTION

PROTOCOLPROTOCOL

LINK

PROTOCOLPROTOCOL

FUNCTION

FUNCTIONALITY

AIR

GROUND

Function SubnetworkProtocol

REQUIREMENTSVHF

SATCOM

NXTCOM

InitialAirspace UseFocus area

AOC

Air <> Ground Communication



36

AOC Services per COCR v2

• All AOC Data Services described in COCR v2 were verified and where necessary updated according to the Airspace User Group Representatives input.

– AOC Service descriptions were made more detailed/specific whenever required.

– AOC Services Technical parameters were added according to Airpace User Group input.

– AOC Services were mapped to geographical usage.– AOC Service were reviewed for security aspects.

– Analysis Result:• COCR mentioned AOC Service Instances per Aircraft seems correct

estimated.• COCR mentioned AOC Message Quantities and Size per Instance

seems low estimated.

• A total of 67 new AOC Data Services were identified.– Description of services based on today’s standards.– In 2020 services will be combined into fewer services:

Candidate services are listed in the report.



37

New Services identified

• EFB (Electronic Flight Bag) related *:

– Aircraft Briefing Cards – Airworthiness Statement– Crew Briefings– Company NOTAMs– De-icing request– Delay reporting– e-Charts (update)– e-Graphical Weather– e-Signature– e-Reporting– Electronic Flight Folder– Electronic Airway bill– Flight Deck Duty Time registration– Flight Deck Recency registration– Flight Journal Documentation– Fuel Tickets– Notice to Captain– Landing Performance calculation– Onboard Video– Passenger Information List/Manifest– Pre-Flight Inspection sign-off– ……

• FOQA/FDR/ACMS related:– Aircraft Telemetry Service– Emergency Data Transfer– FOQA Data Transfer

• Standard AOC Services:– Climb wind Uplink– Descent Wind uplink– ETOPS monitoring– FMC Progress reporting– ETA / ETA Management– Turbulence reporting– ……

• Services with direct impact on operation:

– Passenger Medical Examination– Hijack Report

* Or similar platform implementation

05-Oct-2010AOC Datalink Dimensioning SESAR JU

38

- Voice- OOOI- Textual Weather Reports- Position Report- Engine Performance Reports.- Graphical Weather Information- Real Time Met Office Reports- ACMS- Airline Aircraft Sequencing- Airport Delay Information- Central Maintenance Computing System- Climb Wind Uplinks- Diversion Message- FMC Progress Reports-Flight plan destination renegotiation- Onboard video- Pax medial examine- SIGMET update- Broadcast Weather Information

- Voice- Free Text- Maintenance Problem Resolution-Graphical Weather Info-Real Time Met Office Reports-Air to Air Free text-ACMS- Central Maintenance Computing System- Credit Card Authorization- Emergency Data Transfer- Hi Jack Report- In Flight preparation of next flight- Flight plan destination renegotiation- Onboard Video- Optimization of Flight Plan- Pax medial examine- Passenger e-Mail/text msg- Broadcast Weather Information

- Flight Journal Documentation- Flow Control (CTOT)- FOQA Data Transfer- Fuel Tickets- Handling Process Monitoring- Load documentation acceptance- Notice to Captain- Onboard Video- On ground 4D trajectory Negotiation- Passenger Information List / Manifest- Pre-Flight Inspection Signoff- SIGMET update- Software Loading (Part 25)- Software Configuration management- Takeoff Performance calculation- Marketing announcements- Passenger e-Mail/text msg- Broadcast Weather Information

SurfaceTMA En-route Oceanic On Event- Voice- AOC DataLink Logon- OOOI- NOTAM- Free Text- Textual Weather Reports- Maintenance Problem Resolution- Flight Plan Data- Load Sheet Request / Transfer- Flight Log Transfer- Graphical Weather Info- Technical logbook update- Cabin Logbook transfer- Update Electronic Library- Software Loading- AOC Link Test- Aircraft Briefing Cards- ACMS- Aircraft Door Movements- Aircraft Technical Log Rectification- Airworthiness Statement- Airport Delay info- Autoland Registration- Baggage Loading- Catering Inventory- Central Maintenance Computing System- Climb Wind Uplink- Company NOTAMs- Crew Briefings/Bulletins.- Crew List- Crew Rotation / Planning / Scheduling- Delay Reports- De-icing Requests- Electronic Airway Bill- ETS Report- e-Charts Update- Electronic Flight Folder- ETOPS Monitoring - e-Reporting-Flight Crew Recency-Flight Deck Duty Time

COCR V2 describedAOC services

- Voice- NOTAM- Free Text- Textual Weather Reports- Position Report- Fuel Status- Gate and Connecting Gate- Engine Performance Reports.- Maintenance Problem Resolution- Real Time Maintenance Info- Graphical Weather Info- Real Time Met Office Reports- Technical logbook update- Cabin Logbook transfer- Air to Air Free text- ACMS- Aircraft Rotation / Flight Progress- Airport Delay info- Central Maintenance Computing System- Credit Card Authorization- Delay Reports- Descent Wind Forecast- Diversion Message- Emergency Data Transfer- ETA- Enroute Wind Uplink- FMC AOC Reports - FMC Progress Reports- Hi Jack report- In Flight preparation of next flight- Flight plan destination renegotiation- Landing Performance Calculation- Onboard Video- Optimization of Flight Plan- Pax medial examine- SIGMET update- Transfer Passenger Information- Passenger e-Mail/text msg- Broadcast Weather Information

- Voice- Free Text- Textual Weather Reports- Position Report- Flight Status- Engine Performance Reports.- Real Time Maintenance Info- Graphical Weather Info- Real Time Met Office Reports- AOC Link Test- ACMS- Aircraft Health Management- Aircraft Technical Logbook- Aircraft Telemetry Service- Central Maintenance Computing System- Company NOTAM’s- Credit Card Authorization- Delay Reports- Diversion Message- Electronic Flight Folder- Emergency Data Transfer- Emergency Report- ETA- Enroute Wind Uplink- e-Charts Update- e-Reporting- FMC AOC Reports- FOQA Data transfer- Hijack report- In Flight preparation of next flight- Onboard Video- Optimization of Flight Plan- Turbulence Reporting- Pax medial examine- Passenger e-Mail/text msg- Broadcast Weather Information

AOC per Flight Phase



39

Development of AOC Services fromNOW towards 2020/2025

• AOC services and data-usage will increase tremendously towards 2020/2025 time frame:

– Current CPDLC mandate will result in Data Link installation on aircraft-types previously not equipped (like Low Fare airlines, Business Jets etc.).D/L, once installed, will be used by Operators for AOC.

– Infrastructure on new aircraft types “requires” AOC datalink to operate (EFB’s / Aircraft ICT are standard on new types like A350, A380, 787, 747-8 and some applications require AOC).

– New (IP=based) communication channels removes the limitations of the ACARS network.

• Use of common ICT message layout (from character-based to XML/Files)

• Enables File Transfers.• Enable larger messages (> 3000 characters) • Direct usage of message / files by end-user systems.

http://www.eurocontrol.int/ses/public/standard_page/sk_dls.html



40

AOC Services that can be classifiedas ATS (1/2)

• A number of AOC services have a direct flight-operational effect and should be considered as ATS (Air Traffic Services):

– Data required for flight planning, route selection etc. – Benefit a larger group or airspace users.– All users have same (type) of data.

• Examples:

• In 2020, some services will be combined intoa single generic (ATS) service:

– Flight Information Service (FIS):• NOTAM, Weather Information, SIGMETs

'- Position Reporting - NOTAM's- Weather - De-Icing- Airport Delay Information - Hijack Report- Flow Control (Slot Times, CTOT)


41

AOC Services that can be classifiedas ATS (2/2)

• Investigate if these services should be provided by ATS.

» Result in information exchange increase for ATS Result in information exchange increase for ATS category!category!

» Would reduce the risk (in-efficiency) of exchanging Would reduce the risk (in-efficiency) of exchanging the same information several timesthe same information several times

» This needs to be addressed considering the SWIM This needs to be addressed considering the SWIM framework (proper information to be available to framework (proper information to be available to the proper, process involved, clients)the proper, process involved, clients)



42

Migration AOC to new DataLinks

• Airspace Users will migrate AOC to the new DataLinks, after considering:– The Costs for Installation:

• Integration of new DataLink into Avionics to reduce costs.– The Cost of Operation:

• Cost price (operating costs, communication costs) is low enough (compared to other DataLinks).

– Geographical coverage (coverage worldwide (not Europe only), on ground and in the air).

• In relation to AU route network.• Service Level and SL-Agreement

• Other “drivers” to migrate:– Fleet renewals (becoming standard equipment, aircraft

basic fit)– Mandatory equipage



43

Conclusions AOC datalink dimensioning

• AOC applications do not have more stringent requirements than ATS applications. – As a consequence, datalink service dimension to support

ATS QoS should be able to support the requirements which are necessary to support AOC services.

• AOC data-traffic volumes, as determined by this study and compared to COCR V2 assumptions, result in an significant increase of AOC required capacity (demand).

• Certain AOC applications should be classified as ATS, with possible impact on ATS capacity requirement.– Relative to their criticality and QoS.



44

Airspace User Group Conclusions

• End goal for the Airspace User is a “connected” aircraft – Aircraft become’s just another user (node) in an (airline) network.– Connected anywhere, anyplace, anytime, anybody (cockpit, cabin,

passengers).

• Cost price (Operating costs, Communication costs) is the major factor.– New links have to compete to COTS services (WIFI/WIMAX, 3G, 4G and new

developments)– Aircraft installations are high costs (reduce number of boxes, antenna’s and

wires).– Lower communication costs results in increase bandwidth usage, v.v.– Global, cheap (“near”-free) broadband communication will eventually become

standard.• If not via these new links, it will be via another.

• It is the Airspace User feeling that in general, total bandwidth requirements for a single aircraft in 2020 will be a significantly higher than today (ATS and AOC combined):

– From legacy character-based to ICT standard’s XML, Web.– From messages to “messages and files”– Standardization of equipage with EFB/Aircraft ICT infrastructure.– 70% - 80% of the increase will be “On Ground”, but percentage is driven by

Cost-Δ between Surface datalink and airborne datalink.



45

Airspace User Group Recommendations

• Airspace User Group recommends to use the AOC Data Service description and characteristics from this Report as a baseline to refine the COCR.

• Infrastructural:– New Data Links should be “the” worldwide adopted standard.

• Global Harmonization & Standardization.

• Communication:– Remove segregation between ATC, AOC, AAC and APC traffic over

communication channel(s).• Segregation being performed by the aircraft “router”.• Consider datalink strictly as “pipeline” to the aircraft, independent of content.• This results in the cheapest implementation for the entire aircraft industry (one

system serves all).

• A number of AOC Services (e.g. Emergency Services) identified in the AU-Report require large amount of bytes to be transmitted in short period of time. The design of the DataLinks should be capable to handle this type of messages.



46

Additional work to be carried out

• Identify Services that can be Broadcast.– Weather information (US FIS implementation)

• Investigate ATS to provide certain AOC Services:– Weather– De-Icing– ……

(and impact on ATS Capacity Requirements)

Considering the SWIM framework

• Consider category for applications that are not “AOC”– Passenger Medical Examination– Credit Card authorization v.s. PCI compliancy

• Complete LFA input.

END

Mobile communication technology development status- LDACS- SatCom

Nikolaos Fistas – Eurocontrol

The European Organisation for the Safety of Air Navigation

SESAR Future COM Infrastructure (FCI) ActivitiesAn update to the LDACS and SATCOM activities

V1.0

ATC Global 2011Data Communications Workshop

9th March, 2011

Nikos FistasSWP15.2 Manager

51

Legacy Systems

Legacy systems and New Data Links




FCIMultilinkConcept

FCI and SJU projects - AGENDA

15.2.4

15.2.6

15.2.7/9.16

53

Project P 15.2.4:

Future Mobile Data Link System Definition

LDACS

54

Project in brief

Partners:Alenia, Airbus, DFS, DSNA, EUROCONTROL, Frequentis, Honeywell, INDRA, NORACON, and Thales

Scope: General system aspects of future data link systems

L band system definition (LDACS)

Schedule:• 2010 to 2016

Current Status:• Work on initial tasks• Planning of future project activities

55

P15.2.4 – LDACS Activities

3 key areas of work• Support to selection of LDACS – Leading to a proposal

• LDACS1/2 mockup(s) development• Investigations/Simulations/Testing (focus on spectral

compatibility)• Analysis and proposal consolidation

• Development of LDACS – Following the approval of the proposal)• Development of required standards

• Verification/Validation Activities• Prototype development• Investigations/Testing/Simulation

56

Current Progress (work is ongoing)

• Interference mitigation techniques for LDACS

• LDCAS1 specifications

• LDACS testing plan

Schedule - Draft

ID Task Name

1 LDACS Activities

2 Support to selection / Proposal

3 Decision (ICAO)

4 Development of LDACS

5 Validation Activities

01-02

H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H12010 2011 2012 2013 2014 2015 2016 2017

58

Project P15.2.6:

Satellite Communication System

59

Partners:

Airbus, AENA, ALENIA, EUROCONTROL, FREQUENTIS, INDRA, NORACON and THALES

Scope:• Identification/development of requirements (input to Iris)• Complementary (to Iris) V&V activities• Undertake the required standardization activities

Future Satellite System Developments

ESAIRIS

SESARP15.2.6

Project in brief

60

Current Status

ESA/Iris – Technology Investigations• New SATCOM system (ANTARES)• Evolution of INMARSAT SBB (THAUMAS)

P15.2.6• Contributions to requirements definition• Standardisation: NEXUS group work initiated

• 1st task: Update of AMS(R)S SARPs (technology independent)

61

2009 20202011

DESIGN CANDIDATE

SYSTEM

CHECKPOINT:- Choose Subset- Select Operator

DEVELOP SYSTEM & DEPLOY SUBSET

mid-2014

SYSTEM VERIFICATION

Subset Payload

ca. 2018

Redundant Payload

CERTIFICATION & FULL DEPLOYMENT

mid-2015

SYSTEM VALIDATION

ESA ASSETS TRANSFER

Iris Phase 2: DEVELOPMENT

Iris Phase 3: TECHNICAL SUPPORT

ESA Iris Programme: Calendar

SESAR DEVELOPMENT AND DEPLOYMENT PHASES

Airport communication systems

Antonio Correas – INDRA

AeroMACSNew airport surface datalink

SESAR 15.2.7 & P 9.16

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

64

AGENDA

1. Future Communications Infrastructure (FCI)

2. Stakeholders

3. Schedule

4. Needs and Benefits

5. Technical Features

6. AeroMACS components

7. Verification & Validation

8. Standardisation

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

65

1. Future Communications Infrastructure (FCI)

LDACSLDACS

ATN / PENS

SatcomSatcom

AeroMACSAeronautical Mobile Airport Communications System

AeroMACSAeronautical Mobile Airport Communications System

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

2. AeroMACS stakeholders

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

9

SJU Go decission

Profile specification

Profile (final)

Prototyping

Integration & Testing

draft nov’10

t0: mar’10

Simulations

‘09 ‘11‘10 ‘13‘12 ‘14 KoM

PIR assessment

Final may’11

Profile (draft)

3.AeroMACS Schedule

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

68

Large airports radio-comms to bottleneck shortly. Estimates with current growth rates A new high-performance/high-capacity airport data link sought

AOC: main driving force. Pre-flight and post-flights operations increasingly rely on data

communications

ATC: need to switch from voice to data linkGain time and precision in routine ordersSupport automationReduce tower controllers loadFree crowded VHF channelSafety: dual procedures

4.Needs and Benefits ( 1 / 2 )

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

4.Needs and Benefits ( 2 / 2 )

Global standardGreater

bandwidth

Supports safety critical

communication

Service differentiation

Enabler for future services

Scalability for future growth

Simple deployment & maintenance

Lower infrastructure

costs

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

70

WiMAX-based: IEEE 802.16-2009 standard (mobile)Fixed WiMAX -> Mobile WiMAX -> AeroMACS

Cost-effective implementation Allows flexible radio resource utilization

High performance Peak throughput 8 Mbps / user Maximum coverage 7 Km per cell Subscriber mobility without service interruption

Quality of Service: allow Service Providers to Cope with high data volume vs low latency Prioritize services; define user profiles

Aircrafts and surface vehicles up to 50 knots

5.Technical Features

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

71

ASN: Access Service Network

CSN: Core Service Network

NSP: Network Service Provider

6.AeroMACS Components

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

73

Achievements WG-82 and SC-223: coordination to

ensure interoperability. SESAR support. Joint (Europe/US) AeroMACS profile for aviation,

draft.

Planned ICAO (ACP/ WGS) to develop

complementary aviation standards. WIMAX Forum plans to endorse AeroMACS profile

and support certification/qualification of equipment.

8.Standardisation

Aer

oM

AC

S (

Aer

on

auti

cal

Mo

bil

e A

irp

ort

Co

mm

un

icat

ion

s S

ervi

ce)

74

Alberto Martínez Albacete (P15.02.07 Project Manager)

Antonio Correas Usón (Indra Technical Director)

Carretera de Loeches, 928850 – MADRID (Spain)www.indracompany.com

An airborne federator: Flexible airborne architecture

Stéphane Tamalet - Airbus

An airborne federator: Flexible airborne architectures SESAR Project 9.44: Flexible Communication Avionics

March 2011An airborne federator: Flexible airborne architectures

Presented byStéphane TAMALET - 9.44 & 9.16 Projects Manager

ATC Global 2011 - Data Communications Workshop - 9th March, 2011

© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.

• Increasing number of electronic controlled systems

• New functionality for performance

• Flight management systems

• Fuel management systems

• New functionality for improved safety

• Flight envelope protection

• Ground proximity warning

• Traffic collision avoidance

• New functionality for improved maintenance

• Aircraft condition monitoring

• New functionality for improved passenger comfort

• Cabin environment control


Two competing facts

1970 1975 1980 1985

Con

cord

e

A30

0B

A31

0

Fut

ure

A/C

A/C Functions/capabilit

ies

A/C Avionics equipment overheads (weight, cost, space, …) shall decrease

A/C Avionics equipment overheads (weight, cost, space, …) shall decrease

A/C Functions will keep increasing (number, complexity, performance, …)

1990 1995 2000 2005

A32

0

A33

0

2010A

380

A35

0

A34

0-60

0


Traditional Avionics Systems on Mainline A/C


04/07/23 Page 78

Digital and single wire controlInformation to other computers

• In mainline aircraft, traditional avionics is made of:

• hundreds of electronics “black boxes” of different types and sizes, each dedicated to one (exceptionally several) functions• kilometres of cables to connect all equipment together

• Each equipment has its specific maintenance requirements and rules, and requires spares at various locations all over the world• Each function requires a complete -or dramatic- re-design of HW and SW for each technology upgrade• A new function means a new equipment = Weight / Volume / Electrical Power / Cooling/ Costs / Documentation / More

sources of unreliability /obsolescence risk/Spares to be stored / Tooling / Upgrade costs ...


Current solutions to decrease avionics eqpt overhead• Traditional solutions:

• Electronics evolutions: components miniaturizations, Moore’s Law (2xMIPS every 18Month)

• Hardware integration: 2 or more equipment integrated in a single equipment (e.g. integration of Weather Radar + TCAS + TAWS + Transponder in AESU on A380)

• Flexible solutions, relying on the following principles

• Modularity = Use of standard non system specific (generic) “computers”

• Software Integration = Multiple systems applications executed on the same computer

• Shared airborne network = high speed multiplexed airborne network

• Example: The Integrated Modular Avionics (IMA) concept, introduced on A380, pushed further on A350


AFDX switch

AFDX E/S

LRU

AFDX End System

AppliBpartition 1

AppliCpartition 2

AppliDpartition 3

CPIOM

signal acquisition/

transmissionAFDX E/S

IOM

IMA AFDX Network components

IMA Modules +



IMA integration perimeter – on A380

UtilityFuel Measurement & ManagementBraking, Steering, Extension/Retraction, Others (Tyre pressure, etc.)

CabinBleed, Overheat Detection, Supplemental CoolingCabin Pressure & Ventilation Control,Air Conditioning

CockpitFlight Warning,FCU Back-Up,Weight & Balance Back-Up ComputationFlight Control Data ConcentratorAir Traffic CommunicationDatalink Routeur

EnergyElectrical Load Management,Circuit Breaker Monitoring, ATA 24 BITE

Core OS/Services – AFDX E/S

AppliApartition 1

AppliCpartition 2

AppliDpartition 3

CPIOM

All modules are ARINC600, 3 MCU box, around 4.2 kg, with 50 000 hours MTBF objectives

host 21 avionics functions

developed by 10

supplier



IMA AFDX on A380

Engines

Cabin

Fuel&LG

Energy

Cockpit

FlightControl

AESU1

EEC1

EEC2

FCSC1COM MON

FCSC2FCGC2

FCGC3SFCC2

COM MONCOM MONSFCC1

FCGC1

ADIRU1

ADIRU3

ADIRU2

FM3

FM2FM1

FW2FCDC2

FW1FCDC1

AESU2

ACR2 opt

SCI

L1 L2 R2 R1

C2 R3

C1

SW13

IOM

ELMCBMSB24

ELMCBMSB24

FuelCOM MON

FuelLG,TP&BSCOM MON

CIDS

CPIOM-B-1&2

CIDS

CPIOM-A-3&4CPIOM-B-3&4

IRDC

COM MONLG,TP&BS

COM MON

COM MON COM MON COM MON

IOM

ACR1

SCI

CPIOM-A-1&2

PESC

SPDB

IPCU

SPDB

VSCPWCU

IRDC

DSMC1&2 DSMC3

ext lightsctrl

IPCU

ECB

HSMAIC?

HSMAIC?

COM MON FCSC3 TBCCOM MON

L3

IOMIOM CDAM

ATC1 ATC2

A

AB

B

EEC3

EEC4AB

BA

S_2_1

S_3_1

S_4_1

S_1_1

S_3_2

S_4_2

S_1_2

S_2_2

S_1_3

AFDX Network:• 100 Mbits • Up 80 AFDX subscriber• Redundant Network (A&B) with independent alimentation

• AFDX switches = 2 x 8• 20-24 ports (connections) possible on each switch• very high MTBF (100 000 hours expected)



One remaining challenge: Integrating the current avionics radio communication systems• VDR system (basic on all Airbus A/C):

• 3 interchangeable LRUs (3x3 MCU) + 3 Antennas

• HFDR System (basic on long range A/C, option on short range):• 2 interchangeable LRUs (2x6 MCU) + 2 Couplers + 1

Antenna

• SATCOM System (basic on long range A/C, option on short range):

• 3 LRUs in the avionics bay (6+4+8 MCU) + Antenna sub-system

• Other Comm systems: Wifi / GSM / Other Satcom / Routers(ACARS/ATN/IP)

TOTAL > 45 MCUs & 80 Kg + Antennas Subsystems And Future Communication Systems (LDACS, Aeromacs, IRIS) will soon have to be welcomed.

VHF 3

MCU

VHF 3

MCU

VHF 3

MCU

CLPR CLPR

HF 6

MCU

HF 6

MCU

BSU – D/LNA

SATCOM HPA 8

MCU

SAT SDU 6

MCU

HSDU 4

MCU


A promising solution: the Software Defined Radios

SDR could perform radio function under software

control

FlexibleWide-Band

Tuners

Digital SignalProcessing

Radio software

Today: Radio Standard = Box

0.5 MHz -5.9 GHz

VDR

HFDR

Satellite Data Unit

Routers

Soon: Additional radios will be needed

LDACS

Aeromacs

IRIS


An airborne federator: Flexible airborne

architectures

What is a Software Defined Radio (SDR)?

• radio communication system which uses software for the modulation and demodulation of radio signals

• performs significant amounts of signal processing in a general purpose computer, or in a reconfigurable piece of digital electronics

• goal is to produce a radio that can receive and transmit a new form of radio protocol just by running new software

Software or Programmable Logic RF Hardware

March 2011


WP9: Aircraft

Project 9.1: Initial 4D

Project 9.16: New Communication Technology at Airport

Project 9.19: Swim Air-Ground Capability

Project 9.20: Military data link accommodation

Project 9.21: ADS-B - 1090 Higher Performance Study

Project 9.22: Mid & Full ADS-B Capability

Project 9.24: ADS-B In/Out for military aircraft

Project 9.44: Flexible Communication Avionics Project 9.49: Avionics Architecture and Interoperability

Roadmap

Communication Projects in SESAR



1.Investigate the technical and business feasibility, on different A/C platforms (Mainline, Regional, and to some extent Military), and solutions for new on-board flexible radio architectures and equipment (such as, but not limited to, Software Defined Radio) which could support several or the totality of the future and legacy communication elements

2.The second objective, in phase 2 of the project, is to develop prototypes of candidate solutions and to validate the appropriateness of this new technology as constituent of future certified avionics systems.

Partners: AIRBUS, Alenia, Honeywell, SelexActivity started in May 2010

Project P9.44: Objectives



• In PHASE 1:• High level requirements and Architecture definitions for flexible

Communication Avionics

• Technical and cost feasibility studies on solutions for flexible Communication Avionics

• Definition of prototypes proposed to be developed in Project 9.44 Phase 2, and of the associated work programme and cost.

• In PHASE 2• Specification and development of flexible Communication

Avionics prototypes.

• Specification of the test plan, objectives, procedures and means, and development of the test beds and tools.

• Tests in laboratory environment

Project P9.44 scope



Project P9.44 Planning (for Phase 1)

•Note: Phase 2 activities/schedule will be established during Phase 1



© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations S.A.S. will be pleased to explain the basis thereof.AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

THANK YOU FOR YOUR ATTENTION

[email protected]

Conclusions

Peter Hotham & Philippe Renaud – SESAR JU

Thank you for your attention!

Visit us at the SESAR JU booth inhall 9 and meet the SESAR experts!

Date post:	13-Sep-2014
Category:	Technology
View:	9 times
Download:	1 times