the future of ats communications
DESCRIPTION
Presentation at Inmarsat Aeronautical conference, in Munich, June 2011 Presenter: Paul Ravenhill of Helios [email protected] _______________________________________________________________________ Follow Helios via Linkedin, www.twitter.com/askhelios and www.facebook.com/askheliosTRANSCRIPT
www.askhelios.com
Space
Telecoms
Air Traffic Management
Airports
Rail
Maritime
Future of ATS Communications
Paul RavenhillTechnical DirectorHelios
Aeronautical Conference 20111
ATS data link is currently used on the oceans and to a limited extent in core-Europe….
• Although data link has long been heralded as a key enabler for new operational concepts within ATM its use is largely confined to oceanic/remote services:• INMARSAT’s aero safety service has supported these services
(based on FANS) for over 20 years
• Europe is starting to use initial set of data link applications (CPDLC) within continental airspace
• No other region uses or plans to use data link for continental ATS in the short or medium term
Aeronautical Conference 20112
Europe has a fragmented ATM system supporting high levels of traffic and complexity that require new solutions...
http://vimeo.com/8690340
Aeronautical Conference 20113
This presentation uses three steps to describe the evolution of ATS services in Europe…
• Step 1: Initial Data link Services• Step 2: Time Based Metering• Step 3: Full Trajectory Based Operations
Aeronautical Conference 20114
The first step is the initial data link services introduced by Link2000+ and the EC DLS mandate…
• Implementing En-route CPDLC over ATN/VDL2 • Baseline ICAO standards• Forward compatible with new services/technology
ACL – ATC Clearances
ACM – ATC Microphone Check
ACM – ATC CommunicationsManagement
Operational
20152013
Aeronautical Conference 20115
Step 3 supports SESARs goal of introducing trajectory based operations…
• Performance driven• Service orientated• Trajectory based• Integrates ASAS for sequencing• Founded on SWIM
Continuous Descent
Approach
CTAAUTHORIZED
RBT
EXECUTEDRBT
Current Position
AGREEDRBT
“The unique 4D descriptionof the trajectory”
Aeronautical Conference 20116
Using a single consolidated architecture…
Aeronautical Conference 20117
Departure
Take -off
A trajectory is negotiated pre-flight, the ATM role is to enable the agreed trajectory…
Data link used to:• Ensure air and ground systems
have a common agreement on the trajectory
• Common information on the environment (e.g. MET, AIS, NOTAMS)
Aeronautical Conference 20118
In the en-route phase, aircraft fly direct routes to a precise 4d entry point to terminal airspace…
Data link is used to:• Negotiate changes to the
trajectory• Uplink and Downlink of
environmental data• Agree approach procedure
Aeronautical Conference 20119
En-route
Landing
Approach
In the approach and landing phase, aircraft follow predefined paths with ASAS used to maintain separation…
Data link is used to:• Select the path• Initiate ASAS procedures
Voice communications will still be used to ‘vector’ aircraft in emergency situations
Aeronautical Conference 201110
Step 2 is the bridge that will maximise benefits of a trajectory based approach using current technology…
Initial DatalinkServices
Types of service:• DLIC• ACM• ACL• AMC
When: Now
Full Trajectory Based Operations
Types of service:• Full 4D trajectory• Delegated separation services• Extended FIS (D-ORIS)• Advisory Services
When: 2025+
Time Based Metering
Types of service:• Initial 4D trajectory• FIS (D-ATIS,D-OTIS)• Advisory Services
When: 2015 to 2025Step 1 Step 2 Step 3
Aeronautical Conference 201111
The ICAO RCP Manual provides capability levels for specific operational environments for Steps 1 and 2…
RCP Type Transaction Time
Continuity Integrity Availability
RCP10 10 0.999 10-5 0.99998
RCP60 60 0.999 10-5 0.9999
RCP120 120 0.999 10-5 0.9999
RCP240 240 0.999 10-5 0.999
RCP400 400 0.999 10-5 0.999
VoiceService
OceanicSatcom
9
Aeronautical Conference 201112
Future ATS datalink applications in Step 3 will require tighter Quality of service…
RCP Type Transaction Time
Continuity Integrity Availability
RCP10 10 0.9995 10-7 0.99999
RCP*30 30 0.9995 10-7 0.99999
RCP60 60 0.999 10-5 0.9999
RCP120 120 0.999 10-5 0.9999
RCP240 240 0.999 10-5 0.999
RCP400 400 0.999 10-5 0.999
Additional RCP for
enhanced services
Tighter RCP10
required?
Aeronautical Conference 201113
A multi-link environment will be required to achieve the required level of performance…
VHF Voice(retained as
back-up)
LDACS
(L-band
Terrestria
l)Evolved
Satcom
AeroMax(Airport
WiFi)
Provides low latency
requirements in TMA/En-route
Supports high bandwidth
services at gate
Oceanic Role plus support to high availability in continental
airspace
Aeronautical Conference 201114
Only some elements will need to be standardised for global interoperability…
• Description of a “flight object” containing trajectory-based concepts• e.g. extension of the ICAO Flight Plan
• Services for updating and synchronising the “flight object”• Including a language for describing and negotiating 4D
trajectories
• The data link applications will re-use these services: • The nature and timeliness will depend on the traffic density• Need to ensure common cockpit procedures• The QoS will be less strict in low density airspace
Aeronautical Conference 201115
The aeronautical satcom system will need to support “high”and “low” density services.
• Next Generation ATM will use datalink to optimise traffic flows…but the applications may vary regionally.
• Aero satcom needs to evolve to support new services, for example:• Global Service: RCP60 with 0.999 availability• High Density Continental: RCP60 with 0.9999 availability
• When deployed, higher availability applications will require a multi-link environment.
• Broadband support for voice, AOC and non-safety services will still dominate traffic profile
www.askhelios.com
Space
Telecoms
Air Traffic Management
Airports
Rail
Maritime
Thank you for your attention
Paul [email protected]