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An Airline Perspective on the implementation of
new systems
SEMINAR ON THE IMPLEMENTATION OF DATALINK AND SATCOM
COMMUNICATIONS
Bangkok
Thailand, 17-19 November 2003 Kors van den Boogaard
Assistant Director CNS
International Scheduled Traffic
95% of
IATA Today
• Founded in 1945
• 274 Member Airlines in August 2003
Over 90 Offices Worldwide
Present Status Industry
• Total losses since 9/11 US$25 billion• Expected losses 2003 US$10 billion• Loading: Rising – Yield: Falling• Airports and Air Navigation Charges
US$40 billion annually: Rising !
Why a new system ?
• Safety• Capacity• Efficiency
– Service improvement– Service costs– System costs
Technology is not the driver but the enabler !
Airspace volume/capacity
Communication
NAVIGATION
SURVEILLA
NCEATMATM
A T S“AirspaceAirspace”V o l u m e
Air Traffic Infrastructure: Flight Efficiency
CCDDMM
D/L Subnetworks (VHF, VDL M-2,3,4, UAT, Mode-S, SATCOM, HFDL, Gatelink)ATS Datalink (ATN), (AOC, ACARS)
GNSS (GPS, GALILEO, GLONASS)GBAS (LAAS) SBAS (EGNOS/WAAS) GBAS (LAAS)
CPDLC + VOICECPDLC + VOICE
Mode-S Surv., ADS, ADS-b, ASASMode-S Surv., ADS, ADS-b, ASAS
COMMUNICATION
SURVEILLANCE
NA
VIG
ATI
ON
ATM
A-SMGCS A-SMGCST.O
. Gu
idan
ce
RN
P <
= 1
RNP RNAV
Lan
din
g G
uid
ance
RN
P <
= 1RVSM
MLS
GLS
ILS
FLIGHT (efficiency) Block-time
FUNCTIONS
ENABLERS
“LEGACY SYSTEMS”: VHF, HF, ILS, VOR, DME (ADF, MB, OMEGA)
COMMUNICATIONFunction, protocol, link
• The function itself: partly on the ground (ATC), partly in air: (cockpit).
• A protocol to establish contact• A link to provide connectivity • All 3 elements require investment and
operating cost, only the “function” will provide benefit.
FANS-1/ACPDLC/ADS
ACARSACARS
VHF COMMSATCOM
HFDL
ACARSACARS
FANS-1/ACPDLC/ADS
FUNCTIONALITY
AIR
GROUND
Function SubnetworkProtocol
REQUIREMENTS
Air- Ground Data Link, point-to-point
ICAOCPDLC/ADS
ATNATN
VDL M-2
ATNATN
ICAOCPDLC/ADS
FUNCTIONALITY
AIR
GROUND
Function SubnetworkProtocol
REQUIREMENTS
Air- Ground Data Link, point-to-point
Converging to one solution for ATS Data-Link?
USA/CANUSA/CAN
(ICAO)(ICAO)CPDLCCPDLCBuild 1Build 1Build 1aBuild 1aBuild 2Build 2
EUREUR
(ICAO)(ICAO)
CPDLCCPDLCLINKLINK2000+2000+
Trans-atlanticCPDLC/ADSFANS-1/A
CapacitySafety
CapacitySafety
Efficiency
Communication Lines
VHFVDL Mode 2
SATCOM
SATCOM
BROADCAST(DATA)
POINTTO
POINT(VOICE
+DATA)
Mode-Ssquitter
VDL Mode 4
BROADCAST mediaalternatives
(GALILEO)GPS
UAT
Functionality
VHFVDL Mode 2
Functionality
SATCOM
ATC ATC
HF(DL)
HF(DL)
POINTTO
POINT(VOICE
+DATA)
Airlines and Communication
• The requirement– to ensure safety – to conduct business efficiently– to provide service to the passengers
• Adequate capacity– restrictions in air traffic– reduced efficiency– passengers satisfaction
• Increased reliance – reduction of separation – information need to support operations– new applications
The Basic Needs
• Adequate capacity/Radio Spectrum • Global connectivity• Global interoperability• Scalability• Support Data/Voice/Video• Support for all classes of
communication traffic• Cost effective
How to satisfy the need ?
• Maintain present voice system– 25 kHz– Extend the use of 8.33 kHz if necessary
• Encourage the introduction of data communications for ATS:– ACARS– Satcom/HF data– AOA– FANS 1/A– VDL Mode 2– Mode ES
Development of one global common communication infrastructure
European Frequency Congestion
How not to proceed
2003
8.33 /25 kHzVDL Mode 2
VDL Mode 4VDL Mode 3
2020
2015
Additional capacity ?
New Operational Concept
New Operational Concept
How to proceed
2003
8.33 /25 kHzVDL Mode 2
VDL Mode 4VDL Mode 3
2020
2015
New Operational Concept
New Operational Concept
New SystemDefinition.
Mobile. TelecomTechn.
2007ITU WRC 2007
Standards
Impl.
Dependent SURVEILLANCEFunction, Enabler
• A surveillance function resides in all aircraft (in a given (air)space) and at ANSP-facilities.
• Both Communication and Navigation contribute to a surveillance function.
• Navigation to provide the aircraft’s position (4D) and
• Communication to relay the message to all parties interested (broadcast).
“LEGACY SYSTEMS”: VHF, HF, ILS, VOR, DME (ADF, MB, OMEGA)
Air Traffic Infrastructure: Surveillance example
D/L Subnetworks (VHF, VDL M-2,3,4, UAT, Mode-S, SATCOM, HFDL, Gatelink)ATS Datalink (ATN), (AOC, ACARS)
GNSS (GPS, GALILEO, GLONASS)GBAS (LAAS) SBAS (EGNOS/WAAS) GBAS (LAAS)
Mode-S Surv., ADS, ADS-b, ASASMode-S Surv., ADS, ADS-b, ASAS
COMMUNICATION
SURVEILLANCE
NA
VIG
ATI
ON
ATM
FLIGHT (efficiency) Block-time
ADS-bADS-b
4, UAT, Mode-S4, UAT, Mode-S
GPS, GALILEOGPS, GALILEO
FUNCTIONS
ENABLERS
Need for ADS-B ?
• Safety– Ground infrastructure costs
• Security ?• Efficiency
– Enhancement present procedures
• Capacity– Enhancement of present procedures– New ATM regime
• Costs– Service/System costs
ADS-B Infrastructure costs
• Airborne infrastructure– One link -8 billion (80-90% integration)– Two links –10 billion
• Ground station infrastructure– One link 2 billion – Two links 2. 5 billion– ATC integration ?
Capacity/EfficiencyPushing the present system
into a new ATM Regime
Enhanced Surveillance
Capacity
ADS-B Single link ADS-B Second link
ATMCapacity
Transition to new ATM
Regime
Time
Traffic growth
Delay costs
Surveillance costsGround
Infrastructure Surveillance
Costs
TimeADS-B Single link ADS-B Second link
Traffic growth
C1A1C2
A2
Reduction in surveillance cost per aircraft:
C1/A1 C2/A2
IATA position
• ADS-B Prime enabler of new ATM concept
• Early cost efficient implementation – Extension TCAS -1090 ES
• Phased implementation• Global interoperability
Business case !
Scenario
TCAS
VDL Mode 4
Mode ES
UATMode ESTIS-B TIS-B
Europe US
Result !
• Resources wasted• Complexity of multiple links• Double/Triple infrastructure costs
What needs to be done
• Clearly identify/quantify role/benefit ADS-B in new ATM concepts
• Plan ADS-B implementation on a Regional basis conform ATM improvements
• Maintain principle of global systems
What are the basic questions?
• When a new system• Usage/Functionality• Selection• Standardization• Certification• Implementation
– Voluntary/ Mandatory
Capacity/Efficiency BenefitsBenefits
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