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SESAR Joint Undertaking participation at ATC Global 2011 - Proceedings of the Technical Workshop on Avionics
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EUROPEAN COMMISSION
Avionics
Avionics progress within SESAR programme
David Bowen
Amsterdam – 9 March 2011
Agenda
15:30 Avionics progress within SESAR programme David Bowen, Head of ATM Systems, SESAR Joint Undertaking
15:50 Airport navigation FunctionsPhilippe Priouzeau, SESAR Project Manager, Thales
16:10 ASAS tools for the pilot Stéphane Marche, ATM Chief Architect, Honeywell
16:30 4D trajectory – i4D Sylvain Raynaud, SESAR WP 9.1 project lead, Airbus
16:50 Q&A - Conclusions David Bowen, Head of ATM, SESAR Joint Undertaking
17:00 End of technical workshop
Page 3
Avionics developments in the SESAR programme
SESAR Avionics WorkshopMarch 9th 2011
David BowenSJU Head of ATM Systems
The SESAR Programme Framework
SWIM WP 8&14
TMAWP5&10
CONOPS & ARCHITECTURE WP B
Aircraft & CNS WP 9&15
En-Route WP 4&10
VALIDATION INFRASTRUCTURE
WP3
ToDToC
AirportWP 6&12
AirportWP 6&12
Network WP 7&13
TMAWP5&10
METHODES & CASESWP 16
Airlines/Mil. Operations CentersWP 11
Airlines/Mil. Operations CentersWP 11
MASTER PLAN MAINTENANCE
WP C
1
Time Based Operations
Trajectory Based
Operations
Performance Based
Operations
Per
form
ance
...
SESAR Development Phase – Strategic Road Map SESAR Development Phase – Strategic Road Map
Target SettingDesigning, ValidatingBusiness AssessmentDeployment Decision
3 tim
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Initial Operational Capability
System Wide Information Management
• Performance Based;• Service Oriented Approach;• Incremental - Three Steps;• Strategic Road Map – Value
Added Packages.
• Traceable to Ops Requirements;
• Single Reference Architecture;
• Interoperability, Scalability, Flexibility;
• Intelligent Use of Available Technology.
• Identifying “early benefit”;• Small achievable steps;• Iterative prototyping to trials;• Close as possible to
deployment;• Industry Based Platforms.
Concept Technology & Architecture Validation and Verification
Deployment Focus. “Involving “Key Stakeholders” from the start!” A continuum from idea to implementation
SESAR Strategy: “Not doing research for the sake of research!”
Key Development Threads in SESAR 4-D Trajectory Management
Information Management
Collaborative Network Planning
Enhanced Automation Support
Integrating across:
• Airborne• En-Route & Terminal• Airports• Airline Operations• Military Operations• CNS Infrastructure (Inc. Space)
Validation and verification activities are conducted as close to the target operational environment as possible.
Avionics Evolution – Principles & Constraints
Interoperability across different airborne platform types and among different airspace users is vital in the global context achieved through performance and interface requirements.
Implementation of new services based on the avionics Capability evolution will need to accommodate all airframe and airspace user types (including military)
SESAR will feed into, and continue to rely on the ICAO based approach to aircraft systems definition supporting global interoperability & standardisation where needed.
Scalability and flexibility will be built in the approach to meet local needs.
Information is “key” – the aircraft to become integrated into the ATM system via datacom.
WP 9 - Aircraft System Developments
SESAR WP9 focuses on the development and validation of the airborne enablers. The main developments on the aircraft platform include:
•4D Trajectory management
•Navigation capabilities and applications
•Surface movement operations
• Airborne Separation (ASAS)
• ADS-B and TCAS
•Vision Systems and Wake Vortex detection
•Information Exchange
Page 9
4-D Trajectory
9.01/9.02/9.03 focus on the development and validation of the definition, exchange and execution of the 4D Business or Mission Trajectory through Required Time of Arrival (RTA) :
•Ensure that the airborne part of the technical definition and the system design of the ‘Initial 4D’ function is at the level of maturity relevant to launch a cost effective and robust A/C system development, and is interoperable with systems containing the ground Initial 4D functionality, including CPDLC and ADS-C supporting elements.
•Development of the ‘full 4D’ function is aimed to provide significant benefits, on flight efficiency and Air traffic Management, based on a very precise trajectory management on 3D + time down to runway threshold.
•Assess what capability levels can be reached by military aircraft in relation to interoperability of Business Trajectory and Mission Trajectory and how military aircraft capabilities will comply with the 4D principles.
Page 10
Navigation capabilities and applications
Trajectory Execution capabilities are developed to include CDA, CCC, PBN based routing. 9.09/9.10/9.12/9.27 focus on the development and validation of the navigation capabilities, on board the aircraft and the related applications:
•Systems to ensure continuous navigation during Initial, intermediate and final approach in order to support RNP to Precision approach transitions to xLS (x = ILS, MLS, GLS), taking into account the different RNP classes and levels.
•Analyse the required upgrades on existing avionics to fly LPV (APV-SBAS) and to prototype future avionics with an optimised architecture for APV in support of validation.
•Initial GBAS CAT II/IIII airborne systems definition to demonstrate that the GBASCAT II/III operational performances can be met.
•Multi-constellation/multi-frequency GNSS receivers to facilitate the use of future GNSS constellations including addressing key technologies (Multi constellation GNSS receivers, GNSS Low cost low grade inertial)
Page 11
Surface Movement Operations
9.13/9.14 focus on the development and validation of Surface movement operations
Surface movement operations will be improved through the introduction of aircraft system capabilities which provide guidance and automatic taxi routing as well as alerting functionality to the flight crew. The projects will:
•Progress the technical definition and validation of the airborne systems to enable mixed voice and datalink taxi clearances on the airport surface.
•Define, develop and validate the airborne functional and technical capabilities to enable alerting services to flight crew during operations on the Airport surface.
Page 12
ACAS, ASAS and ADS-B
Projects 9.05/9.06 focus on the development and validation of Airborne Separation Assistance Systems (ASAS) and will progress the technical definition, prototyping and validation of ASAS Spacing and Spacing applications functionality onboard the aircraft.
In the case of ASAS spacing including the consideration of the delegation of responsibility to carry out a specific maneuvers or maintain a defined separation during those maneuver.
9.21,9.22 and are looking at the ADS-B avionics itself. Considering techniques for extending the useful life of 1090MHz ADS-B and the long-term developments of ADS-B technology. While 9.24 is investigating issues for military aircraft to suitably equip with ADS-B and ASAS equipment to ensure interoperability.
ACAS will be covered in project 9.47 which will consider the necessary evolution of collision avoidance systems on the aircraft in the context of the evolving operational environment as well as links to ground-based safety-nets.
Page 13
Enhanced Vision and Wake Vortex Systems
9.28/9.29 focus on the development and validation of EVS/SVS. The development of Enhanced Vision Systems aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions for Head-up and Head-down displays.
The development of Combined Vision Systems (CVS) integrating both Enhanced and Synthetic, aiming at improving pilots’ ability to conduct taxi, take off and landing operations in low visibility conditions.
Page 14
Project 9.11/9.30 will look at the wake vortex detection and alleviation sensors and systems including to develop and validate an onboard system for detecting and characterizing severe wake encounters during all phases of flight and to enable fly through non-severe vortices by adaptive control of the aircraft
Connecting the Aircraft
Development of the technologies, avionics and services which connect the aircraft to the rest of the system are of key importance.
Projects 9.16, 9.44, 9.20 focus on the development and validation of Communication technologies and avionics, including the consideration of military datalink accommodation. The Specific airport data link technology development (Aeromacs) is closely coordinated with ground system developments.
Datalink service developments in 9.33 are also coordinated with the ground system projects and linked to the operational requirements.
Page 15
The integration of the aircraft into the SWIM technical infrastructure is also an important consideration being advanced in project 9.19.
Page 16
Consolidated Airborne Functional ArchitectureConsolidated Airborne Functional Architecture
Physical Airframe Architecture
Physical Airframe Architecture
Avionics RoadmapAvionics Roadmap
Physical Airframe Architecture
Physical Airframe ArchitecturePhysical Airframe Architecture - N
Physical Airframe Architecture - N
Validation ReportsValidation Reports
US (NextGen) Planning
US (NextGen) Planning
Review Review
Interoperability Risk ReportInteroperability Risk Report
WP9.XWP9.X WP9.NWP9.NWP9.#WP9.#WP9.ZWP9.ZWP9.YWP9.Y
Overall System level functional requirements
Overall System level functional requirements
Regulatory RoadmapRegulatory Roadmap
Standardisation RoadmapStandardisation Roadmap
Avionics Architecture (Project 9.49)
Operational RequirementsOperational Requirements
Global Cooperation & Interoperability
EC/FAA Coordination
Standards built on SESAR and NextGen
developments will support harmonised Implementation and
Regulation
Programme level coordination enhanced by interoperability and wider industry buy-in.
Development of a common avionics
roadmap is a priority for SESAR
Global consensus to ensure world-wide
interoperability.
SESAR
SESAR and Standards
ATM Master Plan
SESAR Project
Existing Standard
Existing Standard
Existing Standard
Global Standardisation Planning & Coordination
Standards Development Group
Standards Development Group
Standards Development Group
Standards Development Group
SESAR Project
SESAR Project
SESAR Project
SESAR Project
SESAR Projects take existing standards as an input and identify their contribution to standards which will be needed to support implementation.
Standards developments themselves are out of the scope of SESAR, but the importance of the link is recognised.
Standardisation Roadmap
Regulatory Roadmap
Business caseBusiness case
OSEDOSED
CONOPSCONOPS
Principles of Operations - DOD
Operational Services Descriptions - OSED
Cases: Business, Safety, Security, Environment, Human Performance, CBA.
Cases: Business, Safety, Security, Environment, Human Performance, CBA.
OCDOCD
InteropInterop
Performance SpecificationPerformance Specification
ICDICD
SPRSPR
PANSPANS
SARPSSARPS
MOPSMOPS CSCS
Technical Specification
Technical Architecture
PerformanceFramework
PerformanceFramework
Architecture Design Document ADDArchitecture Design Document ADD
ICD
Interop
Safety and Performance Requirements - SPR
External developments and publicationsSESAR Deliverables
Industry standards and other activities
Final Reference
Publications
AMCAMC
Thank you
Airport Navigation Functions
Philippe Priouzeau – Thales
www.thalesgroup.com
ATC Global 2011-03-11
Airport Navigation Functions
Philippe PriouzeauMarch 9th 2011
23 /23 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Summary
Why ? What ? When ?
24 /24 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
21/10/2009 in Atlanta
Texte
Good weather
Flight From Rio, 06 AM
Cleared for Runway 27
Landed on the parallel taxiway
25 /25 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Flight to Moscow
26/02/2010 in Oslo
Texte
Cleared for Runway 01 (3 600 m)
Take off on the parallel taxiway (2 400m)
26 /26 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
12/02/2010 in Amsterdam
Texte
Flight to Warsaw
Cleared for Runway 36
Take off on the parallel taxiway
27 /27 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Summary
Why ? What ? When ?
28 /28 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Thales Airport navigation Functions
Moving Map
Airport Runway Advisory
Runway Overrun Prevention system
BTV : Brake To Vacate
45 % of runway Incursions avoided with Airport Moving Map & ownship position
29 /29 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Scope of Airport navigation FunctionsMainline A/C example Regional A/C example
30 /30 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Airport navigation Functions
Functions
Landing efficiency
Own A/C awareness
Runway incursions
Status
Landing safety
Intruders awareness
Current product : state of the art solution
Only “in avionics” integrated system available on the market.
Digital TaxiUnder
Development
AvailableNow
31 /31 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Summary
Why ? What ? When ?
32 /32 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Short term Mid term Long term2014 2017 2020
Airport Navigation Roadmap
Guidance Taxi Route Surface Guidance Precision Localization
Navigation Manual Taxi-Route Taxi advisories Traffic DisplaySituation Awareness
Airport Map Aircraft Position
33 /33 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Conclusion
Airport Navigation Functions Safer systems
Improved performance
Line fit and retrofit solutions
Coming Next with SESAR Digital Taxi
Traffic Display & Surface Alerts
……. and Surface Guidance ….
34 /34 /
This document is the property of Thales Group and may not be copied or communicated without written consent of Thales
Thank You
Questions
Visit Thales at Stand H300
ASAS tools for the pilot
Stéphane Marche – Honeywell
Stephane Marche
ATM Chief Architect, Honeywell Aerospace
March 2011
ASAS Toolsfor the Pilot
Honeywell Proprietary
Honeywell.com
37
Document control number
Current Landscape and SESAR Objectives
Air Traffic Control
is operated as it was 20 years ago
Basic technologies are obsolete
European airspace
cannot be divided further
Traffic is increasing*
Current State of
European Aviation
Enabling EU skies
to handle 3 times
more traffic
Improving safety by a factor of 10
Reducing the
environmental impact per
flight by 10%
Cutting ATM costs by 50% SESAR
ProgrammeGoals
Save 8 to 14 minutes, 300 to 500 kg of fuel and 945 to 1575 kg of CO2 on average per flight
ASAS : One of the key enablers for improving ATM
Honeywell Proprietary
Honeywell.com
38
Document control number
ASAS in Tomorrow’s ATM System
ASAS: Airborne Separation Assistance System
– Enables flight crew to maintain separation from one or more aircraft
– Provides information of surrounding traffic
ASAS in the SESAR Target Concept
– Unmanaged airspace: aircraft separate from each other
– Managed airspace: delegation of separation to flight crew using pre-defined rules
Relies on ADS-B: Automatic Dependent Surveillance – Broadcast
– ADS-B Out: aircraft broadcasts its own position
– ADS-B In: aircraft detects surrounding traffic
The Master Plan provides a step approach
Honeywell Proprietary
Honeywell.com
39
Document control number
In this presentation…
Honeywell Proprietary
Honeywell.com
40
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SESAR Implementation Package 1 (IP1)
Step 1: ADS-B Out
Step 2: Air Traffic Situational Awareness Applications
The ADS-B Roadmap
We need to demonstrate that the programme works at every step
Honeywell Proprietary
Honeywell.com
41
Document control number
Source Airbus
Steps 1 & 2: ADS-B Out and ATSAW
Step 1 ADS-B Out– Certified for multiple aircraft types– Draft implemention rule: 2015
forwardfit, 2017 retrofit– ADS-B pioneer airline projects
(EUROCONTROL CASCADE)
Step 2 Air Traffic Situational Awareness (ATSAW)– Honeywell TPA100B already certified for
Airbus aircraft– Situational awareness improves safety in most
airspaces– Improves visual separation approaches– Enables In Trail Procedures (ITP)
Honeywell Proprietary
Honeywell.com
42
Document control number
Step 2: EUROCONTROL ATSAW Pioneer Project
Part of the EUROCONTROL CASCADE programme– Installing certified ADS-B IN ATSAW equipment
in revenue aircraft
Five airlines and 25 aircraft involved
ADS-B will enable:– Enhanced TSA during flight operations (AIRB)– In Trail Procedure (ITP)– Visual separation on approach (VSA)– Enhanced TSA for surface operations (SURF)
ITP trials involving ANSPs:– NATS UK– ISAVIA Iceland
Operational use to begin Q2 2011
TSA – Traffic Situational Awareness
Partner Airlines
•Swiss
•Delta
•US Airways
•British Airways
•Virgin Atlantic
Source Eurocontrol
Honeywell Proprietary
Honeywell.com
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Step 2: FAA ITP EvaluationObjective
– Demonstrate potential fuel savings with In Trail Procedures
FAA-funded programme– Honeywell is developing and certifying a complete ITP avionics capability– STC’d on United Airlines 747-400s– Approximately 12 aircraft– South Pacific Route for a 12-month operational evaluation
Expected economy of $200,000 To $400,000 per year per aircraft
ADS-B ITP Enabled Climbs
Sub-Optimal Cruise
Optimal
Honeywell Proprietary
Honeywell.com
44
Document control number
Step 2: FAA ITP UAL Aircraft Systems
* Promotional Photo of Goodrich EFB with Honeywell ITP
Class 3 EFB Hardware& DEOS Platform
Class 3 EFB Hardware& DEOS Platform
Honeywell Type CCDTI / ITP SoftwareHoneywell Type C
CDTI / ITP SoftwareHoneywell Traffic Computer
ADS-B InIn Trail Procedure SW
Honeywell Traffic Computer
ADS-B InIn Trail Procedure SW
GoodrichGoodrichA429 Display Data
* HoneywellTransponder
TRA 67A
Honeywell Proprietary
Honeywell.com
45
Document control number
ADS-B Out
ADS-B In
Step 3: ASAS Spacing
SESAR Aircraft Project on Airborne Spacing (9.5)– Began Q4 2009– Led by Airbus– Alenia, Eurocontrol, Honeywell, Thales all contributing– Linked to operational project and standardization
Development on track– Functional definition and architecture for mainline, business jet and
regional aircraft.– Integration of prototype Honeywell Traffic Computer already
underway
Operational Benefits – Improved regularity of arrival sequences
resulting in increased traffic throughput for airports
Honeywell Proprietary
Honeywell.com
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Document control number
ASAS Spacing: The Pilot’s View (Part 1)
Source Airbus
Honeywell Proprietary
Honeywell.com
47
Document control number
ASAS Spacing: The Pilot’s View (Part 2)
+10
AF06022 7 5 H
+11
-10-10
120 /122 S
Limited impact on ATSAW display
Source Airbus
Honeywell Proprietary
Honeywell.com
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Step 1: ADS-B Out
Transponder
ADS-B Transmission
Spacing builds on ATSAW, requiring only a software upgrade
Step 3: Spacing
FMS and Guidance
ASAS Mode Management
TCAS
Spacing ManagementASAS Mode Activation
Displays
Mode Indication
Step 2: ATSAW
TCAS
Traffic ComputerIn Trail Procedure
Displays
Traffic Info Display
SESAR 9.5 architecture for A320 aircraft
Step 3: How SESAR Affects Aircraft
Honeywell Proprietary
Honeywell.com
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Document control number
The Future: Steps 4 & 5
Step 4: ASAS Separation– First operational use over the oceans– Adherence to business trajectory
constraints– SESAR Aircraft Project will start in 2011,
led by Airbus– Connected with operational projects
(domestic, oceanic)
Step 5: ASAS Self-Separation– First operational target: business jets
operating at high altitude– SESAR aircraft project from 2013, led
by Honeywell– Connected with operational project
Honeywell Proprietary
Honeywell.com
50
Document control number
Conclusion
SESAR provides the framework
ADS-B In is real– Certified equipment for ADS-B Out (Step 1) and ADS-B In (Step 2)– Operational trials pave the way for ASAS deployment
SESAR currently prepares ADS-B Step 3– Consistency with other ATM improvements and definition of operational procedures– Prototypes undergoing integration– Challenges: Interoperability, operational and value validation at key sites
Aircraft ADS-B roadmap derived from ATM Master Plan– ADS-B introduced in several steps– Each step brings its own benefits
Honeywell Proprietary
Honeywell.com
51
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ANY QUESTIONS?
4D trajectory – i4D
Sylvain Raynaud – Airbus
The 4D trajectory – INITIAL 4D
Sesar WP9.01 « Initial 4D »Sylvain Raynaud
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
AGENDA
I4D Operation
Expected benefits
SESAR validation campaign
On-board evolutions
Page 54
March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
1. Initial 4D: Operation
Once the A/C enters the ATC arrival horizon, at least 40' before landing:
1. ATC uplinks to A/C the route clearance to follow down to runway - (via CPDLC).
2. Crew loads the route clearance into the FMS and updates FMS winds and temperatures data (via
AOC datalink function). A/C downlink of 4D predicted trajectory (ADS-C).
3. ATC requests ETA min/max for merge point (via ADS-C). A/C downlinks ETA min/max (via ADS-C)
4. ATC uplinks feasible RTA
5. Crew inserts RTA in FMS as active data, A/C downlinks A/C 4D predicted trajectory (via ADS-C).
6. 4D trajectory agreed by crew and ATC Descent can be flown in full managed
ATC Arrival HORIZON
FAFIAFMP
FAFIAF
MP
4DT ETA
4DT
RTA WPT14:03:56
13:47:36
13:52:53
13:57:21
14:02:43
14:08:35
14:13:53
13:50:56
13:55:25
14:00:49
14:06:40
14:11:58
3D Route13:55:10
13:48:56
13:53:49
14:01:32
14:06:45
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March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: Expected benefits for airlines
• Better flight efficiency : Flight profile and fuel burn optimization. Avoiding penalizing vectoring instructions (path stretching, holding patterns,
etc.)
• Better planning: Increased predictability of the real trajectory and arrival time. Early agreement with the Flight Crew on the trajectory to be flown,
• Improved safety: Through enhanced anticipation of traffic situation by ATC.
Page 56
March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: SESAR validation campaign
Page 57
• 3 airborne systems involved (FMS, EIS, ATSU)– software update
• 2 FMS providers (Thales & Honeywell)
• Air/Ground stepped and integrated validation
March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: Onboard evolutions (Prediction & Guidance)
Improved RTA in descent Accuracy +/- 10s with 95% reliability
Improved weather modeling 10 winds in descent 10 temperatures in descent
Min/max ETA function: Available onboard for any waypoint (RTA page) Min/max ETA reported through ADS-C
Datalink : CPDLC : New RTA messages (1 Sec resolution + tolerance value) ADS-C: Downlink of the 4D Trajectory
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March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: Onboard evolutions (HMI 1/3)
R T AA T W P T D I S T R T A
D E V R O 4 2 [ ]M A N A G E D E T A
2 8 0 1 5 : 3 8 : 1 5
A C T M O D E
M A N A G E DV M A X U T C
2 9 0 / 0 . 7 9 1 4 : 5 0 : 0 0
R E L I A B L E R T A
1 5 : 3 7 : 0 5 / 1 5 : 5 1 : 5 1
< R E T U R N
MAX RTA speed (tuned manually)
Display of 95% RTA reliability interval
Display of RTA Tolerance
RTA in Descent phase
R T AA T W P T D I S T R T A
D E V R O 4 2 1 5 : 4 0 : 0 0M A N A G E D E T A
2 8 0 1 5 : 4 0 : 0 2
A C T M O D E
M A N A G E DV M A X U T C
2 9 0 / 0 . 7 9 1 4 : 5 0 : 0 0
A C C U R
+ / - 1 0
< R E T U R N
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March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: Onboard evolutions (HMI 2/3)
D E S C E N T T EM PS A T / A L T
- 4 0 ° / F L 3 2 0
- 3 5 ° / F L 2 7 0
- 3 3 ° / F L 2 3 0
- 3 5 ° / F L 2 0 0
- 2 5 ° / F L 1 5 0
< R E T U R N
Extended Descent Wind Levels New Descent Temp Page
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March, 9th 2011ATC global
© AIRBUS Operations S.A.S. All rights reserved. Confidential and proprietary document.
Initial 4D: Onboard evolutions (HMI 3/3)
« R » for RTA managed speed RTA displayed with a 1 second resolution
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March, 9th 2011ATC global
Q&A - Conclusions
David Bowen – SESAR JU
Thank you for your attention!
Visit us at the SESAR JU booth inhall 9 and meet the SESAR experts!