Boeing’s Strategy for Supporting SESAR/NextGen€¦ · Boeing’s Strategy for Supporting...
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Transcript of Boeing’s Strategy for Supporting SESAR/NextGen€¦ · Boeing’s Strategy for Supporting...
Boeing’s Strategy for Supporting SESAR/NextGen
Avionics Europe ConferenceApril 20, 21 in Munich
Dung NguyenBoeing Commercial Airplanes
The Boeing Company
Content
• ATS Datalink Technologies
• Avionics Road Map
• Transition Issues and Concerns
• Proposed Next Steps
The Boeing Company
ATS Datalink Technologies
ARINC 623
DCL
OCL
TAXI
FANS-1/A
CPDLC
ADS-C
LINK2000+
CPDLC(limited subset)
B2 (future)
CPDLC
ADS-C
ACARS
VHF/HF/SATCOM
IPS (future)
VHF/SATCOM
ACARS
VHF/SATCOM
IPS (future)
VHF/SATCOM
ATN
VHF
ATN
VHF
IPS (future)
VHF/SATCOM
Applications
Networks
Subnetworks
The Boeing Company
Avionics Roadmap
FANS-3
(>2024)
FANS
CPDLC
FANS
ADS-C
B2Vn
CPDLC
B2Vn
ADS-C
FANS-2
FANS
CPDLC
FANS
ADS-C
LINK
CPDLC
FANS-1
FANS
CPDLC
FANS
ADS-C
Migration
strategy
needed
The Boeing Company
2012 2014 2016 2018 2020 2022 2024
2013 2015 2017 2019 2021 2023 2025
B2 Rev AValidated
B2 Rev BUnvalidated
Legacy services
(LINK & FANS
1/A)
4DTRAD
D-TAXI
B2
D-RNP
Adv-IM
ATC Winds
NextGen Implementation Plan (FAA)
IOC ATN B2
StandardsAvailable
European Master Plan (SESAR)
Indust. Sys Dev & Cert
Indust. Syst Dev & Cert
Indust. Sys Dev & Cert
StandardsWG78 / SC214
Bringing Early Benefits … Building Momentum … Converging !
Bringing Early Benefits … Building Momentum … Converging !
B2 Rev C is
the
convergence
package
leading the
path for
global
convergence
(gradual
upgrades,
including
remote &
oceanic
ground
systems)
IOC B2 Rev C
IOC B2 Rev C(Rev is TBC)
LINK2000+
B2 ADS-C EPP PCP Deployment (SESAR Step1 & 2)
B2 (DC S2)
Validation
results only
No new
functionality
DCL FANS 1/A (DC S1P1)
FANS 1/A En-Route Initial (DC S1P2-i) FANS 1/A En-Route Full (DC S1P2-f)
Validation Period
B2 Rev CValidated
The Boeing Company
B2 Complexity
• B2 applications (CPDLC, ADS-C and Context Management) more complex than FANS-1 and LINK added together
• FMS changes are substantial
– New flight plan uplinks and loading rules
– Extended Projected Profile (EPP)
– Required Time of Arrival (RTA) changes
– B2B additions for Dynamic RNP (D-RNP) and Advanced Interval Management (A-IM)
– And more…
The Boeing Company
B2 Cost
• Current iteration (B2B) is going to be prohibitively expensive
– Software development alone will exceed FANS-1 and ATN costs combined for each model
– Hardware changes probably necessary on some models too
– To allow backward compatibility, airline will have to purchase FANS-1 and FANS-2 features as well as pay for this
– Ancillary equipment costs (e.g. A-IM equipment) will be in addition
The Boeing Company
B2Vn Availability
• Currently expected in the mid/late 2020s timeframe
– Depends on:
– Ground deployment commitment
– Ground requirements
– Business case
• None of which have yet been defined
• Don’t yet know which version of B2 will be implemented
• No plans for prototype B2 avionics
• B2 will only be developed for airplanes in production in mid-2020s
– Even those may require substantial hardware upgrade costs
The Boeing Company
B2 Ground Deployment
• Neither Europe nor the US has a commitment to B2
– European LINK Implementing Rule (IR) dates 2018 for ground, 2020 for air (those are the target dates but may change pending on ELSA-recommended changes)
– Pilot Common Project (PCP) starting in 2018, is not full deployments of B2
– US has commitments to, and is deploying FANS-1
• There is no equivalent IR for B2 as for LINK
– Which makes sense since LINK IR is years from completion, both on paper and in implementation
• Very Large Scale Demonstrations (VLD) and Pilot Common Project (PCP) activities are not ground deployment commitments
• Without a widespread ground deployment commitment, there is no business case for B2
The Boeing Company
B2 Transition
• Need to clarify EU transition from LINK to B2
– IR updates mean that dates for LINK implementation are 2018 for ground, 2020 for aircraft
– Those are targets pending results from ELSA study; depending on recommendations those dates may shift right
– It’s known that some states won’t be equipped and ready by 2018 (late from the original 2013 IR ground mandate)
– With the re-starting of LINK services and the IR, how will B2 be introduced in the same timeframe?
– Airlines already feel burned from the existing IR
– After all the issues and pain of equipping with LINK, now they need to equip again with B2?
– And FAA/SESAR are talking about a B3 later…
The Boeing Company
Business Case
• Airlines need a positive business case closing within 1-2 years from investment
– Requires ground commitment for near-term usage of most functionality (4D, TAXI, A-IM,…)
• With the LINK2000+ example, we know airlines can only afford one implementation
– No incremental functionality
• Airborne equipage will have to follow widespread ground equipage
The Boeing Company
Proposed next steps
• Need validation and trials before “mature” B2Vn can be developed
• Need more than one aircraft model for validation and trials for 4D TRAD and EPP
• Avoid multiple versions of B2 to minimize costs and interoperability issues
1. Use existing FANS-1/A and AOC for EPP validation & trials
2. Use existing FANS-1/A to define and gain experience with route
clearance generation and surrounding procedures, a la FAA DCL
3. Use modified FANS-1/A ADS-C with EPP
4. Use combined FANS-1/A and AOC downlinks as a transition
path for aircraft that cannot upgrade to B2Vn