Automatic Dependent Surveillance Broadcast (ADS-B) AIAA Aviation Technology, Integration, and

Transcription

1 Automatic Dependent Surveillance Broadcast (ADS-B) In Trail Procedures(ITP) AIAA Aviation Technology, Integration, and Operations Conference, Indianapolis, IN September 17-19, 19, 2012 Rick Berckefeldt Surveillance Programs Manager Advanced Technology

2 ADS-B In Trail Procedure Avionics Honeywell has developed, integrated, and certified a complete ITP avionics system STC d on United Airlines s. The system consists of the TPA-100B Traffic Computer with ADS-B In and ITP capability, TRA 67A Transponders with ADS-B Out, and a Goodrich Class 3 SmartDisplay EFB running Honeywell SmartTraffic ITP display software. First Officer EFB ADS-B ITP Enabled Climbs Optimal Sub-Optimal Cruise 2

3 Simplified System Concept Goodrich SmartDisplay EFB with Honeywell SmartTraffic ITP Application Honeywell TPA 100B Traffic Computer Honeywell TRA 67A Mode S ADS-B Out Transponder Honeywell Type C CDTI / ITP Software Goodrich Class 3 EFB Platform (DEOS) Honeywell Traffic Computer ADS-B In In Trail Procedure SW A429 Display Data 3

4 Honeywell ITP System Architecture Goodrich SmartDisplay EFB: Touch Screen Electronic Flight Bag AID: Aircraft Interface Device 4

5 Development Overview TRL Product Development Technology Development Establish Requirements Safety and Performance Requirements (SPR) RTCA DO- 312 Minimum Operational Performance Standards RTCA DO-317 Human Factors FAA SBS Requirements Honeywell Requirements (SWaP, Cost, etc.) Airworthiness Certification Planning System Design Requirements and Design element allocation Line Replaceable Units (LRUs) HW & SW Human Factors LRU Implementation and Test Hardware Software EFB System Integration Traffic Human Factors Computer Flight Test Traffic Computer TSO New EFB Software (HON) New EFB Real-time certifiable OS implementation (UTC) Traffic Computer (HON) Normal Development Three FAA regulatory organizations Three Issue Papers 2 GPS systems to qualify to ADS-B requirements First of Type Supplemental Type Certificate (STC) Honeywell Test AC STC Parts Manufacture Approval Fleet Install 5

6 Systems Engineering Key Issues EFB was a "new" interface for the Traffic Computer, Required validation of bandwidth availability and compatibility with existing displays and controls Needed Qualified Own Ship Navigation Sources (these were installed and certified long ago, did they meet new requirements?) Had to update Traffic Computer wiring, source selection and validation algorithms Had to get GPS vendor to retest and qualify their equipment Because of the low TRL for the application (ITP had been prototyped but not certified), Human Factors refinement & evaluation was overlapped with DO-178B Software development Required development of robust simulation capability, including interactive traffic models and accurate display software even as the requirements were being developed Simultaneous development of the Type C OS limited the time available for integration on the target EFB Display software was layered to operate on either the Type A/B system or the Type C system. Simultaneous development of the Type C OS and integration of ITP software required careful planning and scheduling 6

7 Surveillance Logic Key Issues Interoperability with all ADS-B Out standards Version 0 (vast majority of in service AC) Version 1 (few in service) Version 2 (few in service but growing mandated). Intruder aircraft data quality: to compensate for potential position accuracy and integrity issues in Versions 0 &1, mitigations had to be developed to protect against range measurement failure modes that could present operational hazards. Mitigations applied to all intruders regardless of version. TCAS range crosscheck. If <30 nmi, TCAS track crosscheck. If >= 30 nmi, TCAS reply crosschecks as available. Reported ADS-B velocity used after comparison with velocity derived from ADS-B position reports. NACv used for version 2 transponders. Crosscheck performed once per second 3 consecutive matches to pass 10 consecutive failures to fail 7

8 Traffic Computer Key Issue Had to integrate ADS-B surveillance and ITP algorithms in with TCAS without impacting this Level B application Had to define expected environment and traffic levels for near and long term. Required extensive analysis to ensure worst-case bandwidth and timing constraints would be met by the hardware and software Traffic Computer required to calculate ITP parametric data for all eligible intruders, including ground speed differential, ITP distance, and relative track angle Support for all versions of ADS-B BOut(Version0 0, 1, and2) Improved velocity validation to meet FAA ITP interim policy memo Cross-checks of ADS-B data against TCAS data are made more robust by using raw reply data, which helps with intruders beyond 30nm Flight testing with prototype software Analysis of flight test data Adjustment of algorithms to suit real-world environment 8

9 Human Factors Key Issues Disciplined human factors process drove requirements (as opposed to opinions!). Inclusion of the customer (pilots that actually fly oceanic operations) in every major step right from program start. Early and frequent involvement of the certification authority - early identification of cert risks is critical. Adopted Human Centered Design process (HF analysis, design and evaluations). Pilot task analysis led to initial set of requirements to support effective ITP task execution. Extensive use of Oceanic Pilot Focus Groups refine the design requirements. Flight simulator evaluations to validate the requirements Both subjective feedback from pilots and objective performance data used to refine system design. In-flight evaluation to assess a fully functioning system in a realistic operational environment. Supported dhf certification and ddevelopment of HF cert artifacts t (primarily il pilot-in-the-loop evaluation reports). Results indicate that all pilots were able to use the ITP display to construct valid ITP clearance requests with reasonable workload. 9

10 Electronic Flight Bag Software Key Issues Touch Screen novel Human Factors Rapid prototypes of CDTI and ITP displays for Human Factors evaluation and flight test through final implementation of DO-178B certified flight software Defined new interface to Traffic Computer Multi-variable design requirements to develop CDTI and ITP functionality with Certification considerations, especially related to the traffic symbol set used Human factors considerations, such as the amount of displayed meta data 10

11 Airworthiness Certification Key Issues Four distinct Supplemental Type Certificates stair step approach TCAS system baseline on United Start with a EFB system baseline on United Good Plan Initial ITP STC on Honeywell company aircraft ITP STC on United relied on prior 3 STC s. GPS must meet ADS-B Out Quality Criteria United had 2 different types Neither had previously been qualified Several New and Novel aspects drove FAA regulators to develop 3 Issue Papers* 4 stage process. ADS-B and In Trail Procedures 5 broad issue areas Use of class 3 EFB 23 cited issues Touch Screen Interface & Control Device 4 cited issues New and Novel significantly expands the scope and schedule of the STC process Don tunderestimate Plan for certification on day 1 this! Seek regulator involvement early and continuously throughout development. No surprises at the end of the program. * Where FAA equipment approval policy is not well established, usually in areas that are new and novel, field organizations may utilize the Issue Paper process to aid in establishing approval policy / evaluation criteria. 11

12 SmartTraffic ITP CDTI layout 12

13 Honeywell ITP Display Software - Plan View

14 The ITP Display View Elements required to specify an accurate ITP clearance are displayed to the pilot Available above FL

15 ITP View - Traffic Symbology Aircraft Symbol Flight ID ITP distance Ground Speed Differential Indicator UAL001 25NM 35KTS Ground Speed Differential Parameters that do not satisfy minimum ITP criteria are colored blue Arrow Direction Right Meaning Faster than Ownship Left Slower So than Ownship No Arrow Arrow Fill Filled Hollow Same Speed as Ownship Meaning ITP Distance is Decreasing ITP Distance is Increasing 15

16 ITP View -Traffic Symbology Examples 16

17 Honeywell SmartTraffic ITP Application Certified on United Airlines Operationally Approved Flying in Revenue Service 17

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20 Previously Approved Honeywell.com Initiate ITP Request Click to initiate the process of formulating an ITP clearance in the ITP view 20

21 Previously Approved Honeywell.com Request ITP Dialog Selecting ect Valid Flight Level e The flight level caret is not shown for standard flight level changes The pilot must first specify the desired flight level by touching the desired flight level el on the left hand side of the display. 21

22 Previously Approved Honeywell.com Request ITP Dialog Selecting Reference Aircraft Valid choices highlighted in white Invalid choice muted in grey Ref. aircraft must be within 2 FLs of ownship Valid reference aircraft selections are depicted in green Status block updated with information about selected reference aircraft 22

23 Previously Approved Honeywell.com Request ITP Dialog CPDLC Request Annunciations Elements required to specify an accurate ITP clearance are displayed to the pilot 23

24 Previously Approved Honeywell.com Request ITP Dialog Prior to Climb/Descent Select DONE after climb/ descent is complete. Traffic is removed from the ITP view if the ITP display fails or if the traffic computer fails. Individual traffic symbols are removed from the display under the following conditions: If the ADS--B in signal from the aircraft is lost If the data quality (position accuracy/velocity accuracy) for which aircraft falls below the minimum required for ITP If a cross check with TCAS indicates the ADS--B reported position is not accurate If the current aircraft or the traffic aircraft maneuvers such that they are no longer on a similar il track (within +/-- 45 degrees of each other). In addition, the entire traffic symbol is displayed in blue if any of the elements in the data tag do not satisfy ITP criteria. 24

25 Honeywell ITP Display Software - Plan View Previously Approved Honeywell.com ADS-B and TCAS Traffic +10 Supports better Situational Awareness Informs crew of opportunities for conventional climb / decent requests Informs crew of situations where ITP requests may not be appropriate (e.g., Reference aircraft on adjacent track)

26 Previously Approved SmartDisplay EFB Unit Display 10.4 (264 mm) LCD Size XGA (1024x768) Resolution AMLCD Ruggedized Resistive Touch screen with micro armor glass first surface Computer Intel Core Duo 1.66 GHZ processor 2 GB DDR2 RAM Operating System D0-178B DAL C Deos Operating System Mass storage 16 GB Compact FLASH storage Bezels Keys Power, Brightness Control, Home General I/O 10/100 Base-T Ethernet (1) RS-422 (2) USB 2.0 (1 switched) (4) Discrete inputs March 2012 Goodrich Proprietary Used with permission from Goodrich Page 26

27 Previously Approved Next Generation Aircraft Interface Device and EFB Data Server Low Power, Power PC architecture D0-178B DAL C Deos Operating System Provides ARINC data over Ethernet via ARINC 834 (STAP Protocol) I/O Capability: 10x ARINC 429 Rx 4x ARINC 429 Tx RS 232/422 Discrete I/O 6 Port Ethernet Switch Electronic Flight Bag Interface Unit March 2012 Goodrich Proprietary Used with permission from Goodrich Page 27

28 Previously Approved Goodrich new G700 Series SmartDisplay EFB Certification planned for Q Dual Partitioned Processor Architecture t Supports concurrent operation of Type AB and Type C EFB Applications Intel Core I-7 processor running Windows 7 for Type AB Applications 4 GB DDR3 RAM / 32 GB Solid State Compact Flash Storage Integrated 3G and WiFi wireless radios Power PC processor & GPU with DEOS DO-178B certified OS for Type C applications 10.4 and 12.1 LCD Size Options Available Optically enhanced for optimized sunlight readability / glare resistance Ruggedized Projected Capacitive Touch Screen Multi-touch sensing/gesture support Armored glass for durability/scratch resistance Power / Control / Luminance bezel keys Goodrich NextGen SmartDisplay EFB System Overview March 2012 Goodrich Proprietary Used with permission from Goodrich Page 28

29 Previously Approved Honeywell.com ITP Operational Benefits The objective of the In Trail Procedure (ITP) Operational Evaluation program is to demonstrate t potential ti positive economic benefit opportunities enabled by ADS-B In. The Economic Benefit is projected to be realized as follows: ITP certified aircraft will be able to climb to more efficient altitudes more often than current separation standards allow thereby saving fuel burn An ITP certified fleet can save weight and fuel burn by loading and carrying less contingency fuel based on the expectation that desirable climbs will be possible more often The weight savings generated by reductions in contingency fuel can be converted to revenue generating cargo or passengers. 29

30 Public (NASA) Honeywell.com ITP Distance ICAO Definition < 45 B d b d a Point of intersection of aircraft A and aircraft B ground tracks d ITP B ITP Distance: ITP Distance: A d a-d b = d ITP d ITP A Non Identical Ground Tracks Identical Ground Tracks Source: NASA The distance between the ITP aircraft and the Reference aircraft as defined by the difference in distance to an aircraft calculated common point along a projection of each aircraft s track in front of or behind the aircraft as appropriate. 30

31 Supplied by Goodrich Previously Approved UAL EFB / ITP System Installation Photos SmartDisplay EFB Pilot Side EFB Interface Units EE Bay Mounting March 2012 Goodrich Proprietary Used with permission from Goodrich Page 31