AIRBUS AND APV LVP APPROACHES

ICAO LVP&APV workshop – 9-11 June 2009

Presented by:

Edith PABON-ALQUIER Airbus Flight Operations Support & Services

Airbus aircraft capacities to support APV

Content

ÒLNAV/VNAV – Baro VNAV ÒRNP AR APCH

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

ÒAirbus FMS Landing System - FLS ÒSBAS – Satellite Landing System ÒConclusion

ICAO LVP&APV workshop

June 09

Page 2

LNAV/VNAV – Baro-VNAV • During LNAV/VNAV, Baro-VNAV, the aircraft system uses barometric altitude to compare the vertical position of the aircraft with vertical flight path computed by the FMS, also using baro-referenced altitudes.

• The fly-by-wire Airbus aircraft are equipped with integrated


LNAV/VNAV systems with accurate source of barometric altitude.

• Airbus fly-by-wire aircraft systems have been certified by EASA to conduct Baro-VNAV approaches down to a MDA/H of minimum 250ft.


June 09

Page 3

Content

ÒLNAV/VNAV – RNP APCH ÒRNP AR APCH




June 09

Page 4

Airbus Basic RNP Capabilities – RNP APCH • Basic certification was demonstrated by reference to the MASPS DO-236 / ED-75 • Achieved with AP or FD ON in GPS PRIMARY mode Approach

Terminal

En-route

Airbus Certified Capability

RNP 0.3

RNP 0.51

RNP 1(2)

Required Capability

RNP 0.3

RNP 1

RNP 2(4)

•RNP 0.3 applicable to straight in approaches designed under ICAO © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

PANS OPS or FAA TERPS criteria.

•All Airbus equipped with FMS and GPS are capable to fly RNP APCH as per ICAO PBN manual.

•DH as low as 250 ft with FINAL APP mode (LNAV/VNAV ) guidance. Note: This certification was not intended for RNP AR (or SAAAR) operations, including RNP AR APCH of ICAO PBN manual. ICAO LVP&APV workshop

June 09

Page 5

RNP AR Concept RNP RNPAR ARConcept Concept • A procedure is RNP AR if one of the following characteristic is present: Reduced obstacle protections, at 2xRNP, without buffers


2 x RNP

VEB

RNP values lower than 0.3 in approach

Curved flight path below FAF (RF legs)


June 09

Page 6

RNP AR Certification standards In some cases, obstacle may be as close as 2xRNP. Need to demonstrate a Target Level of Safety of 10-7/approach Including the effect of system failures


Existing airborne systems are not capable to meet this objective alone Operational mitigations are required to achieve the overall safety objectives (FOSA) ICAO LVP&APV workshop

June 09

Page 7

RNP AR Certification standards FAA: Rely on Flight Operational Safety Assessment (FOSA) Engine failure evaluation in ops context A/C to be maintained within 2xRNP

EASA certification requirements: © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

• Engine failure or probable system failures (>10-5/procedure): A/C to be maintained within 1xRNP

• Remote system failures (10-5 to 10-7/procedure) : A/C to be maintained within 2xRNP

• Safe extraction for failures below 10-7


June 09

Page 8

RNP AR below 0.3 Certification

Lateral Deviation scale Automatic NAV re-engagement

RNP AR EASA © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Certification Requirements

at GA initiation

Triple click upon loss of FINAL APP or NAV EGPWS with GPS position and peaks mode


June 09

Page 9

RNP AR below 0.3 Certification Lateral Deviation & Improved XTRK error resolution SPEED

FINAL APP MDA 250

AP1 1FD2 A/THR

V/DEV

Improved XTK Error resolution on ND: • 2 digits after the dot

• When 0.02 ≤ XTK ≤ 0.29

RNP L/DEV


ON

• RNP Push Button enables the LATDEV New Lateral Deviation Indication:

• L/DEV displayed on PFD • Position of the computed flight plan • Full scale: 2 dots = +/- 0.2 NM • Same symbol as the V/DEV ICAO LVP&APV workshop

•

display. With latest standards of equipment, the P/B is no more required:

The L/DEV is automatically displayed when needed June 09

Page 10

Certification for RNP AR below 0.3 A318/A319/A320/A321 A318/A319/A320/A321 aircraft aircraft ntly e r r Cu

Approach

Departure

(AP on)

Missed Approach (AP on)

RNP 0.1 (normal)

RNP 0.17 (normal)

RNP 0.17 (normal)

(AP on)

RNP 0.24 (non normal)

New

Approach


(AP on)


Departure (AP on)

RNP 0.1 (normal) and RNP 0.2 (non normal) Availability planned Q4 2009

Requires Specific Set of Equipment Package


June 09

Page 11

Certification for RNP AR below 0.3 A330-200/-300 A330-200/-300 aircraft aircraft ntly Approach e r r Cu (AP on)


RNP 0.1 (normal) RNP 0.3 (normal)

Departure (AP on)

RNP 0.1 (normal)

RNP 0.3 (non normal)

New

Approach


(AP on)


Departure (AP on)

RNP 0.1 (Normal) and RNP 0.2y (non normal) Availability planned Q2 2010



June 09

Page 12

Certification for RNP AR below 0.3 A340-500/-600 A340-500/-600 aircraft aircraft

Approach (AP on)


RNP 0.1 (normal) RNP 0.3 (normal)

Departure (AP on)

RNP 0.1 (normal)

RNP 0.2

RNP 0.3

RNP 0.2

(non normal)

(non normal)

(non normal)


Availability planned Q2 2009



June 09

Page 13

The RNP AR limited to 0.3. RNP AR procedures are not all equivalent in terms of exposure:


Flight

around obstacles Noise abatement, Track miles saving, Traffic management, ….


June 09

Page 14

The RNP AR limited to 0.3. On OnA318/A319/A320/A321 A318/A319/A320/A321 &&A330/A340-600/A340-500 A330/A340-600/A340-500

w e N

Approach


(AP on)


RNP 0.3 (normal &

(AP on)

non norm)

•

Availability end of the year 2009, or early 2010,

•

No LAT DEV required.

•

reduced set of equipment


Departure

June 09

Page 15

Content





June 09

Page 16

FMS Landing System (FLS) • Airbus has decided to modify the current cockpit design for Non Precision Approach operational procedures to provide similar interface for Non Precision Approach as for Precision Approach (ILS Look alike)


• This new design allows conducting existing non precision approaches (VOR, VOR/DME, NDB, NDB/DME, GPS) in the same manner as Precision Approach (ILS/GLS) with similar display, guidance & warnings. •This function is autonomous and does not require any additional information from the ground. •Applies to straight in approach flight path.

FLS is a new way to fly NPA – not a new type of approach ICAO LVP&APV workshop

June 09

Page 17

FLS Principle • Based on database stored data, an FLS approach beam is defined. Then, lateral and vertical deviations between the FLS beam and the computed aircraft position are computed by the MMR and used for guidance and display to the pilot.


Anchor point

The FLS virtual beam is defined by: • Anchor Point • Course • Slope

FLS beam

FAF

FLS beam FAF Anchor Point

Course

Slope

Anchor Point ICAO LVP&APV workshop

June 09

Page 18

FLS display


6

5

1) Pseudo LOC scale & index 2) Pseudo G/S scale & index 3) Course pointer 4) FLS beam definition Anchor Point identification Slope Distance to RWY threshold 5) Approach capability 6) AP/FD guidance modes

2

4 ICAO LVP&APV workshop

3 1 June 09

Page 19

FLS Benefits • Stabilized approach Enhanced

safety operation:

– 80% of approach accidents occur on non stabilized approaches FLS

available all over the world:

– non precision approaches published on any airport in the world

• ILS Look alike © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

HMI

close to precision approaches Reuse of ILS pilot skills , reduction in training needs. Use of ILS guidance laws in Flight Guidance: same behavior as precision approaches Temperature compensated


June 09

Page 20

FLS policy and schedule • FLS is a Multi Programme Project – Will be certified on all current Airbus fly-by-wire aircraft Basic

on A380 and A350

Optional

on SA and LR programs


• Certification schedule: A380:

At Entry into service A320 family: end 09 A330/A340 family: from 2010


June 09

Page 21

Content





June 09

Page 22

Satellite Landing System Allows to fly RNAV (GNSS) approaches with vertical guidance down to 200ft without any xLS ground station First step: A350XWB

Future steps:

procedures: RNAV GNSS with LPV minima (down to 200’) Technical enabler: GPS+SBAS Coverage: multi regional Cockpit integration (HMI, NDB, ..)


Targeted

GPS L1 SBAS L1 GALILEO L1/E5 GPS L1 GPS L1 WAAS L1

2003 ICAO LVP&APV workshop

Technical

enablers: all new GNSS means capable of LPV200’ Coverage: worldwide

GPS L1/L5 SBAS L1/L5 GALILEO SOL L1/L5

GPS L1 W. / E. L1 WAAS/ EGNOS L1 GAGAN/ MSAS L1

2009

2011

GPS L1/L1C/L5 SBAS L1/L5 GALILEO SOL L1/L5

2013

A350XWB

2018

2023 June 09

Page 23

Main benefits No need for local ground station

Provide geometrical vertical guidance


Give access to RNAV GNSS with LPV minima down to 200’

SBAS


June 09

Page 24

Experimental flight tests • SBAS flight tests performed on A380 With

a modified MMR, In an experimental configuration with SBAS on one side and GBAS on the other side To mature function for A350 and collect SBAS data

• Project launched for A350 to provide SBAS Landing © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

System (SLS) with capability to perform LPV-200 approaches (where available)

• Currently no plans to introduce SLS for existing programmes


June 09

Page 25

Content





June 09

Page 26

Conclusion 9Satellite based systems and RNP operations foreseen as the final successor to ground based aids. 9Airbus supports the development of new landing systems in line with operator requirements.


¾MLS, FLS, SBAS (SLS) ¾MMR is the key to enable all approaches (precision and non precision) to be flown the same way.

9RNP AR : most of the fly by wire a/c are RNP AR capable. ¾Airbus has already met more stringent EASA requirements ¾Reduced operational demonstration for airlines ¾Higher confidence from national authorities


June 09

Page 27

Proprietary document. By taking delivery of this Presentation (hereafter “Presentation”), you accept on behalf of your company to comply with the following. No other property rights are granted by the delivery of this Presentation than the right to read it, for the sole purpose of information. This Presentation, its content, illustrations and photos shall not be modified nor reproduced without prior written consent of Airbus S.A.S. This Presentation and the materials it contains shall not, in whole or in part, be sold, rented, or licensed to any third party subject to payment or not. This Presentation may contain market-sensitive or other information that is correct at the time of going to press. This information involves a number of factors which could change over time, affecting the true public representation. Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein. The statements made herein do not constitute an offer or form part of any contract. They are based on Airbus information and are expressed in good faith but no warranty or representation is given as to their accuracy. When additional information is required, Airbus S.A.S can be contacted to provide further details. Airbus S.A.S shall assume no liability for any damage in connection with the use of this Presentation and the materials it contains, even if Airbus S.A.S has been advised of the likelihood of such damages. This licence is governed by French law and exclusive jurisdiction is given to the courts and tribunals of Toulouse (France) without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction.

AIRBUS AND APV LVP APPROACHES

Recommend Documents