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DIRECTION TECHNIQUE CERTIFICATION Page 1
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CREW, AUTOMATION & SAFETY CREW, AUTOMATION & SAFETY
Glasgow ASAS TN2
September 12th 2006
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Safety LevelSafety Level
TODAY SITUATIONDuring the last ten years, aircraft safety has improved. Progress mostly due to :
Development of avionics (large displays, situation awareness, status of A/C trajectory, GPS)
Development of Collision avoidance (ground GCAS, air TCAS)
TOMORROW EXPECTATIONSUsers expect a safety improvement by a factor of "ten", meaning no more than one
accident in Europe in commercial transportation every three to five years.
Achievement of this ambitious objective will request efforts in all domains with :A new approach of aircraft systems (better monitoring, fail passive & fail operative
generalization)
A large effort in the domain of continuous airworthiness
A redefinition of the crew role (pilot misjudgment is becoming the prime source of accident)
Nevertheless for years and years the pilot will remain the "ultimate computer"
GCAS : Ground Collision Avoidance System
TCAS : Traffic Collision Avoidance System
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Crew RoleCrew Role
TODAY SITUATIONIn RVSM airspace (cruise condition) aircraft are in autopilot mode
On most aircraft low visibility approaches (Cat 3) are only possible in autopilot mode
Pilots understand that in most situations automatic systems performed better than them
MORE AND MORE AUTOMATION WILL IMPROVE FLIGHT SAFETYGeneralization of automation in all phases of flight
What is "normal" today in bad weather conditions (turbulence, low visibility) must become the general rule and this whatever the weather conditions
Generalization of automatic check lists following system failures
AN ABSOLUTE NECESSITY "KEEP THE PILOT IN THE LOOP"Pilot must stay the "Boss" (the ultimate computer)
Better tactical situation, generalization of the use of flight path vector, vertical path display
Large horizon display with "Synthetic Vision System"
"Head Up Display" with "Enhanced Flight Vision System"
RVSM : Reduced Vertical Separation Minimum
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Crew RoleCrew Role
CREW WORKLOADIn terminal area, under critical circumstances crew workload can be high (too high)
Communications in use today represent a large part of the pilot workload Solution is to use datalink and to limit voice coms to a minimum (specific procedures)
Aircraft configuration management is an other oneSolution is to develop automatic management of Slats, Flaps, A/B, Landing gear and to use FBW to maintain the aircraft in its flight envelope and to counter engine failure
CREW COORDINATIONGenerally airliners are proud of their "crew procedures"
Unfortunately these procedures are sources of misunderstandings and errors
Solution : One pilot in charge of the flight behavior, the other one in charge of the monitoring
PILOT FORMATIONIt's a new and difficult challenge. Aviation will need more & more pilots.
Pilot selection criteria are changing "less skill, more expertise"
FBW : Fly by Wire
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Cockpit Crew OrganizationCockpit Crew Organization
COCKPIT "1+1" PILOTS (CS/FAR 25-1523)Purpose of this cockpit is :
To Allow long duration fights with only two pilots
To improve the safety of the flight
In cruise, "1" pilot controlling the aircraft, "1" pilot resting in his seatFlight in fail passive / fail operative mode (no need of pilot immediate action)
In TMA "1" pilot controlling and flying the aircraft, "1" pilot monitoring the flight In case of abnormal situation the copilot is in charge to order and to proceed to a "Go Around"
COCKPIT "1" PILOT + "1" QCM (Qualified Crew Member) (CS/FAR 25-1523)The QRM has the minimum qualification to land the aircraft in case of pilot incapacity
Purposes are to allow : FAR 25 BizJets to operate in a similar way than FAR 23 VLJ (maintaining a better safety
level)
Non professional pilots to flight a modern business jet (under pilot control)
TMA : Terminal Area
VLJ : Very Light Jet
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Cockpit Crew OrganizationCockpit Crew Organization
COCKPIT "1" QCM (Qualified Crew Member) (CS/FAR 23/25-1523)Purpose of this cockpit
To allow FAR 25 aircraft (Cargo) operations with only one crewmember
To allow FAR 23/25 Business Jet operations with only one crewmember
Aircraft configurationThe aircraft is configured as a UAV (flight might be made in complete automatic
mode)
The crewmember monitors the flight operation and intervenes in case of malfunction
The crew can flight the aircraft through the FBW but only using upper modes
Less crew qualificationNo direct flight operation in "roll" mode (to avoid spatial disorientation effects)
Initial application VLJ aircraft ( Eclipse is envisaging on its VLJ "an automatic aircraft recovery system
in the event of pilot incapacitation).
AC 25-1523-1 Minimum Flight Crew 4.c.(4)(vi)(B) Although Part 25 does not specifically disallow certification of single piloted transport category airplanes, the FAA has been reluctant to approve this operation when all aspects of the intended use of the airplane and the consequence of pilot incapacitation are considered, as well as the historical accident record noted in paragraph (A) above.
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The Future "One Pilot & a Dog"The Future "One Pilot & a Dog"
"I bite… If the pilot try to touch any control""I bite… If the pilot try to touch any control"
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COLLISION PREVENTION COLLISION PREVENTION &&
ASASASAS
ASAS : Airborne Separation Assistance System
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Aircraft Separation & Collision AvoidanceAircraft Separation & Collision Avoidance
TODAY METHODIn controlled airspace, ATC controllers are in charge of the aircraft separation, pilots are in
charge of collision avoidance (see & avoid principle)
Aircraft separation and collision avoidance are relevant of application of operational rules
PROPOSALIs to apply to “Aircraft Separation and Collision Avoidance” a method similar to the
method used for certification of aircraft system (CS 25 or CS 23 paragraph 1309)
Method based on “safety targets” validated by “safety analysis” (no longer on see & avoid principle)
CONSEQUENCESElimination of all common points, no single failure must have catastrophic effect (baro-alt)
More independence between “Aircraft Separation” and “Collision Avoidance” functions
All flying machines must become cooperativeTransponder for aircraft (machine with electrical power source)Equipment to be developed for ultra light machine (AGPS can be a candidate)
AGPS : Assisted GPS (a combination of GPS and mobile phone)
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ASASASAS ASAS (Airborne Separation Assistance System)
Traffic increase will increase the number of actions to maintain proper A/C separation
There is a need to put the "pilot in the loop" and so to develop ASAS methods
ASAS means also additional workload for the crew
ASAS CONCERNS & PROPOSALSSymbology must be "crystal clear" (Controller in absolute mode, crew in relative motion)
Actions must always follow the same rules and must be coordinated (ATC & crews)
A PRELIMINARY PROPOSAL FOR "AIRCRAFT CROSSING"The procedure will have to be initiated by the ATC controller (normal case)
Only one aircraft will do the maneuver, the aircraft which is passing "aft" (wake vortex)
The maneuver will consist in a turn (track change) in the direction of the intruder
To minimize the trajectory change, the maneuver will be initiated when the track change will correspond to a predetermined selected value (20°)
The procedure can be made in automatic mode (pilot arming the sequence)
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ASAS Symbology (first draft)ASAS Symbology (first draft)
020
5SEPARATION F7X F-WIDE5 nm 03:20
X122.5 nm 04:30
11 38 ZX1
FMS1
000
5SEPARATION F7X F-WIDE3 nm 03:30
NTS62.5 nm 08:00
11 44 ZX1
FMS1
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Concerns Concerns FIRST CONCERN
It is important to keep independent aircraft separation (ADS-B) from collision avoidance
In case of TCAS alert (TA), ASAS symbology must be removed and replaced by TCAS one
There is a risk that a pilot involved in an ASAS action will not thrust the TCAS order
Solution might be to implement an automatic TCAS SECOND CONCERN
A communication party (A/C crews & controller) must be implemented (Data link & voice)Party organized by ATC controllerCoordination by messages (A/C doing the maneuver, start and end of maneuver)
THIRD CONCERNAccuracy of A/C positions (accuracy and time delay)
Integrity of aircraft positions (GPS), (possibility to correlate aircraft distance (mode S))
Use of a common means of communication (TCAS mode S, ADS-B 1090 ES) POSSIBILITY
Possibility to reduce separation distance without wake vortex effect, by increasing the "aft aircraft" altitude to flight slightly above the intruder (~100 ft baro-alt & GPS alt)
In any case "separation distance" must be sufficient to not trigger TCAS TA
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Questions ?