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TRANSCRIPT
ICAO Final Approach Symposium
1st February 2017
Dr Jean-Philippe Ramu
NetJets Europe pilot & SESAR Technical Manager
Ops Credit for Advanced Aircraft EquipmentImproving Accessibility at Secondary Airports
Summary
The Augmented Approaches to Land project aims atshowing the complementarities between severalapproach solutions into different operationalenvironments.
It demonstrated that satellite-based augmentednavigation and augmented vision can improve theaccess while reducing the environmental impact of alltypes of Airspace Users into all types of airports.
SESAR Large Scale Demonstration
Augmented Approaches to Land
GBAS/SBASRNP to xLS
EFVSSVGS
AdvancedProceduresenabled by:
Focus on improvements at secondary airports
2015 – 2016 effort by
DomainConsortium
Member
Airspace Users
EBAA
Lufthansa
NetJets
SWISS
Air NavigationService Providers
ANS CR
DFS
DSNA
Skyguide
Airport OperatorsFraport
Zurich Airport
AirframeManufacturers
Airbus
Dassault Aviation
Avionics SuppliersElbit Systems
Honeywell
Procedure Design DLR
Coordinator:
Communication:
www.aaldemo.eu
WP3 EFVSWP2 SVGSSESAR Large Scale Demonstration
Augmented Approaches to Land
SVGS/EFVS Demonstrations Overview
Synthetic Vision Guidance System(SVGS)
Objective:
DemonstrateDH -50ft atCat I airports
74
Ostrava, Brno,Karlovy Vary
Enhanced Flight Vision System(EFVS)
Objective:
DemonstrateRVR 300M atsecondaryairports(includingAFIS airports)
960(FFS)
Bergerac, Perigueux,Groningen
Two complementary technologies:
SVGS Results
Lateral
CTQ value = 1 dot*
Absolutedeviations
[feet]
All airports
ILS and LPV
Manual andAutopiloted
Total 74 app
Vertical
CTQ value = 1 dot*
* 1 dot value not to scale on this page (for illustration only)
012345678910111213
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
1
Distance to LTP [NM]
Ho
rizo
nta
lT
SE
[do
ts]
SVGS - Horizontal TSELKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 74 Approaches
CTQ Value
012345678910111213
-1
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0.8
1
Distance to LTP [NM]
Vert
icalT
SE
[do
ts]
SVGS - Vertical TSELKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 74 Approaches
CTQ ValueAll airports
ILS and LPV
Manual andAutopiloted
Total 74 app
Lateral Vertical
SVGS concept includes improved vertical guidanceand improved situational awareness
0 500 1000 1500 2000 2500 3000 3500 4000
-100
-50
0
50
100
Devia
tio
nfr
om
Cen
tralL
ine
[ft]
SVGS - Touchdown Zone (1st Third of RWY)LKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 33 Approaches
LKMT
LKKV
LKTB
Performance for DH -50ft atCat I airports demonstrated
SVGS Results
Relative deviations [1 dot]
SVGS enables DH -50 feet
Need to demonstrateRVR300M at secondaryairports (including AFISairports)
ComplementaritiesExtends
Instrumentsegment
HUD/EVS enables reduced visibility (2/3)
Enhances visual segment
EFVS to Landconcept
RVR as low as 300M
But what are thesecondary airports LVPminimum requirementsfor landing?
* with new generation sensors
Airports Capacity StudyMainly used by Business Aviation
Today 50% increase in accessibility during marginal weather
Tomorrow* 80% increase in accessibility during marginal weather
Especially when major airports are congested
Potential for:
Aerodrome/ATM Studyfor Low Visibility Proceduresat secondary airports
Recommendations in 6 domains to enableEFVS operations with Ops Credit at secondaryairports with RVR as low as 300M:
Installation: 3D approachATC or AFIS airportRVR information...
LVP: One movement at one time... Procedure design: VSS clear of obstacles
Balked ldg obst clearance... Charting: Remark “EFVS authorised...” Phraseology: Dedicated terminology... Flight Plan: EFVS300M in field 18...
DGT 379036
Well received by EASA and FAA Considered in EASA AWO RMT0379
FIRST INITIATIVE
Demo flight wasperformed to Bergeracand Périgueux.
Proposed proceduresevaluated as acceptablein terms of installationrequirement andprocedural change.
EFVS to Land conceptAir Procedures
The concept « EFVS to Land »* improves the existing EFVSoperations by:
Decreasing crew workload and improving CRM and SA (dual HUD) Getting access to lower minima (down to RVR300M) Increasing reliability of operation success thanks to Predicted EFVS
performance
* issued from ED1789B/DO315B and recognized by FAA, regulation activity in progress on EASA side (RMT 0379)
Air Procedures recommendations: EFVS crew procedure should be as much as possible aligned with
other procedures used for approaches An efficient collaboration between PM and PF is essential The use of automation should be encouraged The feasibility of the operation in RVR300M on runways without
centerline should be further analyzed (in flight) More trial flights in real life environment at more airports, over more
weather conditions and involving more airspace users
Evaluated through 60 FFSruns, involving line pilot andincluding abnormal scenarios