Ops Credit for Advanced Aircraft Equipment Improving Accessibility at Secondary Airports ICAO Final Approach Symposium 1 st February 217 Dr Jean-Philippe Ramu NetJets Europe pilot & SESAR Technical Manager
SESAR Large Scale Demonstration Augmented Approaches to Land Advanced Procedures enabled by: Summary The Augmented Approaches to Land project aims at showing the complementarities between several approach solutions into different operational environments. It demonstrated that satellite-based augmented navigation and augmented vision can improve the access while reducing the environmental impact of all types of Airspace Users into all types of airports. GBAS/SBAS RNP to xls SVGS EFVS Focus on improvements at secondary airports
215 216 effort by Coordinator: SESAR Large Scale Demonstration Augmented Approaches to Land WP2 SVGS WP3 EFVS Domain Airspace Users Air Navigation Service Providers Airport Operators Airframe Manufacturers Avionics Suppliers Procedure Design Consortium Member EBAA Lufthansa NetJets SWISS ANS CR DFS DSNA Skyguide Fraport Zurich Airport Airbus Dassault Aviation Elbit Systems Honeywell DLR Communication: www.aaldemo.eu
SVGS/EFVS Demonstrations Overview Two complementary technologies: Synthetic Vision Guidance System (SVGS) Enhanced Flight Vision System (EFVS) 74 Objective: 9 6(FFS) Objective: Ostrava, Brno, Karlovy Vary Demonstrate DH -5ft at Cat I airports Bergerac, Perigueux, Groningen Demonstrate RVR 3M at secondary airports (including AFIS airports)
SVGS Results Lateral CTQ value = 1 dot* Absolute deviations [feet] Vertical CTQ value = 1 dot* All airports ILS and LPV Manual and Autopiloted Total 74 app * 1 dot value not to scale on this page (for illustration only)
SVGS Results Performance for DH -5ft at Cat I airports demonstrated All airports SVGS - Horizontal TSE LKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 74 Approaches SVGS - Vertical TSE LKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 74 Approaches 1.8.8.6.6.4.4.2 -.2.2 -.2 -.4 -.4 Relative deviations [1 dot] -.6 -.6 -.8 -.8 Total 74 app -1-1 13 CTQ Value CTQ Value Vertical TSE [dots] Manual and Autopiloted Vertical 1 Horizontal TSE [dots] ILS and LPV Lateral 12 11 1 9 8 7 6 5 4 3 2 1 13 12 11 1 9 8 7 6 5 4 3 2 1 Distance to LTP [NM] Distance to LTP [NM] SVGS concept includes improved vertical guidance and improved situational awareness SVGS - Touchdown Zone (1st Third of RWY) LKMT-LKKV-LKTB, ILS and LPV, Autopiloted and Manual, 33 Approaches LKMT LKKV LKTB Deviation from Central Line [ft] 1 5-5 -1 5 1 15 2 25 3 35 4
Complementarities Extends Instrument segment Enhances visual segment EFVS to Land concept SVGS enables DH -5 feet HUD/EVS enables reduced visibility (2/3) RVR as low as 3M Need to demonstrate RVR3M at secondary airports (including AFIS airports)
Airports Capacity Study Mainly used by Business Aviation Potential for: Today 5% increase in accessibility during marginal weather Tomorrow* 8% increase in accessibility during marginal weather Especially when major airports are congested But what are the secondary airports LVP minimum requirements for landing? * with new generation sensors
FIRST INITIATIVE Aerodrome/ATM Study for Low Visibility Procedures at secondary airports DGT 37936 Demo flight was performed to Bergerac and Périgueux. Recommendations in 6 domains to enable EFVS operations with Ops Credit at secondary airports with RVR as low as 3M: Installation: Proposed procedures evaluated as acceptable in terms of installation requirement and procedural change. Well received by EASA and FAA Considered in EASA AWO RMT379 3D approach ATC or AFIS airport RVR 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: EFVS3M in field 18...
Evaluated through 6 FFS runs, involving line pilot and including abnormal scenarios EFVS to Land concept Air Procedures The concept «EFVS to Land»* improves the existing EFVS operations by: Decreasing crew workload and improving CRM and SA (dual HUD) Getting access to lower minima (down to RVR3M) Increasing reliability of operation success thanks to Predicted EFVS performance 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 RVR3M 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 * issued from ED1789B/DO315B and recognized by FAA, regulation activity in progress on EASA side (RMT 379)
Next steps: More demonstrations More operational environments Standards & regulations www.aaldemo.eu