dual head-up guidance system (hgs) on embraer 190/195 09/kemeny.pdf · dual hgs on e190/195 eats...
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Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 1
Dual Head-Up Guidance System (HGS) on Embraer 190/195
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 2
Lufthansa CityLine
Christof-J. Kemény
Dipl.-Ing. Aeronautical Engineering
Training Captain CRJ/E190
Training Standards CRJ / EMJ Fleet
Simulator Evaluation Pilot
Certification for CRJ700/900 HGS 4200
Project Pilot E190
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 3
Lufthansa CityLine
Head Up Display / Head Up Guidance System
Historic Background
Decision for Dual HGS on the Embraer 190/195 family
Flight Safety and Operational Benefits
HGS Operational Philosophy
Training Aspects
Future Developments
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 5
Historic Background
Landing Point Designator (Lunar Module)
High Level Control of vehicle´s trajectory
High Level & Effective Descision Making Input
Pilot supported by Computer and Avionics
Ideal allocation of tasks:
Pilot: Assessing
Monitoring
Deciding
Back-Up for Automation
Machine: Precise Thrust Control
Data Computations
Warnings and Alerts
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 6
Historic Background
Landing Point Designator (Lunar Module)
Formed the core of man-machine system
Enabled Pilot to remain the active controller
Highest Level of
Man – Machine Integration
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 7
Decision for Dual HGS on the Embraer 190/195 family
Head-Up Display
Pilot remains an active controller
High Level of Man - Machine Integration
Risk Assessment
Flight Safety
Flight Ops Benefits
Future Development Capabilities
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 8
Flight Safety and Operational Benefits
Risk Assessment
Will a flight
be safer
when using
HGS ?
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 9
Flight Safety and Operational Benefits
Risk Assessment
Autoland HGS
CAT III CAT III
Where did we start with HGS ?
What are the risks?
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 10
T/O
Taxi
Traffic, WXApproach,
Landing, Taxi
Cat IIIa Autoland only used
in approach and for landing
HGS can be used in all phases of flight
Analysis
Flight Safety and Operational Benefits
Only approx. 2% of all landings with Autoland
During > 97% of all approaches no Safety Benefits with Autoland
Autoland Systems limited for straight and standard ILS/MLS Approaches
Autoland not capable for PBN/RNP Approaches, (design & certification)
HUD Safety Benefits during 100% of all flights from Takeoff until Landing
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 11
Flight Safety and Operational Benefits
Analysis
Flight path vector (information)
conformal with the real world
„What you see is what you get“
Flight Path Acceleration symbol “ > ”
for precise Energy Management
Σ Forces of thrust, drag, and
the air mass
Precise A/C Control with eyes ouside
What do you get?
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 12
Flight Safety and Operational Benefits
Analysis
Acceleration Caret
Flight Path acceleration (or
deceleration) of the aircraft
along the Flight Path
Σ F = m x a
E = ½ m v²
Precise Energy / Management Indication
Speed
Error Tape
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 13
Flight Safety and Operational Benefits
Analysis
Instantaneous Indication auf Brake / Autobrake Performance
Immediate Decision Tool
Reduced Risk of Runway Overrun /Excersion
RWY
2500
LO
MED
HI
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 14
Flight Safety and Operational Benefits
Analysis
Improved Touch Down Performance
Improved Landing Footprint
No HGS With HGSMUC RWY 08R
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 15
Flight Safety and Operational Benefits
Analysis
Head-Up Flight Operations Full Time Providing Greater Situational
and Operational Awareness
Superior Precision Control and Energy Management in all Regimes
of Flight
Low Visibility Takeoff on Type II and Type III localizers
Category II/III Approaches
Rollout Guidance for AIII mode
Category II Approaches on Type I ILS Beams
Category III Approaches on Type II ILS Beams
Reduced ILS Interference
RNP / GLS / PBN / LPV Approaches
Runway Remaining
Deceleration Rate Index
Tailstrike Advisory
Smoother TCAS Corrective Guidance
No Transition Head-Down to Head –Up at DA(H
Reduce Minima by replacing or supplementing
approach and runway lighting
Improved Single Engine Operation in T/O
Weather Avoidance
Superior Steep Turns / Stall Recovery
Selectable Descent Path Using Glideslope
Reference Line - Non-Precision Approaches
and IMC/VMC Approaches
Better Energy Management During Rejected
Takeoffs (RTO)
EVS / Synthetic Vision
A/L Capability
HGS vs Autoland
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 16
Flight Safety and Operational Benefits
Analysis Results
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 17
Flight Safety and Operational Benefits
Analysis Results
Both Pilots needs same level of information
Both pilots should have the same tools for HGS benefits
Both pilots are active controllers
Dual Independant HGS Installation
Decision:
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 18
Flight Safety and Operational Benefits
Analysis Results
RISK = Threat
Defence Measures
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 19
The system is:
human(s) + machine
Optimize the system,
not the machine
Mindell´s Law*) :
Flight Safety and Operational Benefits
Analysis Results
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 20
Flight Safety and Operational Benefits
Analysis Results
“HGS: A Powerful Tool for Accident Prevention”
Safety Benefits of HGS TechnologySeptember 2009 Report
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 21
Flight Safety and Operational Benefits
Analysis Results
Conclusions of Report September 2009
HGS would have likely or highly likely prevented the following
percentage of a accidents
– 38% of all the accidents/incidents
• 69% of Takeoff and Landing Accidents
• 57% of Loss-of-Control Accidents
• 33% of Miscellaneous Accidents
• 19% of Propulsion Accidents
• 3% of Undercarriage related accidents
The most influential individual HGS safety properties were:
– Flight Path Vector
– Flight Path Acceleration
– Speed Error Tape
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 22
Flight Safety and Operational Benefits
Analysis Results
Why are dual HUDs standard on the B 787 Dreamliner ?
• Principal argument: “Standard equipment
dual HUDs will save at least one aircraft
over the life of the program”
• 90% of customers wanted dual HUDs but
Boeing assumed only 10 to 20% would
select the option
– Limited “hard” payback on autoland
equipped aircraft
– Most airlines have difficulty quantifying
safety benefit
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 23
Flight Safety and Operational Benefits
Analysis Results
Increased Situation Awareness for both pilots
Conformal Flight Path Vector with HUD compatible to HDD
Real Time Aircraft Energy Monitoring and improved assessment of deviations
Increased Landing Accuracy (Landing Footprint)
Reduced Risk of Hard Landings / Tailstrike
Visual Indication of Brake Performance and Remaining Runway
Improved Decision Making Tool during Takeoff, Approach and Landing
Intuitive Guidance during abnormal situations, e.g. Unusual Attitude, Engine failure
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 24
Flight Safety and Operational Benefits
Risk Assessment
Will a flight
be safer
when using
HGS ?
Yes !
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 25
Operational Aspects
Flight Safety and Operational Benefits
Reduced Minimas with HUD (EU OPS: Lower than CAT I/II minimas)
PBN / RNP Capability - Operational Benefits with EGNOS starting end of 2009
PBN / RNP Takeoff and Go-around
GBAS / LPV approaches evolving
October 2009: FAA CAT I : 1400 ft / DH 150 ft
CAT IIIb Capability (FAA)
All Approaches using the same operational procedures
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 26
Operational Aspects
Flight Safety and Operational Benefits
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 27
Flight Safety and Operational Benefits
Operational Benefits
Will a flight
be more
economical with
HGS ?
Yes !
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 28
Operating Philosophy
HGS Operation
HGS will be used during all phases of flight
All Approaches will use the same SOPs.
Use of Automation will be Standard
Manual Flying while using Autothrottle (e.g. CAT III)
Practicing Manual Flying Skills will be encouraged
( Pilots to keep proficient with basic flying skills)
Failure Policy to cover partial HGS failures
Flight Data Analysis to refine SOPs
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 29
Training Outline & Requirements
Training
Partners
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 30
Training Outline & Requirements
Training
3 weeks Ground Course incl. FCL Written Test
10 FFS Missions incl. All Weather Ops for Cpt/FO
Skill Test by CLH TRE
36 Legs Line Supervision Training (Experienced CLH Crews)
4 Legs Line Check
Ready Entry FO : 1 Simulator Session during Line Supervision
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 31
Training Outline & Requirements
Training
Entitlement Training for CRJ (HGS) and AVRO (non HGS) Pilots
Full Flight Simulator with dual HGS
No additional costs or training
Dual HGS during Ground Phase Training is desired
Non HGS pilots may need extra FFS Mission as HGS Introduction
No special requirements to keep CAT III proficiency
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 32
Training Outline & Requirements
Training
Competency-Based Training and Assessment DOC 9868
New setup of Training to include FTD and FFS
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 33
Training Outline & Requirements
Training
JetBlue First Dual HGS Operator on E 190 in 2006
Advanced Training and Qualification Program on A320 and E190
CBT Home Study Phase
Use of FTD and FFS
LOFT oriented FFS Training
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 34
4 HGS Proficiency Levels
Training
Level 1 : Initial Introduction
Tunnelling, Fixation, Adaptation (can be reduced using FTD)
Level 2 : Secondary Awareness
Prioritizing the information acquisition (FFS Phase)
Level 3 : A World beyond the combiner
Integration HGS into conformal world and combining other cockpit information
Level 4 : The HUD as another flight Deck Tool /
HGS as the Primary Flight Display Reference
Final Stage of proficiency, symbology becomes second nature
Pilot becomes more aware of air mass effect and performance (Aircraft)
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 35
Growth Capability
Future Developements
Lufthansa CityLine to play an active partner in future upgrades
Full Approach and Flare Guidance for Steep Approach (London City)
Flare Guidance for all approaches (Autonomous Flare)
CAT IIIb Capability (FAA)
and :
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 36
Growth Capability
Future Developements
Enhanced Vision System Synthetic Vision System
Technical Feasibility vs. Economy
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 37
Growth Capability
Future Developements
HUD and EVS
for
FedEx Fleet
MD-11/10
B-757
B-777
A300-600
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 38
Growth Capability
Future Developements
Takeoff Safety Enhancement:
Thrust = F = m x a
Insufficient Thrust:
Precise Tool for Abort Decision
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 39
Growth Capability
Future Developements
Takeoff and Landing Safety
Enhancement:
Remaining Runway Alert
Precise Tool for Landing Abort Decision
Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 40
Research
Future Developments
M.I.T Center for Automation, Robotics & Society
MIT International Center for Air Transportation
NASA , Lyndon B. Johnson Space Center, Houston
Evaluation & Verification of Training Programs with
Studies and Future Concepts