dual head-up guidance system (hgs) on embraer 190/195

Dual HGS on E190/195WATS 28.April 2010Seite 1

Dual Head-Up Guidance System (HGS) on Embraer 190/195


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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


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


Decision for Dual HGS on the Embraer 190/195 family

Head-Up Display

Formes the core of man-machine system

Enables Pilot to remain the active controller

Higher Level of

Man – Machine Integration


Flight Safety and Operational Benefits

Risk Assessment

Will a flight be safer

when using HGS ?



Risk Assessment

Autoland HGS

CAT III CAT III

Where did we start with HGS ?What are the risks?


T/O Taxi

Traffic, WXApproach, Landing, Taxi

Cat IIIa Autoland only usedin approach and for landing

HGS can be used in all phases of flight

Data


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



Design

Σ F = m x a

E = ½ m v²

Precise Energy - Management Indication

Speed Error Tape Flight Path Symbol

Acceleration Caret



Design

Instantaneous Indication auf Brake / Autobrake Performance

Immediate Decision Tool

Reduced Risk of Runway Overrun /Excursion

RWY2500LO

MED

HI



Data

Improved Touch Down Performance

Improved Landing Footprint

No HGS With HGSCRJ

MUC RWY 08R



AnalysisHead-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

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

Flight Path Reference – Visual Approaches

Better Energy Management During Rejected Takeoffs (RTO)

EVS / Synthetic Vision

Intuitive Upset Recovery

A/L Capability



Analysis Results

Autoland

HGS

CAT III

CAT III



RisksDo Pilots become HGS criples?

Will they maintain PFD or Head down skills ?

Flying against the sun?

Flying at night ?



Analysis

HGS Symbology compatible with PFD

Flight Path Vector Flight Path Angle


4 HGS Proficiency Levels

Level 1 : Initial IntroductionTunnelling, Fixation, Adaptation (can be reduced using FTD)

Level 2 : Secondary AwarenessPrioritizing the information acquisition (FFS Phase)

Level 3 : A World beyond the combinerIntegration HGS into conformal world and combining other cockpit information

Level 4 : The HUD as another flight Deck Tool / HGS as the Primary Flight Display ReferenceFinal Stage of proficiency, symbology becomes second naturePilot becomes more aware of air mass effect and performance (Aircraft)




Analysis Results

RISK = Threat

Defence Measures


The system is: human(s) + machine

Optimize the system, not the machine

Mindell´s Law*) :


Analysis Results



Analysis ResultsConclusions 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



Analysis ResultsWhy 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



Analysis ResultsIncreased 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



Risk Assessment

Will a flight be safer

when using HGS ?

Yes !



Analysis ResultsBoth Pilots need the same level of information

Both pilots need to have the same tools for HGS benefits

Both pilots are active controllers !

Dual Independant HGS Installation

Decision:


Operational Aspects


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



Operational Benefits

Will a flight be more

economical with HGS ?

Yes !


Operating Philosophy

HGS Operation

HGS will be used during all phases of flight

All Approaches will use the same SOPs.

Flight Path - Energy Flying Pitch - Power

Use of an appropriate Level of Automation is a Standard Procedure

Manual Flying while using Autothrottle

Practicing Manual Flying Skills is encouraged ( Pilots to keep proficient with basic flying skills)

First Officers qualified to conduct CAT III Approaches (2011)


Achievements

HGS Operation

CAT III Operational Approval after 6 weeks of Operation

GPS Approaches - RNP ready

Steep Approach Approval into London City Airport (5,5°) E190 only

All Non Precision Approaches flown as CDA - like an ILS

Flight Path Controlled Landing Technique


Training Outline & Requirements

Training

Competency-Based Training and Assessment DOC 9868

New setup of Training to include FTD and FFS



Training

JetBlue First Dual HGS Operator on E 190 in 2006

Advanced Training and Qualification Program on A320 and E190

HGS Training from Day 1

CBT Home Study Phase

Use of FTD and FFS

Solution Based Training

Task Allocation



Training

Basic CAT III Training in FTD

System Knowledge using FTD

Integrating HGS Training

Procedure Training



Training

Criterias as per JAR FCL

Elimination of Memory Items and use of QRC

Extended Training for unreliable airspeed and altitude

Flying with STBY Instruments only

Double Engine Failure

CAT III Operation with Single Engine Operation

Emergency Descend with pilot´s incapacitation

Special Training Event without the use of a QRH


Growth Capability

Future Developements

Enhanced Vision System Synthetic Vision System

Technical Feasibility vs. Economy


Growth Capability


Takeoff Safety Enhancement:

Thrust = F = m x a

Insufficient Thrust:

Precise Tool for Abort Decision


Growth Capability


Takeoff and Landing Safety Enhancement:

Remaining Runway Alert

Precise Tool for Landing Abort Decision

http://en.wikipedia.org/wiki/File:Airfrance_flight358.svg


Research

Future Developments

M.I.T Center for Automation, Robotics & Society

MIT International Center for Air Transportation

Evaluation & Verification of Training Programs with

Studies and Future Concepts


The Journey has started

Thank You !

dual head-up guidance system (hgs) on embraer 190/195

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