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

www.aaldemo.eu

Next steps: More demonstrations More operational environments Standards & regulations