Airbus aircraft capacities to support APV

Edith PABON-ALQUIER
Airbus Flight Operations Support & Services
Presented by:
ICAO LVP&APV workshop 9-11 June 2009
June 09 ICAO LVP&APV workshop Page 2
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Content
LNAV/VNAV Baro VNAV
RNP AR APCH
Airbus FMS Landing System - FLS
SBAS Satellite Landing System
Conclusion
June 09 ICAO LVP&APV workshop Page 3
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LNAV/VNAV Baro-VNAV
During LNAV/VNAV, Baro-VNAV, the aircraft system uses
barometric altitude to compare the vertical position of the
aircraft with vertical flight path computed by the FMS, also
using baro-referenced altitudes.
The fly-by-wire Airbus aircraft are equipped with integrated
LNAV/VNAV systems with accurate source of barometric
altitude.
Airbus fly-by-wire aircraft systems have been certified by
EASA to conduct Baro-VNAV approaches down to a
MDA/H of minimum 250ft.
June 09 ICAO LVP&APV workshop Page 4
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Content
LNAV/VNAV RNP APCH
RNP AR APCH
Airbus FMS Landing System - FLS
SBAS Satellite Landing System
Conclusion
June 09 ICAO LVP&APV workshop Page 5
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Airbus Basic RNP Capabilities RNP APCH
Basic certification was demonstrated by reference to the
MASPS DO-236 / ED-75
Achieved with AP or FD ON in GPS PRIMARY mode


Approach Terminal En-route
Airbus Certified Capability RNP 0.3 RNP 0.51 RNP 1(2)
Required Capability RNP 0.3 RNP 1 RNP 2(4)

RNP 0.3 applicable to straight in approaches designed under ICAO
PANS OPS or FAA TERPS criteria.
All Airbus equipped with FMS and GPS are capable to fly RNP APCH as
per ICAO PBN manual.
DH as low as 250 ft with FINAL APP mode (LNAV/VNAV ) guidance.
Note: This certification was not intended for RNP AR (or SAAAR) operations,
including RNP AR APCH of ICAO PBN manual.
June 09 ICAO LVP&APV workshop Page 6
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A procedure is RNP AR if one of the following
characteristic is present:
2 x RNP 2 x RNP
VEB VEB
RNP AR Concept
RNP values lower than 0.3 in approach
RNP AR Concept
RNP AR Concept
Curved flight path below FAF (RF legs)
Reduced obstacle protections, at 2xRNP, without buffers
June 09 ICAO LVP&APV workshop Page 7
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RNP AR Certification standards
In some cases, obstacle may be as close as 2xRNP.
Need to demonstrate a
Target Level of Safety of 10
-7
/approach
Including the effect of
system failures
Existing airborne systems are not capable
to meet this objective alone
Operational mitigations are required to achieve
the overall safety objectives (FOSA)
June 09 ICAO LVP&APV workshop Page 8
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RNP AR Certification standards
FAA:
Rely on Flight Operational Safety Assessment (FOSA)
Engine failure evaluation in ops context
A/C to be maintained within 2xRNP
EASA certification requirements:
Engine failure or probable system failures (>10
-5
/procedure):
A/C to be maintained within 1xRNP
Remote system failures (10
-5
to 10
-7
/procedure) :
A/C to be maintained within 2xRNP
Safe extraction for failures below 10
-7
June 09 ICAO LVP&APV workshop Page 9
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RNP AR below 0.3 Certification
RNP AR
EASA
Certification
Requirements
Lateral Deviation scale
Automatic NAV re-engagement
at GA initiation
Triple click upon loss of
FINAL APP or NAV
EGPWS with GPS position
and peaks mode
June 09 ICAO LVP&APV workshop Page 10
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New Lateral Deviation Indication:
L/DEV displayed on PFD
Position of the computed flight plan
Full scale: 2 dots = +/- 0.2 NM
Same symbol as the V/DEV
Improved XTK Error resolution on ND:
2 digits after the dot
When 0.02 XTK 0.29
RNP AR below 0.3 Certification
Lateral Deviation & Improved XTRK error resolution
V/DEV
SPEED FINAL APP
MDA 250
AP1
1FD2
A/THR
L/DEV
RNP
ON
RNP Push Button enables the LATDEV
display.
With latest standards of equipment, the P/B
is no more required:
The L/DEV is automatically displayed when
needed
June 09 ICAO LVP&APV workshop Page 11
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Certification for RNP AR below 0.3
A318/A319/A320/A321 aircraft
A318/A319/A320/A321 aircraft
RNP 0.1 (normal) and RNP 0.2 (non normal)
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
!
"
#
Availability planned Q4 2009
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
RNP 0.24 (non normal)
RNP 0.17 (normal) RNP 0.17 (normal) RNP 0.1 (normal)
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Requires Specific Set of Equipment Package
June 09 ICAO LVP&APV workshop Page 12
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Certification for RNP AR below 0.3
A330-200/-300 aircraft
A330-200/-300 aircraft
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
RNP 0.3 (non normal)
RNP 0.1 (normal) RNP 0.3 (normal) RNP 0.1 (normal)
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Availability planned Q2 2010
RNP 0.1 (Normal) and RNP 0.2y (non normal)
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
!
"
#
Requires Specific Set of Equipment Package
June 09 ICAO LVP&APV workshop Page 13
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Certification for RNP AR below 0.3
A340-500/-600 aircraft
A340-500/-600 aircraft
RNP 0.1 (normal) RNP 0.3 (normal) RNP 0.1 (normal)
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
RNP 0.2
(non normal)
RNP 0.3
(non normal)
RNP 0.2
(non normal)
Availability planned Q2 2009
Requires Specific Set of Equipment Package
June 09 ICAO LVP&APV workshop Page 14
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The RNP AR limited to 0.3.
Flight around obstacles
Noise abatement,
Track miles saving,
Traffic management,
.
RNP AR procedures are not all equivalent in terms of
exposure:
June 09 ICAO LVP&APV workshop Page 15
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The RNP AR limited to 0.3.
On A318/A319/A320/A321 & A330/A340-600/A340-500
On A318/A319/A320/A321 & A330/A340-600/A340-500
RNP 0.3 (normal & non norm)
Departure
(AP on)
Missed Approach
(AP on)
Approach
(AP on)
N
e
w
Availability end of the year 2009, or early 2010,
No LAT DEV required.
reduced set of equipment
June 09 ICAO LVP&APV workshop Page 16
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Content
LNAV/VNAV RNP APCH
RNP AR APCH
Airbus FMS Landing System - FLS
SBAS Satellite Landing System
Conclusion
June 09 ICAO LVP&APV workshop Page 17
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FMS Landing System (FLS)
FLS is a new way to fly NPA not a new type of
approach
Airbus has decided to modify the current cockpit design for Non
Precision Approach operational procedures to provide similar
interface for Non Precision Approach as for Precision Approach (ILS
Look alike)
This new design allows conducting existing non precision
approaches (VOR, VOR/DME, NDB, NDB/DME, GPS) in the same
manner as Precision Approach (ILS/GLS) with similar display,
guidance & warnings.
This function is autonomous and does not require any additional
information from the ground.
Applies to straight in approach flight path.
June 09 ICAO LVP&APV workshop Page 18
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FLS Principle
Based on database stored data, an FLS
approach beam is defined. Then, lateral
and vertical deviations between the
FLS beam and the computed aircraft
position are computed by the MMR and
used for guidance and display to the
pilot.
Anchor point
FAF
FLS beam
Slope
Anchor Point
FLS beam
FAF
Anchor Point
Course
The FLS virtual The FLS virtual
beam is defined by: beam is defined by:
Anchor Point Anchor Point
Course Course
Slope Slope
June 09 ICAO LVP&APV workshop Page 19
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FLS display
1) Pseudo LOC scale & index
1
2
3
5
6
4
2) Pseudo G/S scale & index
3) Course pointer
4) FLS beam definition
Anchor Point identification
Slope
Distance to RWY threshold
5) Approach capability
6) AP/FD guidance modes
June 09 ICAO LVP&APV workshop Page 20
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FLS Benefits
Stabilized approach
Enhanced safety operation:
80% of approach accidents occur on non stabilized approaches
FLS available all over the world:
non precision approaches published on any airport in the world
ILS Look alike
HMI close to precision approaches
Reuse of ILS pilot skills , reduction in training needs.
Use of ILS guidance laws in Flight Guidance: same behavior
as precision approaches
Temperature compensated
June 09 ICAO LVP&APV workshop Page 21
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FLS policy and schedule
FLS is a Multi Programme Project Will be certified on all
current Airbus fly-by-wire aircraft
Basic on A380 and A350
Optional on SA and LR programs
Certification schedule:
A380: At Entry into service
A320 family: end 09
A330/A340 family: from 2010
June 09 ICAO LVP&APV workshop Page 22
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Content
LNAV/VNAV RNP APCH
RNP AR APCH
Airbus FMS Landing System - FLS
SBAS Satellite Landing System
Conclusion
June 09 ICAO LVP&APV workshop Page 23
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Future steps:
Technical enablers: all new
GNSS means capable of LPV200
Coverage: worldwide
First step: A350XWB
Targeted procedures: RNAV GNSS
with LPV minima (down to 200)
Technical enabler: GPS+SBAS
Coverage: multi regional
Cockpit integration (HMI, NDB, ..)
Satellite Landing System
Allows to fly RNAV (GNSS) approaches with vertical
guidance down to 200ft without any xLS ground station
2003 2023 2009 2013 2018
GPS L1
WAAS L1
GPS L1
WAAS/
EGNOS L1
GPS L1
SBAS L1
GALILEO L1/E5
GPS L1/L5
SBAS L1/L5
GALILEO SOL L1/L5
GPS L1/L1C/L5
SBAS L1/L5
GALILEO SOL L1/L5
A350XWB
2011
GPS L1
W. / E. L1
GAGAN/
MSAS L1
June 09 ICAO LVP&APV workshop Page 24
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Main benefits
No need for local ground station
Provide geometrical vertical guidance
Give access to RNAV GNSS with LPV
minima down to 200
SBAS
June 09 ICAO LVP&APV workshop Page 25
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Experimental flight tests
SBAS flight tests performed on A380
With a modified MMR,
In an experimental configuration with SBAS on one side and
GBAS on the other side
To mature function for A350 and collect SBAS data
Project launched for A350 to provide SBAS Landing
System (SLS) with capability to perform LPV-200
approaches (where available)
Currently no plans to introduce SLS for existing
programmes
June 09 ICAO LVP&APV workshop Page 26
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Content
LNAV/VNAV RNP APCH
RNP AR APCH
Airbus FMS Landing System - FLS
SBAS Satellite Landing System
Conclusion
June 09 ICAO LVP&APV workshop Page 27
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Conclusion
Satellite based systems and RNP operations foreseen as
the final successor to ground based aids.
Airbus supports the development of new landing systems
in line with operator requirements.
MLS, FLS, SBAS (SLS)
MMR is the key to enable all approaches (precision and non
precision) to be flown the same way.
RNP AR : most of the fly by wire a/c are RNP AR capable.
Airbus has already met more stringent EASA requirements
Reduced operational demonstration for airlines
Higher confidence from national authorities
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