Dual Head-Up Guidance System (HGS) on Embraer 190/195 09/Kemeny.pdf · Dual HGS on E190/195 EATS 2009 10./11. November 2009 Seite 1 Dual Head-Up Guidance System (HGS) on Embraer 190/195

Dual HGS on E190/195EATS 2009 10./11. November 2009Seite 1

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


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


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


Courtesy of


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

Pilot remains an active controller

High Level of Man - Machine Integration

Risk Assessment

Flight Safety

Flight Ops Benefits

Future Development Capabilities



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 used

in approach and for landing

HGS can be used in all phases of flight

Analysis


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



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?



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



Analysis

Instantaneous Indication auf Brake / Autobrake Performance

Immediate Decision Tool

Reduced Risk of Runway Overrun /Excersion

RWY

2500

LO

MED

HI



Analysis

Improved Touch Down Performance

Improved Landing Footprint

No HGS With HGSMUC RWY 08R



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



Analysis Results



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:



Analysis Results

RISK = Threat

Defence Measures


The system is:

human(s) + machine

Optimize the system,

not the machine

Mindell´s Law*) :


Analysis Results



Analysis Results

“HGS: A Powerful Tool for Accident Prevention”

Safety Benefits of HGS TechnologySeptember 2009 Report



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



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



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



Risk Assessment

Will a flight

be safer

when using

HGS ?

Yes !


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 Aspects




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.

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


Training Outline & Requirements

Training

Partners



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



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



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

CBT Home Study Phase

Use of FTD and FFS

LOFT oriented FFS Training


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)


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 :


Growth Capability


Enhanced Vision System Synthetic Vision System

Technical Feasibility vs. Economy


Growth Capability


HUD and EVS

for

FedEx Fleet

MD-11/10

B-757

B-777

A300-600


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

NASA , Lyndon B. Johnson Space Center, Houston

Evaluation & Verification of Training Programs with

Studies and Future Concepts


The Journey

has startedThank You !

Documents

Dual Head-Up Guidance System (HGS) on Embraer 190/195 09/Kemeny.pdf · Dual HGS on E190/195 EATS 2009 10./11. November 2009 Seite 1 Dual Head-Up Guidance System (HGS) on Embraer 190/195