David GamperDirector, Safety & Technical, ACI World

Remotely Piloted Aircraft Systemsand other airfield and airspace technology

issues

CONTENT• I was asked to speak firstly on RPAS and drones.• Secondly, I want to address some other technology

issues, for example:– PBN and new flexible aircraft arrival/departure routes– Runway Incursion prevention systems– Runway excursion prevention

• Arresting systems• Runway Friction –Operational measurement and reporting

on contaminated surfaces2

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Understanding RPAS

• Size (very small to very large)• Range• Capability• Control• “good” and “bad”

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ICAO and RPAS• ICAO RPAS Symposium was held in Montreal in March 2015• ICAO RPAS Study Group (now Panel) has produced RPAS

Manual (Doc 10019), covering integration of RPAS into unsegregated airspace, and heavier RPAS that need a runway

• If RPAS operate from aerodromes, the RPAS Manual (chapter 15 -Use of Aerodromes) says that States need to evaluate the applicability of Annex 14 specifications to RPAS operations.

• ACI and IATA expressed concern about small lightweight RPAS/drones such as “quadcopters” flown too close to aircraft landing or taking off from airports - ACI, IATA and IFALPA will issue a Safety Alert

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RPAS Benefits • No pilot on board

• Can enter dangerous environments

• Can stay in the air for long periods

• Can operate in zero visibility

• Low cost

• Small UAVS require no licensing, training or certification

• AIRPORTS: Host of potential uses – including for inspection

of the airfield, perimeter fence and approach lighting

• Already in use for a couple of years at certain airports

• Requires segregation

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RPAS - Safety and Security Risks

• Interference with aircraft (accidental or deliberate)

• Surveillance of sensitive / restricted areas• Strike on ground target

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RPAS - Other Safety and Security issues

• Cyber security, jamming or spoofing• Pilot interference• Cross-border flying• Anonymity• Availability

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RPAS - Summary• Challenges

• Licensing• Detection / prosecution• Consistency of regulation

• Benefits• Commercial • Humanitarian• Security

New Technologies & Technical Solutions– Performance Based Navigation (PBN)– Runway End Safety Areas (RESA)– Engineered Materials Arresting System (EMAS)– Airfield Surveillance – Aircraft situational awareness and moving maps

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Performance Based Navigation and Airport Operators

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BENEFITS

• Environment

Reduced emissions

• Capacity

Reduced delays

• Safety

Especially for runway ends not

served by precision navigation

aids

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• Noise exposure

• Permission to grow

• Land use planning around

airports can create new

problems

• New approach and departure

routes need to be planned

with the airport operator and

surrounding communities

PBN Issues

Reducing Community Noise Exposure and Helping Airports to help their Communities

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Early and Frequent Community Dialogue is Key

Impediments to Performance Based Navigation

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• Aircraft equipage: many older aircraft

not equipped for PBN

• Lack of PBN procedures at airports

• PBN capable aircraft may have to fit

in with non-PBN capable aircraft on

same flight tracks

• Pilot demand for radar vectoring for

quickest arrival time

• Congested airspace makes aircraft

arrival time management difficult

Overcoming the impediments

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• Increase capacity with new

approach and departure

routes

• Reorganize traffic/

Creative Vision

• Overlay PBN and non-PBN

procedures

PBN at the International Level

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• ICAO leadership role

• Publication of standards

and

framework documents

• Creative vision

• Industry collaboration

Global Runway Safety Action Items• Airport Certification and Inspection • Airport Safety Management Systems• Runway Safety Teams• Rescue and Fire Fighting• ICAO-compliant lighting, markings and signs • Focus areas:

– Runway Excursions– Runway Incursions– Bird Strikes– FOD

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Autonomous Runway Incursion Warning System

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• Developed in the USA under the name RWSL (Runway Status Lights)

• Currently used in two other states – Japan and France

• Comprises Runway Entrance Lights and Takeoff and Hold Lights

• ACI views as system for airports with particular runway incursion problems

• Most likely not needed at airports with A-SMGCS and Stop Bars

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Runway Status Lights (USA)

Enhanced Taxiway MarkingsPrevious Markings Enhanced Markings

New Runway holding position markings• Markings to be

doubled in width (with 10 year delay before becoming compulsory)

• Simple way to improve visibility

• Goes with the enhanced centreline markings already introduced 21

Runway Friction: Global Reporting Format• State Letter consultation period just

closed• Method of assessing contaminants =

runway condition code• Not just snow, ice and slush – also

standing water over 3 mm deep• Will require change to reporting system• Training - for all users• Probable introduction 2018

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Other new airfield technologies• Automatic FOD detection (using laser and/or visual

detection) – in use for some years at some large airports• Arresting Systems (EMAS) - augments the RESA where

needed – many installations, mostly in the USA, where 1000 feet (300 m) length of RSA is mandatory

• Bird detection by specialized radar (still in the research stage)

• Improved surface surveillance (radar and transponder)23

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Successful EMAS Capture

Yeager Airport (CRW), Charleston, WV,

January 19, 2010

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• Reducing Wildlife Strike Risk to Aircraft

Wildlife Hazard Mitigation

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Low Cost Surface Surveillance

Video camera display

Airport map display

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GPS Vehicle Transponders

Systems on board aircraft to combat incursions and excursions

• Incursions - Moving map applications• Wrong runway detection• Excursions – “overrun protection”

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Runway Proximity

Positional Awareness via Airport Moving Map (Airbus OANS in-service example)

Available Equipage – moving maps

ICAO Regional Runway Safety Seminar

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Future Equipage Studies – moving mapsAirport Moving Map with Taxi Route, Traffic, Runway Status Indications and Traffic Conflict Alerting

(Boeing concept example)

ICAO Regional Runway Safety Seminar

ICAO Regional Runway Safety Seminar 31

SmartlandingTM is a software upgrade of the Honeywell E-GPWS:– Monitoring A/C speed and position vs. runway threshold– Providing visual/aural annunciations to enhance crew awareness of unstabilized approach– Based on tuning defined by Honeywell (speed, glideslope) or set by airlines (long landing distance)

SmartlandingTM main monitorings:– « TOO FAST » alert,– « TOO HIGH » alert,– « UNSTABLE » alert,– « LONG LANDING » alert.

As considered as a “non interferent” function, FAA does not request:– Demonstration of SmartlandingTM tuning relevance– Specific training– Specific SOP in line with exisiting operators ones

Available Equipage (excursion prevention) – Honeywell SmartlandingTM

TSO approval granted in 2009

ICAO Regional Runway Safety Seminar 32

PFD and HUD (if installed)(Below 500 ft)

Audio (Below 200 ft)

Crew Actions (Below 500 ft)

ND line symbols(if AMM installed)

ROW(WET)

IF WET: RWY TOO SHORT (amber) None Go-Around if runway is wet / damp or more slippery

WET (amber)DRY (magenta)

ROW(DRY)

RWY TOO SHORT (red)

"RWY TOO SHORT !" Go-AroundWET (red)DRY (red)

ROPMAX BRAKINGMAX REVERSE

(red)

“BRAKE… MAX BRAKING MAX BRAKING”

"MAX REVERSE""KEEP MAX REVERSE"

MAX braking (Auto/Pilot)

MAX REV(Pilots)

Red STOP barRed path

Available Equipage – Airbus ROPSROPS is a low cost software upgrade of existing avionics computers:

– Continuous real time performance computation of predicted and remaining realistic operational landing distance– Compare it/them in real time with runway end – Trigger, only when necessary, clear alerts with simple SOP – Guarantee and demonstrate both reliability and not excessive margins– Ensure consistency with FAA TALPA rule and computation philosophy– Avoid any additional tuning by airline– In obvious complement of the necessary need to fly stable approach