us nextgen / eu sesar, the 13th labor of hercules?

US NextGen / EU SESAR,

the 13th Labor of Hercules?

Capt Alban FRANÇOIS, MSc

Belgian Defence

Directorate General Material Resources

E-mail : [email protected]

mailto:[email protected]

Jeff

Text Box

Copied 4/22/2016 from: http://www.lockheedmartin.com/content/dam/lockheed/data/aero/documents/global-sustainment/product-support/2011HOC-Presentations/Tues_0900-Belgian_Defence.pdf '2011 Hercules Operators Conference', held in Atlanta, October 17-22. Index of presentations at: http://www.lockheedmartin.com/us/aeronautics/eoc/hoc/2011-hoc-presentations.html

Summary

• Belgium & the Belgian Defence (BD)

• BD C130 fleet: Mission & Figures

• Introduction to US NextGen / EU SESAR

• BD modification policy

• Introduction to the BD C-130 Avionics

• BD C-130 capabilities and certification process

• Conclusion

2

Summary

3







• Conclusion

Belgium

4

3,62010

3,52009

3,32008

3,32007

3,32006

Average C130 abroad per day

3,62010

3,52009

3,32008

3,32007

3,32006

Average C130 abroad per day

BD’s Current Operations

5

Summary

6







• Conclusion

• 12 C-130H acquired in 1972/1973

– 2 A/C lost:

• 1996 (CH-06) : Crash @ Eindhoven (Netherlands)

• 2006 (CH-02) : Fire @ DLM Facilities (SNT, Brussels)

– 1 former USAF C-130E acquired in 2007

• Upgrade and major overhaul performed

• Delivered by Sabena Technics on Mar 06th

2009

BD C130 Fleet

7

BD C130 Mission

Statement

• To assure permanently the simultaneous use of C-130‟s at MOB, two DOB‟s for prolonged periods & a third DOB for a short period

• Ability to conduct Combined Joint airlift Ops in a multinational or allied coalition environment

• Ability to deploy 8 C-130‟s at once

• Ability to perform a variety of operations

e.g. Engine Running Offload, Aerial delivery,…

8

• Accumulated Fl Hrs – Avg : 19.217 Hrs

– Total : 211.388 Hrs

• Accumulated landings – Avg excl CH-13 : 14.044

– CH-13: estimated at 2.608

(history incomplete)

• Average severity factor: 1,13 (CH-13: 1,9)

Average Equivalent Baseline Hours: 21.715 Hrs

BD C130 Fleet in Figures (Situation mid Sep 11)

9

Summary

10







• Conclusion

Introduction to

US NextGen

• Observation of the FAA: The congestion of

the air transportation system in the US will

increase and, if unaddressed, would cost the

American economy $22 billion annually in lost

of economic activity by 2022.

Solution: The Next Generation Air

Transportation System

• Source and additional information:

http://www.faa.gov/nextgen/ 11

http://www.faa.gov/nextgen/

• Scope (in addition to existing RNAV/RNP

requirements):

– Automatic Dependent Surveillance-Broadcast

(ADS-B)

– System Wide Information Management (SWIM)

– Next Gen Data Communications: Controller-Pilot

Datalink Communication (CPDLC)

– Next Gen Network Enabled Weather (NNEW)

– NAS voice switch (NVS)

12

Introduction to

US NextGen

ADS-B

14 Source: FAA

Introduction to

US NextGen

15 Source: FAA

Introduction to

US NextGen

• Context:

– Europe does not have a single sky (managed at the European level).

– European airspace is among the busiest in the world with over 33,000 flights on busy days and high airport density.

• In order to cope this fragmentation and modernize the architecture of the European ATM, the European Commission launched in 2004 the Single European Sky ATM Research (SESAR)

16

Introduction to

EU SESAR

• SESAR is a collaborative project over 30 years and structured in three phases: – a Definition phase (2004–2008) led by

EuroControl (with consortium of stakeholders)

objective: delivery of an ATM master plan

– a Development phase (2008–2013) managed by SESAR Joint Undertaking production of the new technological systems per the ATM master plan

– a Deployment phase (2014–2020) for large-scale implementation of the new ATM infrastructure.

17

Introduction to

EU SESAR

https://www.atmmasterplan.eu/http:/prisme-oas.atmmasterplan.eu/atmmasterplan/faces/index.jspx

http://www.sesarju.eu/

• Source and additional information:

http://ec.europa.eu/transport/air/sesar/sesar_en.

htm and http://www.sesarju.eu/

Introduction to

EU SESAR

http://ec.europa.eu/transport/air/sesar/sesar_en.htm

http://ec.europa.eu/transport/air/sesar/sesar_en.htm

http://www.sesarju.eu/

US NextGen

Introduction to EU SESAR

Automatic Dependent

Surveillance-Broadcast ADS-B

Next Gen Data

Communications (CPDLC)

Required Navigation

Performance (RNP)

System Wide Information

Management (SWIM)

NAS voice switch (NVS)

Next Gen Network

Enabled Weather (NNEW)

19

and comparison with

US NextGen

20

Introduction to

EU SESAR

Summary

21




• Required Navigation Performance

• Controller-Pilot Datalink Communication

• Automatic Dependent Surveillance-Broadcast




• Conclusion

Required Navigation

Performance Objective

ATC bust

Source: JetBlue 22

Conventional routes are defined by ground-based NAVAIDS (VOR, TACAN, ADF,…)

Area Navigation (RNAV):

• Allows an aircraft to fly

a specific path between

two points defined 3-

dimensionally (lat – lon –

altitude)

• No need anymore to fly

directly over ground-

based NAVAIDS

• Fundamental

requirement is the

navigation accuracy

23

Precision Area Navigation

(P-RNAV):

• Navigation accuracy

= 1Nm for 95% of time

• Certification per JAA

TGL 10 (Airworthiness

& Operational

approval for P-RNAV)

Required Navigation

Performance Definitions

Required Navigation Performance

(RNP): • Certification requirements

– Navigation accuracy (as RNAV) to desired level

(e.g. 0.3)

– Containment integrity less than 10-5 / FH

– Containment continuity less than 10-4/FH.

– System Availability Receiver Autonomous

Integrity Monitoring (RAIM)

• RNP approaches (RNP APCH) : – are characterized by Navigation Precision ≤

0.3Nm in approach & 1Nm Missed approach

– Certification of aircraft per AMC 20-27

Required Navigation Performance

(RNP):

• RNP Autorisation Required APCH (RNP

AR)

– are characterized by

• Navigation Precision until 0.1Nm approach phase

• Curved flight path (RF-leg) in final (after FAF)

• Protections areas laterally limited to 2xRNP value

without any additional buffer.

– Certification of aircraft per AMC 20-26

Required Navigation

Performance RNAV vs RNP

Greater

Flex w/

30/30 NM

separation

Improved

domestic

remote

ops:/flow

Improved

enroute

ops:/flow

Improved

enroute

transition

ops/flow &

access

Improved

rotorcraft

ops

Improved

efficiency,

access and

airspace

use

Improved

efficiency,

access and

airspace

use

RNP 4 RNP 2 A-RNP B RNP 1 RNP 0.3 RNP APCH RNP AR

•Remote

• 4NM

•AC20-130A

•N8400.33

•GNSS

•RNP Alert

•95% Cont

•ADS

•RVSM

•No FRT

•Enroute/

Remote

•2NM

•AC pending

•GNSS

•Perf alert

•95% Cont

•No/Ltd

surveillance

•VNAV option

•Enroute/

TMA

•0.3 - 2NM

•AC pending

•GNSS

•RNP alert

•95% Cont

•Surveillance

•VNAV, RF

FRT option

•Enroute/

TMA

•1 NM

•AC pending

•GNSS

•RNP alert

•95% Cont

•No/Ltd

surveillance

•VNAV,

option

•No RF

•Enroute/

TMA

•0.3 NM

•AC pending

•GNSS/WAAS

•Perf alert

•Surveillance

•VNAV, option

•RF option

•Approach

•0.3 - 1NM

•AMC 20-27

•GNSS

•Perf alert

•95% RAIM

•VNAV, option

•No RF

•Appr/Dep

•0.1 - 1NM

•AMC 20-26

• AC 90-101A

•GNSS/IRU

•RNP alert

•95% RAIM

•VEB

•VNAV

•RF

Improved

density

10-18 NM

route

spacing

RNAV 5

•Enroute

• 5NM

•AMC20-4

• AC 90-96A

•GNSS

•No Alert

•95% Cont

•RADAR

•RVSM

•Was B-RNAV

Improved

TMA

airspace

utilisation

& flow

RNAV 1/2

•TMA/Enroute

• 1NM

•TGL 10

•AC 90-96A

•GNSS

•No Alert

•95% Cont

•RADAR

•Was P-RNAV &

US RNAV

•VNAV option

Improved

Ops &

benefits w/

50 NM route

separartion

RNAV 10

•Oceanic

• 10NM

•AC 20-130A

•N8400.12A

•IRU, GNSS

•No Alert

•95% Cont

•Procedural

•RVSM

•Was RNP 10

RNAV SPECIFICATION RNP SPECIFICATION

ICAO Doc 9613 PBN Manual

25

Constant Descend

Angle = efficient fuel consumption = noise reduction

Lower minima’s

Ground systems

dependent

26

Required Navigation

Performance Benefits

JFK

Visual/VOR

vs.

RNP

JFK

Descent Profile View

• Globally: Manage the limited sky more wisely, i.e. – Increased safety (confidence in accuracy of position)

– Shorter routes

reduced time

– Constant descent angle

= Cte power settings

noise reduction

Environment: less fuel

consumption (and CO2

emission)

– Increased capacity

Required Navigation


27

• Military spin-offs: – Accuracy and RAIM:

– Controlled Flight into Terrain

Concealment in valley (even in IMC and NVG conditions)

– IMC airdrops

– Increased capacity: design of multiple autonomous FMS approaches and departures

pseudorandom landings and take-off

Required Navigation


28

Summary

29










• Conclusion

Controller-Pilot Datalink

Communication (CPDLC)

• Background:

– number of flights

pilots on same freq

risk of override

saturation of frequency

– Misunderstanding of voice communication

• Solution: CPLDC

– Scope: ATC communication through ACARS

30

Summary

31










• Conclusion

Automatic Dependent

Surveillance-Broadcast

(ADS-B)

• Scope: Pilots and ATC see the whole real-time display of air traffic based on GPS-position sent through aircraft transponders.

• Civilian „Link-16‟ equivalent

Situational Awareness & safety enhancer

32

Summary

33







• Conclusion

BD Modification Policy

• Reason for modification:

– Mission statement and operational need

– Technico-logistical need (obsolescence)

– Evolution of the CNS/ATM regulations

• Principles

– Choice of implementation based on trade-off between operational benefit and cost

– Follow as much as possible civilian (EASA, FAA) and military (NATO) regulations

– COTS > MOTS > BD Specific

– Certification based on civilian requirements 34

Summary

35







• Conclusion

Introduction to the

BD C-130 Avionics

1996: Integration of Honeywell's Integrated Vehicle Mission

Management System (IVMMS)

Control Display

Unit

Electronic Flight

Instrument System

Pilot

Control Display

Unit

Electronic Flight

Instrument System

Copilot

Integrated: single control & display

System

Processor 1

System

Processor 2

Flight

Management

System

Communication

Management

Electronic Warfare

Automatic Flight

Control System

Navigation

sensors

1 GPS

1 INS

2 VOR

2 TACAN

2 ADF

2 AHRS

2 ADSU

2 HF

2 VHF-UHF

1 UHF

Navigation Database

Surveillance 1 Weather Radar

1 Radar-Altimeter

2 IFF

Mil Ops VUHF - DF

1 AAR-44

1 ALE-40

36

Introduction to the

BD C-130 Avionics

Major avionics evolutions post-IVMMS

Control Display

Unit

Electronic Flight

Instrument System

Pilot

Control Display

Unit

Electronic Flight

Instrument System

Copilot

Integrated: single control & display

System

Processor 1

System

Processor 2

Flight

Management

System

Communication

Management

Electronic Warfare

Automatic Flight

Control System

Navigation

sensors

1 GPS

1 INS

2 VOR

2 TACAN

2 ADF

2 AHRS

2 ADSU

2 HF

2 VHF-UHF

1 UHF

Navigation Database

Surveillance 1 Weather Radar

1 Radar-Altimeter

2 IFF

Mil Ops VUHF - DF

1 AAR-44

1 ALE-40

37

+ FDR

CVR

TCAS

+ Engine

Instrument Display

System (EIDS)

+ ACARS

SATCOM

+ ESI

ACMDS

+ RWR

Software Evolutions

Introduction to the

BD C-130 Avionics

• Observation in 2003:

– CDU‟s are obsoletes since 2000

– SP CPU & compiler are no longer supported and lack of computing power (ADA) to sustain needed S/W evolutions

– Navigation subsystem is not compliant anymore with regulations (P-RNAV)

• Requirements for IVMMS Maintenance Plan (IMP)

– General: Need to support BD C-130 operations up to 2020 according to the existing mission statement

Integration of

Introduction to the

BD C-130 Avionics

• Requirements for IVMMS Maintenance Plan (IMP)

– General: Need to support BD C-130 operations up to 2020 according to the existing mission statement

– Scope:

39

CDU

MCDU

System

Processor

New I/O

CCA

New CPU

CCA

Production Line

FMS Software

IFF

ACARS

EIDS

1 GPS 1 INU

2 EGI

EGPWS

MFRD

+

BD C-130 Cockpit

Evolutions 1996-2011

A/P - F/D Ctls PFI - EFIS St-by Fl Instr. Comms & TAC TCAS EW 40

IVMMS Maintenance Plan Program Organization

Tybrin Barco Meggitt

Honeywell

Adaptive

Aerospace

Lockheed

Martin Sogerma Derco

Sabena

Technics

Belgian

Defence

Purchase B-kits

S/W Development

Aircraft

Integration

Mission

Sp Tool

FDAU

retrofit MCDU

Engineering Doc update

41

Summary

42







• Conclusion

• RNP APCH or RNP AR?

– BD C-130 IMP can (nearly) handle all functionalities

required by RNP AR

– RNP APCH < RNP AR

RNP AR is a 1 time bigger effort for certification

but enables all functionalities (benefit vs cost)

BD C-130 Capabilities &

Certification Process Required Navigation Performance

43

0,3 NM

0,3 NM

CentreLine

RNP Limit

Containment Limit

RNP Limit

Containment Limit

Primary Area

0,5 NM

Secundary Area

0,3 NM

Secundary Area

0,3 NM

0,3 NM

RNP AR

• Certification AMC 20-26

– Certification of aircraft:

• Accuracy / Integrity / Continuity / Availability

• Functional criteria's

– Adaptation of procedures

– Crew Training

– Approach failures follow-up procedure

– Navigation Database validation process

• Need support of OEM

• Failure to meet specific functional criteria

can be mitigated through adaptation of

procedures & training

Need Flight Operational Safety

Assesment (FOSA)


Certification Process Required Navigation Performance

44

DGPS-flight

@ Marshall Aerospace

29 Apr 2010

Certification in finalization for BD C-130 IMP

• Requirement for State aircraft:

• Only for transport type aircraft flying in IFR/GAT above FL285

• Applies only to new aircraft entering into service after 01 Jan 2014

Not mandatory on C-130 BD maintenance policy: implementation only if cost beneficial.

• With the integration of the ACARS onto the IVMMS within IMP, the BD C-130 should be CPDLC compliant

45


Certification Process CPDLC

• Certification

– Test flight performed with CH-09 on 10 Feb 2011

• Successful logged on to the Maastricht-UAC

CPDLC infrastructure, when still being on the

apron.

• During the flight, uplink clearances and downlink

requests were successfully exchanged between the

crew and ATCO's at Maastricht involving both the

Hannover and DECO Sectors Groups.

Eurocontrol: 46


Certification Process CPDLC

• CPDLC – Certification (cont‟d)

– Begin May 2011: Trans-oceanic flight with CH-09:

– Gander:

– Shanwick: issues with SITA

The Belgian Air Force is the first Air Force being

CPDLC equipped at Maastricht-UAC

• ADS-B

– BD C-130 IMP will be ADS-B Out capable after

installation of APX-119

– ADS-B In capacity still to be determined 47


Certification Process CPDLC & ADS-B

Summary

48







• Conclusion

Conclusions

• Aging Fleet (40 years old) but state of the art Avionics conform civilian and military regulations

• Installation of new functionality is trade-off between operational benefit and cost

Example for RNP: choice between

– certification investment (material was already available (P-RNAV requirement for IMP))

– “see and avoid” operations in mountainous area‟s (as Kabul) in Night IMC conditions

• BD C130 Fleet fits the operational needs 49

Conclusion Hercules Labors

• To kill the Nemean lion

• To destroy the Lernaean Hydra

• To capture Ceryneian Hind alive

• To trap the Erymanthian boar

• To clean the Augean stables

• To get rid of the Stymphalian birds

• To capture the Cretan bull

• To round up the Mares of Diomedes

• To fetch Hippolyte's girdle, or belt

• To fetch the cattle of Geryon

• To fetch the golden apples of the Hesperides

• To bring Cerberus from Tartarus

• To fly in the US Next Gen and Single EU Sky: with RNP AR capability, with CPDLC and with ADS-Out (and –In).

50

Q & A

Belgian Defence C130

Operated and Maintained With Tenacity

51

us nextgen / eu sesar, the 13th labor of hercules?

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