Dual Head-Up Guidance System (HGS) on Embraer 190/195
Dual HGS on E190/195
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Dual HGS on E190/195
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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
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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
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Decision for Dual HGS on the Embraer 190/195 family
Head-Up Display
 Formes the core of man-machine system
 Enables Pilot to remain the active controller
Higher Level of
Man – Machine Integration
Dual HGS on E190/195
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Flight Safety and Operational Benefits
Risk Assessment
Will a flight
be safer
when using
HGS ?
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Flight Safety and Operational Benefits
Risk Assessment
Where did we start with HGS ?
What are the risks?
Autoland
HGS
CAT III
CAT III
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Flight Safety and Operational Benefits
Data
 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

Cat IIIa Autoland only used
in approach and for landing
HGS can be used in all phases of flight
Traffic, WX
T/O
Taxi
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Approach,
Landing, Taxi
Flight Safety and Operational Benefits
Design
Speed
Error Tape
Flight Path Symbol
Acceleration Caret
ΣF=mxa
E = ½ m v²
Precise Energy - Management Indication
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Flight Safety and Operational Benefits
Design
 Instantaneous Indication auf Brake / Autobrake Performance
 Immediate Decision Tool
 Reduced Risk of Runway Overrun /Excursion
RWY
LO
MED
HI
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2500
Flight Safety and Operational Benefits
Data
 Improved Touch Down Performance
 Improved Landing Footprint
No HGS
Dual HGS on E190/195
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CRJ
MUC RWY 08R
With HGS
Flight Safety and Operational Benefits
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
A/L Capability
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
Reduced ILS Interference
Superior Steep Turns / Stall Recovery
RNP / GLS / PBN / LPV Approaches
Flight Path Reference – Visual
Approaches
Runway Remaining
Deceleration Rate Index
Tailstrike Advisory
Smoother TCAS Corrective Guidance
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Better Energy Management During
Rejected Takeoffs (RTO)
EVS / Synthetic Vision
Intuitive Upset Recovery
Flight Safety and Operational Benefits
Analysis Results
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Flight Safety and Operational Benefits
Risks
 Do Pilots become HGS criples?
 Will they maintain PFD or Head down skills ?
 Flying against the sun?
 Flying at night ?
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Flight Safety and Operational Benefits
Analysis
 HGS Symbology compatible with PFD
Flight Path Vector
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Flight Path Angle
Flight Safety and Operational Benefits
4 HGS Proficiency Levels
 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)
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Flight Safety and Operational Benefits
Analysis Results
RISK
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=
Threat
Defence Measures
Flight Safety and Operational Benefits
Analysis Results
Mindell´s Law*) :
The system is:
human(s) + machine
Optimize the system,
not the machine
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Flight Safety and Operational Benefits
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
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Flight Safety and Operational Benefits
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
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Flight Safety and Operational Benefits
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
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Flight Safety and Operational Benefits
Risk Assessment
Will a flight
be safer
when using
HGS ?
Yes !
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Flight Safety and Operational Benefits
Analysis Results
 Both Pilots need the same level of information
 Both pilots need to have the same tools for HGS benefits
 Both pilots are active controllers !
Decision:
Dual Independant HGS Installation
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Flight Safety and Operational Benefits
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
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Flight Safety and Operational Benefits
Operational Benefits
Will a flight
be more
economical with
HGS ?
Yes !
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HGS Operation
Operating Philosophy
 HGS will be used during all phases of flight
 All Approaches will use the same SOPs.
 Flight Path - Energy Flying
Pitch - Power
 Use of an appropriate Level of Automation is a Standard Procedure
 Manual Flying while using Autothrottle
 Practicing Manual Flying Skills is encouraged
( Pilots to keep proficient with basic flying skills)
 First Officers qualified to conduct CAT III Approaches
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(2011)
HGS Operation
Achievements
 CAT III Operational Approval after 6 weeks of Operation
 GPS Approaches - RNP ready
 Steep Approach Approval into London City Airport (5,5°) E190 only
 All Non Precision Approaches flown as CDA - like an ILS
 Flight Path Controlled Landing Technique
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Training
Training Outline & Requirements

Competency-Based Training and Assessment

New setup of Training to include FTD and FFS
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DOC 9868
Training
Training Outline & Requirements

JetBlue First Dual HGS Operator on E 190 in 2006

Advanced Training and Qualification Program on A320 and E190

HGS Training from Day 1

CBT Home Study Phase

Use of FTD and FFS

Solution Based Training

Task Allocation
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Training
Training Outline & Requirements

Basic CAT III Training in FTD

System Knowledge using FTD

Integrating HGS Training

Procedure Training
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Training
Training Outline & Requirements

Criterias as per JAR FCL

Elimination of Memory Items and use of QRC

Extended Training for unreliable airspeed and altitude

Flying with STBY Instruments only

Double Engine Failure

CAT III Operation with Single Engine Operation

Emergency Descend with pilot´s incapacitation

Special Training Event without the use of a QRH
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Future Developements
Growth Capability
 Technical Feasibility vs. Economy
Enhanced Vision System
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Synthetic Vision System
Future Developements
Growth Capability
 Takeoff Safety Enhancement:
Thrust = F = m x a

Precise Tool for Abort Decision
Insufficient Thrust:
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Future Developements
Growth Capability
 Takeoff and Landing Safety
Enhancement:
Remaining Runway Alert

Precise Tool for Landing Abort Decision
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Future Developments
Research

M.I.T Center for Automation, Robotics & Society

MIT International Center for Air Transportation

Evaluation & Verification of Training Programs with

Studies and Future Concepts
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Thank You !
The Journey
has started
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