RNP to precision approach transition flight simulations

Smedt, David De; Robert, Emilien; Behrend, Ferdinand

doi:10.1109/dasc.2014.6979423

Cited by 2 publications

(3 citation statements)

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“…Unfortunately, none of the SESAR RNP2xLS documents is available to the public. Results of SP WP9.9 (23) are published as in DeSmedt et al (22,27) which conclude that for all simulated aircraft, a direct transition from the curved segment was possible without the need for a straight intermediate segment. DeSmedt et al (27) mention that the absence of a straight intermediate segment often required pilot intervention, but does not state whether the crew perceived this as high workload.…”

Section: Introductionmentioning

confidence: 97%

“…A procedure designed such that an exact match is achieved between RNP vertical path and xLS glide path in a standard atmosphere will now deliver the aircraft above the glide slope centre beam. In extreme cases, this may cause the autopilot to be unable to capture the vertical path due to its design limits ( 22 ) . The Single European Sky ATM Research Project (SESAR), work package 9.9, delivered top level RNP to xLS functional requirements ( 24 ) , architecture ( 25 ) and concept of operations ( 26 ) (ConOps).…”

Section: Introductionmentioning

confidence: 99%

“…DeSmedt et al ( 27 ) mention that the absence of a straight intermediate segment often required pilot intervention, but does not state whether the crew perceived this as high workload. DeSmedt et al ( 22 , 27 ) discouraged the use of any intercepts of the localiser closer than 5 NM (1500 ft) from the threshold due to aircraft stabilisation issues in various conditions and for various ranges of equipment tested. The performance-based rulemaking committee (PARC) of the Federal Aviation Administration of the United States of America published RNP2xLS recommendations in 2014 ( 28 ) .…”

Section: Introductionmentioning

confidence: 99%

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Experimental advanced RNP to xLS approaches with vertical path coding and automatic landings

et al. 2018

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We report on the flight test results of an Airbus 320 during novel advanced required navigation performance (RNP) procedures which contain a fixed radius turn that delivers the aircraft onto a short instrument landing system (ILS) precision final. Moreover, the advanced RNP part contains altitude constraints and/or a coded vertical path angle. The approaches were flown automatically with guidance and autothrust as computed by the flight management system. We investigated the use of the fixed radius in conjunction with vertical path options onto (a) the performance of the speed profile for arrival time optimisation, (b) the vertical path during the RNP part of the procedure and (c) the performance of the autoland capability after a curved transition onto an ILS.For the trials, we designed five instrument approaches to a runway equipped with ILS. A RF curve terminates at the ILS intercept point at heights of 550, 750, 1000, 1500 and 2000 ft above aerodrome level and each approach had four different initial approach fixes which corresponded to a track angle change of 30°, 60°, 90° and 180° during the constant radius turn-to-final. We constructed the procedure such that the altitude constraints at initial, intermediate and final approach fix describe a continuous vertical path with minus 2° inclination, transitioning to the –3° glide path of the ILS and intercepting the glide path from below. In all cases, the land mode of the flight guidance computer became active between 316 and 381ft radar altitude. The vertical path following error depended on the coding of the procedure in the database. With coded vertical path angle and altitude constraints, the vertical path following error was never greater than +57 m (above desired flight path) during the RNP part when flown by the automatic flight guidance system without any pilot intervention.

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Section: Introductionmentioning

confidence: 97%

Section: Introductionmentioning

confidence: 99%