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

Published online by Cambridge University Press:  18 September 2018

T. Dautermann Open the ORCID record for T. Dautermann [Opens in a new window] ,
T. Ludwig ,
R. Geister  and
T. Blase
T. Dautermann*
Affiliation:
German Aerospace Center (DLR)Institute of Flight GuidanceBraunschweigGermany
T. Ludwig
Affiliation:
German Aerospace Center (DLR)Institute of Flight GuidanceBraunschweigGermany
R. Geister
Affiliation:
German Aerospace Center (DLR)Institute of Flight GuidanceBraunschweigGermany
T. Blase
Affiliation:
German Aerospace Center (DLR)Institute of Flight GuidanceBraunschweignow at MBDA Deutschland GmbHHagenauer Forst 2786529 SchrobenhausenGermany
*
[email protected]
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Abstract

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.

Keywords

Performance-based navigationPrecision approachA320Advanced proceduresAutomatic landing
Type
Research Article
Information
The Aeronautical Journal , Volume 122 , Issue 1256 , October 2018 , pp. 1630 - 1653
Copyright
© Royal Aeronautical Society 2018 

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