Less Paper in the Cockpit 驾驶舱少纸化

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AI/ST-F 1
Airbus “Less Paper in the Cockpit” Concept
Less Paper in the Cockpit
A modern approach to the cockpit information management
By Christian MONTEIL
Dty. Vice President Training & Flight Operations Support &
Services
AI/ST-F 2
Objectives
􀁺 To find a new way how to manage operational
documentation on the flight deck
􀁺 To provide an easy access to an increasing
amount of complex information
􀁺 To provide an accurate computation of
performance analysis - Real time computation
􀁺 To provide information for a given aircraft tail
number
􀁺 To provide a unique platform for several
applications
􀁺 To reduce revision and distribution cycle and to
ensure technical data accuracy
􀁺 To ease and improve the updating process
AI/ST-F 3
FOVE
􀁺 aims at integrating the Performance Modules
and the Flight Operations Technical
Information.
􀁺 aims at exchanging information between the
applications.
􀁺 F.O.V.E. is based on an open architecture and
consequently information of FOVE modules can
be shared with external applications.
Flight Operations Versatile Environment
AI/ST-F 4
LPC Architecture Overview
F.O.V.E.
Take
Off MEL FCOM
Weight
&
Balance
Airline In Flight
Info Landing
MEL
Mngt
W&B
Admin
Interface
TakeOff
Admin
Interface
FCOM
Mngt
On Board Tools On Ground Tools
AI/ST-F 5
F.O.V.E Description
F.O.V.E.
Weight & TAKE OFF MEL FCOM
Airline Balance In Flight
Info LANDING
AI/ST-F 6
Welcome Page
AI/ST-F 7
FCOM Consultation
AI/ST-F 8
TakeOff
AI/ST-F 9
Weight & Balance
AI/ST-F 10
Design Principles for Performance Modules
􀁺 General
– All functions are accessible from the keyboard to avoid the
use of the mouse
– Color scheme
• background/frame/field entry color modifiable
• Night vision/Day vision switch(Alt -V)
AI/ST-F 11
Design Principles for Performance Modules
􀁺 Main Screen
– Limited number of screens
– All important information readable on the main screen
– Data or information all contained and grouped in “frames”
– Function keys are used to access each frame
– Arrow keys are used to navigate within each frame
AI/ST-F 12
Design Principles for Performance Modules
(2)
􀁺 The Frame
– When a function key is pressed, the corresponding frame
receives the focus on the first field.
– The focus is clearly marked by a blue arrow between the
field label and the field entry. The label is marked with a
blue box.
– The field is composed of a label followed by the units used
and followed by the entry value.
AI/ST-F 13
Design Principles for Performance Modules
(2)
􀁺 The Frame
– When a function key is pressed, the corresponding frame
receives the focus on the first field.
– The focus is clearly marked by a blue arrow between the
field label and the field entry. The label is marked with a
blue box.
– The field is composed of a label followed by the units used
and followed by the entry value.
– A field can be displayed in 3 different ways:
• No entry is possible, the parameter is written in plain 􀁣
• The entry is entered by the pilot, the entry area is a box 􀁤
• The entry is selected from a list of available options, the
entry area is a box with an arrow down to indicate a list 􀁥
1
2
3
AI/ST-F 14
Design Principles for Performance Modules
(2)
􀁺 The Frame
– When a function key is pressed, the corresponding frame
receives the focus on the first field.
– The focus is clearly marked by a blue arrow between the
field label and the field entry. The label is marked with a
blue box.
– The field is composed of a label followed by the units used
and followed by the entry value.
– A field can be displayed in 3 different ways:
• No entry is possible, the parameter is written in plain 􀁣
• The entry is entered by the pilot, the entry area is a box 􀁤
• The entry is selected from a list of available options, the
entry area is a box with an arrow down to indicate a list 􀁥
– The Status Bar offers help to the pilot when a field receives
the focus.
AI/ST-F 15
Design Principles for Performance Modules
(3)
􀁺 Protection and Security
– All fields are protected against involuntary modification and
this protection is removed by typing the ENTER key.
– When the user changes any input parameter, the result
frame is emptied immediately.
– If the pilot entry is converted by the interface (e.g. unit
change, …), the pilot entry is displayed in between brackets
after the converted value.
AI/ST-F 16
Design Principles for Performance Modules
(4)
􀁺 Managing Error Entries
– Errors are managed at 4 different levels:
– Error level A
• validation of a discrete datum against available range
AI/ST-F 17
Design Principles for Performance Modules
(4)
􀁺 Managing Error Entries
– Errors are managed at 4 different levels:
– Error level A
• validation of a discrete datum against available range
– Error level A+
• validation of a datum against other field of the same
frame
Temperature range
checked against runway
condition
AI/ST-F 18
Design Principles for Performance Modules
(4)
􀁺 Managing Error Entries
– Errors are managed at 4 different levels:
– Error level A
• validation of a discrete datum against available range
– Error level A+
• validation of a datum against other field of the same
frame
– Error level B
• validation of data of a frame with respect to other
frames
AI/ST-F 19
Design Principles for Performance Modules
(4)
􀁺 Managing Error Entries
– Errors are managed at 4 different levels:
– Error level A
• validation of a discrete datum against available range
– Error level A+
• validation of a datum against other field of the same
frame
– Error level B
• validation of data of a frame with respect to other
frames
– Error level C
• validation of all data which can only be done by
executing a separate computation.
For example: Loading distribution outside CG envelope
AI/ST-F 20
Design Principles for Performance Modules
(5)
􀁺 Display of Results
– Differentiation of useable results from unusable ones.
– Unusable results are either:
• displayed in Magenta/Red when the maximum
permissible takeoff weight is lower than the actual
weight
• not provided and an error message explains the reason
of the failure
AI/ST-F 21
Design Principles for Performance Modules (5)
􀁺 Display of Results
– Differentiation of useable results from unusable ones.
– Usable results are displayed in numerical and graphical
format (when applicable)
AI/ST-F 22
Coming Soon
In Flight Module
34000
35000
36000
37000
38000
39000
60000
61000
62000
63000
64000
65000
66000
67000
68000
Weight (1000 x kg)
Pressure Altitude (ft)
MAX REC ALT (ft) MAX REC CRZ ALT (ft)
MAX CLB ALT (ft) OPTIMUM ALT (ft)
68038
66997 Weight (kg) 61498
66836 61330
Landing
In Flight
MEL
AI/ST-F 23
Coming Soon - Landing module
􀁺 Dispatch Condition
– Required Landing Distance
– Approach climb limiting climb
􀁺 In-Flight Condition
– Normal or in-flight failure affecting approach/landing
performance
– Actual landing distance
• Dry, Wet, contaminated runway
• With/without Autobrake
• with/without Autoland
– Approach climb limiting weight
– Calculation of VAPP in case of in-flight failure
AI/ST-F 24
Coming soon - In-Flight module
􀁺 A complement to the FMS performance
computations
– Maximum & Optimum altitudes,
– Climb performance
– Cruise performance
– Descent performance
– Holding performance,
– Engine-out gross flight path descent trajectory (drift down),
– Wind altitude trade (optimum FL determination),
– In-Cruise quick check for abnormal cases (landing gears or
airbrakes extended, deviation from CDL, …)
􀁺 Tabular or graphical presentation of results
AI/ST-F 25
Sample External Application - Route Manual
AI/ST-F 26
Conclusion
􀁺 Presently 45 airlines are using at least one module of the
LPC.
􀁺 10 % of yearly increase is expected.
􀁺 LPC is the first application brick paving the way for AFIS
(Airbus in-Flight Information Services) and A380
􀁺 Future developments should privilege:
– The context based access to the information
– One-way interactivity with aircraft systems between cockpit systems and
LPC
– New technologies capabilities (intelligent graphics,audio,video…)
– Level of interactivity with FMS (One-way or 2-way ?)