![]() 783170) or SESAR2020 project “Enhanced Arrival and Departures” (PJ.01 EAD) (2017–2019, Project consortium: Airbus Helicopters, Thales Avionics, DLR, funded by the SESAR Joint Undertaking.). Similar display concepts were also investigated and validated by flight trials in later projects, e.g., GRADE (2018–2019, Project consortium: CIRA, BULATSA, DLR, MATS, NAIS, TUBS, UNIPARTH, ISSNOVA, funded by the EU Horizon 2020 / SESAR Joint Undertaking, grant agreement no. Approaches with vertical guidance are known as being much safer than laterally guided NPAs (Non-Precision Approaches) referring to worldwide aircraft accident statistics. Vertical guidance allowed a precise height control throughout the final descent and reduced the risk of collision with terrain at night or in bad weather conditions. The approach procedures were initially developed for Bremen airport (EDDW). In the framework of the flight trials the practical flyability of the helicopter-specific steep and curved time-referenced IFR approach procedures were confirmed. SBAS offers a performance comparable to an ILS CAT I without requiring any specific installation on the ground and consequently is well-adapted to rotorcraft IFR (Instrument Flight Rules) operations at isolated helipads such as, for example, hospitals or helidecks. For these advanced interoperability flight trials, DLR’s research helicopter EC135 was equipped with an SBAS receiver and a special 4D-capable experimental rotorcraft flight management system (FMS) using a 4D referenced flight guidance. At that time, the DLR Institute of Flight Guidance demonstrated the rotorcraft system’s 4D flight guidance capabilities. Those achievements were enabled by new technologies such as SBAS and/or GBAS (Satellite-/Ground Based Augmentation System) as well as available precision-approach landing aids such as ILS and MLS (Instrument/Microwave Landing System). Another objective was to minimize external aircraft/rotorcraft noise nuisance. ![]() Increasing the ATM capacity while maintaining and even improving safety was one goal of this project. In particular, for rotorcraft, Simultaneous Non-Interfering (SNI) procedures allowing fully independent aircraft/rotorcraft traffic streams were considered. ![]() 502880.) aimed to define and validate innovative procedures for the approach and landing phases of aircraft and rotorcraft in a pre-operational environment. The European project OPTIMAL (Optimized Procedures and Techniques for IMprovement of Approach and Landing) (2005–2007, Project consortium: DLR, INECO, AIRBUS, THALES ATM, ISDEFE, NLR, AENA, EUROCONTROL, THALES Avionics, AGUSTA, DFS, LVNL, ENAV, SICTA, partly funded by the European Commission under grant agreement no. ![]()
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