VDGS - IESALC

Transcription

VDGS - IESALC

Advanced Docking Guidance
VDGS
Aviation Lighting Committee
Conference
October 19.-23.2003, Austin Texas
IES-ALC Conference 2003, Advanced visual docking guidance
a.seiterle@aeroplan.ch
1
Advanced Visual Docking Guidance
Standardisation of advanced VDGS
Demands/Technologies/Experience
Alfred O.W. Seiterle
AEROPLAN, Seiterle Engineering AG, Zurich/Switzerland
2
VDGS Content
1.
2.
3.
4.
5.
6.
7.
8.
9.
Introduction
What is expected from a VDGS?
Standards for advanced VDGS in preparation
Advanced VDGS available on the market
Integrated control and monitoring
Engineering aspects
Aircraft Stand Centreline
Performance
References
3
VDGS 1. Introduction
With the beginning of the jet age in the early sixties, the passenger flow
rose significantly. To handle the increased number of PAX (worldwide
the average growth was around 7%) airports started to build new
terminals and concourses.
Since civil aviation has been threatened by acts of terrorism the
countermeasures lead to new terminal design and lay outs. In order to
rise comfort for the hard to please travellers (say air-traveller not PAX)
passenger bridges were introduced. With the passenger bridges and in
order to minimise expensive aircraft stands, nose-in parking was
introduced. Afterwards block-off tractors pushed the aircraft back.
The guidance of an aircraft from the taxilane to the stop position beared
on shoulders of the marshallers and, when apron driven bridges came
into focus, wing walkers.
4
VDGS 1.2 Parallax systems
AGNIS/PAPA
Visual system
PAPA Board
AGNIS
A 330/340
B 767-300
MD-11
L 1011
B 747
Ex SP
Other
Types
turn right
turn left
on CL
When wide bodies were introduced in the early seventies, it became
often a problem for the pilots in their cockpits high above apron
pavement to see the marshallers waving their hands.
A number of aircraft nose-in self-docking systems were developed to cut
down the required apron manpower and to reduce human error in the
final positioning of an aircraft on the apron. BOLT (boroughs optical lens
docking system) was installed first in Amsterdam Schiphol or the more
sophisticated AGNIS, “Azimuth guidance for nose in stands” provided in
Heathrow , and even more enhanced with the PAPA Board (parallax
parking) at Frankfurt or Zurich. AGNIS PAPA found its place in ICAO’s
Aerodrome design manual Part 4.
With the time a whole variety of docking guidance systems came up.
They were good for pilots using frequently a certain airport, but
sometimes rather confusing for pilots who parked the first time with such
a system.
5
VDGS 1.3 Flexible stands, increased demand
The deregulation of the eighties brought up the hub and spoke concept
proliferated with feeder networks and schedules adjusted for inbound
and outbound connections. These systems were designed to improve
equipment productivity, whenever efficiency gains from hub and spoke
networks. This lead to the need of short connection times and turn
around times down to 30 minutes. The area around the concourse
became even more valuable. The flexible stand concept was the answer
to adjust the size of each stand to the size of the aircraft
A leading concept was concourse A at Zurich Airport in 1986. The
concourse provided stands for up to 24 narrow bodies or 18 wide bodies
or any mix in between. A new type of a programmable DGS was needed.
While wide bodies parked close to the concourse, narrow bodies stopped
further out to avoid steep slopes for pax using the passenger bridge.
6
VDGS 1.4 Flexible stand geometry
25.00
5.53
A-320
RJ-100
4.56
Visual range RJ-100
A-340
3.10
Visual range A-340
2.40
9.10
Nosewheel Code C
INS- and
Stand Nr.
Visual range B-747
5.80
5.80
Docking System
Display
Nosewhel Code DE
Pilots eye level B-747
2.65
35.00
3.10
Distance range between DGS and Cockpit:
6m to 62m
18ft to 186ft
Different Aircraft Typ/Type spec per stand:
up to 40
With the 400Hz ground power, the PCA (preconditioned air) and the in
pavement fuel pits the stands became fairly complex for the design of
the facility. Individual stop positions for each type or subtype of aircraft
were needed for efficient and safe handling.
Studies of that time showed that it was not possible to provide safe and
accurate docking at concourse A with an existing DGS such as
AGNIS/PAPA. Overlapping stands and high accuracy, +/-1,5m,
alignment +/-25cm were demanded by airport authorities. A one-year
test period with the Swedish Safegate DGS was undertaken and showed
that all demands of the airport could finely be achieved by this sensor
based system. New at that time was the control of all individual DGS by
a centralised gate operating system from apron control.
7
VDGS 1.5 Why Airports choose advanced DGS?
•
•
•
•
•
•
•
•
No waiting time for marshaller before docking
Docking safely, reduce collision risk
Time saving docking, reduce turnaround time
Reduce apron manpower
Park aircrafts precisely, always on same position
Reduce traffic on voice channels
Reduce work load of the apron controllers
Have a log file from each docking manoeuvre
Maximise the use of gates
The efficiency and economy of a hub airport depends on its hourly peak
capacity and the guaranteed corresponding time. If there are 80 or 100
corresponding flights per hub sequence is a significant factor. To rise
throughput of the aircraft stands even under poor visibility conditions,
advanced docking guidance system should be considered.
To provide Munich's controllers with an adequate tool, apron taxi-lane
lighting and docking systems were integrated in a central control unit
8
VDGS 1.6 First advanced docking system (inductive)
Display
Local control
Scanner
Inductive loops
Connection to
Remote control
Maybe one of you has any information where such a system is in use
today. Inductive loop systems where the technology of the eighties.
A limited system with limited performance was produced by RLG in
Studio City. A hand full of sensors were provided, built in the pavement
to give a stop indication when the nose wheel hits the sensor. The
alignment was indicated by a bolt-system and a traffic light showed
green to proceed docking and changed to red when stop position was
reached.
Then Safegate delivered a sophisticated system where pressure sensors
got replaced by inductive loops. There are some very robust installations
in use, e.g. Munich Terminal 1 since 1992. Older installations as Zurich
are decommissioned. The reason is the drawback that installations in the
pavement are needed and the system is out of production today.
A line of 30 inductive loops, which detected the nose wheel during
docking, process every meter. The stop position was programmed to a
certain loop individually for each aircraft
The pilot display showed an aircraft Symbol with a centre bar for
alignment indication and two rows of green resp. yellow lights showing
stop position and closure rate. The type of aircraft was indicated by
variable message based on lighted digits and characters.
When it was once installed, loop systems were absolutely reliable under
all visibility and environmental conditions. The only heel of Achilles was
the EMC (especially LEMP) problems during thunderstorms.
9
VDGS 2. What is expected from a VDGS?
1. Demands from pilots?
2. Demands from airports/airlines?
3. Maintenance aspects?
10
VDGS 2.1 What pilots expect from a VDGS?
1. As good as a good marshaller
2. Good reading and self explaining display
3. Readable from both seats, captain and officer
4. Safe and continued guidance to stop position
5. Graphic display for closure rate and digits before stop
6. Preferable speed information on DGS display
7. Adequate accuracy at stop position
8. Emergency stop
9. High availability
10. Fit for all weather operations
Pilots needs were stipulated by Capt. Mack Moore from the IFALPA in
the ICAO visual aids panel 14 at Montreal in December 2002.
11
VDGS 2.2 Operational demands from Airports
1.
2.
3.
4.
According ICAO Annex 14 Standard
Efficient and cost saving
Safe and time saving docking manoeuvre
Adequate accuracy at stop position
(+0,5m longitude, +0.25m lateral)
5. Reduction of apron personal
6. High availability
7. Working und all weather conditions (MOR 50m...100m)
8. Flexible configuration without in pavement installations
9. Integration in traffic management system
10. Readable by ground staff and tractor drivers
12
VDGS 2.3 Demands of the maintenance
1.
2.
3.
4.
5.
6.
8.
High availability -> 1 (high MTBF, high MTTR)
Easy to maintain
Good access to all components
Transparent installation
Not harmful for service staff or other personal
Plug and play
Easy to change configurations
(Type of aircraft, stop position, door number)
9. No sensors in pavement
13
VDGS 3. Why standards?
Operations: (ICAO Annex 14)
• Reduce the variety of different presentation
• Make docking safer
Industrial standards: (Cenelec, IEC)
• Reduce variety of different customer specifications
• Guarantee a adequate quality
• Reduce dependability from manufacturer (airports)
• Reduce engineering efforts (consultants)
14
VDGS 3.1 What standards are in force?
Operations:
• ICAO Annex 14 (Standard 5.2.22)
• ICAO Anne 14 (Recommendation 5.2.22.8)
• Aerodrome design manual Part 4 (guidelines)
Industrial standards:
• There is no standard at present
15
VDGS 3.2 Standards for A-VDGS in preparation
Operations:
• VAP 14 made a proposal for a additional standard to
existent paragraph 5.2.22.,
applicable for advanced visual docking guidance
Industrial standards:
• CENELEC is preparing a standard for advanced docking
guidance systems
• There will be a draft version available by begin of 2004
16
CHAPTER 5. VISUAL AIDS FOR NAVIGATION
5.3.22A Advanced visual docking guidance system
Application
Note. —
Advanced VDGS include those systems that provide additional guidance
information to pilots, e.g., aircraft type indication (in accordance with ICAO Document
8643),distance_to_go information and closing speed. Docking guidance information is provided on
a display unit intended to be useable by pilots in the left or right hand seats. Advanced VDGS also
permit integration within an A_SMGCS which incorporates a gate operating system.
5.3.22A.1
Recommendation.— An advanced VDGS should be provided where minimum
aircraft to object separation exists for the aircraft stands in regular use and very precise guidance is
necessary to prevent a collision and to align the aircraft with passenger access points and should be
usable by all types of aircraft for which the aircraft stand is intended.
Note.— The factors to be considered in evaluating the need for an Advanced VDGS are in
particular: aerodrome traffic density, apron traffic density, the number and type(s) of aircraft using
the aircraft stand, weather conditions, space available on the apron and the precision required for
manoeuvring into the parking position due to aircraft servicing installation, passenger loading
bridges, etc. See the Aerodrome Design Manual, Part 4 — Visual Aids for guidance on the selection
of suitable systems.
5.3.22A.2
The provisions of 5.3.22A shall not require the upgrading or replacement of
existing Advanced VDGS installations before 1 January 2015.
Guidance display unit
Location
5.3.22A.3
The guidance display unit shall be located on or close to the extension of the stand
centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft
throughout the docking manoeuvre and aligned for use by both front seat pilots.
5.3.22A.4
The guidance display unit shall be located in such a way that there is continuity of
guidance between the aircraft stand markings, the aircraft stand manoeuvring guidance lights, if
provided, and the guidance display unit.
5.3.22A.5
Docking guidance shall be provided by a single guidance display unit (or separate
modules appearing as a single unit) capable of displaying at least aircraft type, azimuth, direction of
azimuth correction, closure distance, closure rate, emergency stop and normal stop point indicators.
5.3.22A.6
The guidance display unit shall be adequate for use in all weather, visibility,
background lighting and pavement conditions for which the system is intended both by day and
night, but shall not dazzle the pilot.
17
5.3.22A.7
Recommendation.— The guidance display unit should be capable of
providing aircraft ground speed during the docking manoeuvre.
5.3.22A.8
An advanced VDGS shall provide all required information
in 5.3.22A.5.
5.3.22A.9
The accuracy of the system shall be adequate for the type of loading bridge
and fixed aircraft servicing installations with which it is to be used.
5.3.22A.10
The system shall provide an identification of the selected aircraft type to both
the pilot and the system operator as a means of ensuring that the system has been set properly.
5.3.22A.11
The guidance display unit shall be easily recognizable and capable of
providing guidance information which can be intuitively interpreted.
5.3.22A.12
The guidance display unit shall provide unambiguous left/right guidance
which enables either front seat pilot to acquire and maintain the lead-in line beginning at least
25m prior to the stop point.
5.3.22A.13
Azimuth guidance shall be indicated by a fixed green centre line beginning at
least 25 m prior to the stop point with a color change to yellow for the final 3m to the stop point.
5.3.22A.14
Deviation from the centre line and correction guidance back to the centre line
shall be depicted via a red arrow (Á) or caret (<) symbol displayed on the same side of the
centre line as aircraft displacement from the centre line and pointing toward the centre line.
5.3.22A.15
Aircraft location with respect to the centre line shall be depicted by an aircraft
symbol that moves progressively toward the stop point as the actual aircraft location changes
beginning at least 20m prior to the stop point.
5.3.22A.16
Analog closure distance and rate shall be available beginning at least 15m
prior to the stop point and shall be depicted by a visual representation of the distance to go and
actual closure rate toward the stop point.
18
VDGS 3.4.1 CENELEC standard for A-VDGS
Where are we today?
• Definitions are done
• Specifications for A-VDGS are done
What’s under construction?:
• Type test
• Factory acceptance test
• Site test
The European Standardisation Committee Cenelec, settled in the TC97x in 1999 a working group to create a standard for A-VDGS. The work
is still ongoing but we hope to come out with the draft by the end of this
year.
The working group represent the European Industry, the Airports (MUC
and AENA), the consultants (AEROPLAN, Zurich) the CAA of Norway
and keeps in close coordination with IFALPA and ACI Europe.
19
VDGS 4.
What’s on the market?
• Laser based systems
– FMT
– Safegate
• Camera based systems
– Honeywell
– Siemens
20
VDGS 4.1.1 Laser system by FMT
LADAR distance measure unit
passive azimuth guidance
LADAR
Pilots display
Magnetic flap
Display
A 340
STOP
PC
-program
-Communication
-Display driver
-Acft. Database
-LADAR processor
Local panel
Laser detection
TCP/IP COM
UPS
The FMT System consists of a passive alignment Indicator. For closure
rate and stop indication the distance is measured by LADAR with a
class 1 laser source. The laser is guided by a rotating mirror and
describes a circle. The reflection of the laser on a object is received from
the Ladar which calculates the distance to the object by measuring the
time delay between light emission and detection of the reflected laser
light.
As the laser penetrates easily glass and gets reflected by aluminium
there is a significant gap between fuselage and the back of the Cockpit.
The computer knows the expected type of aircraft and compairs the laser
signature with the stored aircraft model.
It sounds very easy and I can tell you that it is just a little bit of laser
technology and 15 years of experience!
The display consists of magnetic flaps controlled by coils as there are in
use for e.g. busses.
The system is easily readable under all visibility and weather conditions.
All significant data of each docking manoeuvre are stored on the hard
disk as log files. In case of failures or a collision integer data are present
for investigations.
References in Geneva, Hamburg, Stuttgart, Copenhagen, Stockholm
21
VDGS 4.1.2 Laser system by FMT
22
VDGS 4.2.1 Laser system by Safegate
Flight Information
System
(flow unit)
Pilot's Display
docking controller
Data logger
LADAR Sensor
-Type of Aircraft
-Designated Stand
-Time of activation
Apron Control
HMI
Bridge clear
Emergency stop
Local control board
TCP/IP
Service
Laptop
Safegate’s Safedock System uses a LADAR with a class M Laser source
for closure rate, stop indication and alignment. A pair of mirrors guide the
laser. One sets the vertical angle of the beam while the second is
sweeping describes a plane sector as a wiper on a windshield. The
reflection of the laser on a object is received from the LADAR which
calculates the distance to the object by measuring the time delay
between light emission and detection of the reflected laser light. The
LADAR detects the outline of the fuselage and when the aircraft comes
closer the shape of the wings and the engines.
The computer knows the expected type of aircraft and compares the
laser signature with the stored aircraft model.
The LED display is fairly good readable under all visibility and weather
conditions.
All significant data of each docking manoeuvres are stored on the hard
disk as log files. In case of failures or a collision integer data are present
for investigations.
At present, Safegate is the clear market leader in VDGS. There are over
1000 deliveries reported
References in Amsterdam, Dubai, Hong-Kong, Oslo, Munich, Zurich
23
VDGS 4.2.2 Laser system by Safegate
24
VDGS 4.3.1 Camera system by Honeywell
Honeywell has a highly dynamic CCTV Camera (120db!) detecting
incoming aircraft from taxilane to the stop position. The camera picture is
continuously compared with a 3-D Model of expected aircraft stored in a
computer. According to the difference between Camera picture and the
aircraft model, a extremely powerful computer (2xPentium 900MHz)
calculates the position of an incoming aircraft during the whole docking
procedure. The pilot gets his information resp. advices by a
transluminiscent LCD display.
All significant data and the camera picture of each docking manoeuvres
are stored on the hard disk as log files. In case of failures or a collision
integer data are present for investigations in case of a collision or to bill
the aircraft stand fee to carriers.
References in Brussels, Dresden, Hannover, Inchon (Seoul),
Kualalumpur
25
VDGS 4.4.1 Camera system by Siemens
Vdock from Siemens has two CCTV Cameras detecting incoming
aircrafts from taxilane to the stop position. The camera picture is
continuously compared with 2-D templates of expected aircraft.
According to the difference between Camera picture and template a
computer calculates the position of an incoming aircraft during the whole
docking procedure. The pilot gets his information resp. advices by a LED
display.
26
All significant data and the camera picture of each docking manoeuvre
are stored on the hard disk as log files. In case of failures or a collision
integer data are present for investigations.
References in Munich (Test system), Nuremberg
27
28
VDGS 5. Control and monitoring
29
VDGS 5. Engineering aspects
Munich Terminal 2 seen from the apron control unit
Lessons learned in the Munich Terminal 2 project (76 units
centralised control and monitoring, Integration in ATC flow unit)
VDGS,
-Better shade against sun light (DGS east/west orientated)
-Better readability on 150m instead of only 100m (stop up to 62m from
Display!)
-Refresher training for marshaller
-The accuracy of +/-0.15m for alignment and +/-0.5m for stop position is
needed
-Speed during parking is up to 25kn!
-Thought project management is required
30
VDGS 5.2 Engineering, flexible stand lay out
Definitions:
• Acft. Stand dimensions
• Selected aircraft types and subtypes
• Dedicated stop positions
• Minimum clearence
• Passenger bridges
• Ground power units 400Hz and PCA
• Fuel pits
• Handling
• Architecture
31
VDGS 5.3 Engineering, free cockpit to display view
Pilots view
Laser beam
Lessons learned in the Zurich 5th expansion program
(74 units VDGS for all nose in stands, centralised control and monitoring,
Integration in ATC flow unit)
-Careful manufactures joint and sealing for the display is a need
-The accuracy of +/-0.25m for alignment and +/-1.5m for stop position is
sufficient
-Emergency stop is needed
-Thought project management is required
32
VDGS 5.4 Engineering, check obstacles
33
VDGS 6. Engineering, Aircraft stand centreline lighting
Not just cream on the cake, but a big help for smooth traffic flow are the
yellow guidance lights leading to each individual aircraft stand. There are
omnidirectional yellow lights with 40cd in use. Interval for stand
centrelines is 7,5m (MUC) or 10m (ZRH). These lines are switched on,
as soon as the corresponding docking system is active.
Stand centreline lights are provided for pilots, pushers and as a sidekick
they indicate active stands for vehicle drivers on the apron area.
For Zurich-Airport newly designed lights were installed. The fixture
provides a yellow bidirectional 120° light distribution. Stand Centreline
lights are sealed with a gasket in between base and fixture. The
measures must be taken that no jet fuel can get into the electrical tubes.
34
VDGS 7. Performance
stop postition within +/- 0.5m
90%
80%
70%
60%
System A
System B
System C
System D
50%
40%
30%
20%
10%
0%
-0.5mbis
0.5m
-0.4mbis
0.6m
-0.3mbis
0.7m
-0.2mbis
0.8m
-0.1mbis
0.9m
0.0mbis
1.0m
0.1mbis
1.1m
0.2mbis
1.2m
0.3mbis
1.3m
0.4mbis
1.4m
0.5mbis
1.5m
Between 1996 and 2001 a test trial with laser and camera based docking
guidance systems was carried out at Zurich-Airport. The tests
campaigned (3000 dockings) brought all sorts of practical experience
and the gained knowledge initiated further product developments. Since
then further enhancements in camera and laser technologies were
achieved. Today camera and laser technology is a successful technique
for advanced docking guidance.
35
VDGS 8. Questions?
AEROPLAN
Seiterle Engineering Ltd
P.O. Box 1388
CH-8058 Zurich-Airport
Switzerland
Tel.
+41 1 818 04 90
Fax
+41 1 818 04 92
E-mail: a.seiterle@aeroplan.ch
Internet:www.aeroplan.ch
36
VDGS 8. Questions?
•ICAO Annex 14
•ICAO Aerodrome Design Manual Part 4
•ICAO Report of the VAP 14
•CENELEC Draft TC97x Standardization of VDGS, 9/2003
•Ashford / Wright, Airport Engineering
•Wells, Airport Planning and Management
•AEROPLAN, AGL project for the expansion of Munich-Airport, 1999-2003
•AEROPLAN, AGL project for the expansion of Zurich-Airport, 1999-2003
•Seiterle/Jegen, Field tests of advanced VDGS at Zurich-Airport, 1996-2001
•Laser safety and standards, Swiss health and accident insurance 2002
•CENELEC Laser Safety Standards EN 60825
•Product information by FMT, Honeywell, Safegate, Siemens
37

VDGS - IESALC

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