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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
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Objectives
z To find a new way how to manage operationaldocumentation on the flight deck
z To provide an easy access to an increasing
amount of complex information
z To provide an accurate computation ofperformance analysis - Real time computation
z To provide information for a given aircraft tailnumber
z To provide a unique platform for several
applications
z To reduce revision and distribution cycle and toensure technical data accuracy
z To ease and improve the updating process
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FOVE
z aims at integrating the Performance Modulesand the Flight Operations TechnicalInformation.
z aims at exchanging information between theapplications.
z F.O.V.E. is based on an open architecture andconsequently information of FOVE modules canbe shared with external applications.
Flight Operations Versatile Environment
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LPC Architecture Overview
F.O.V.E.
Take
Off FCOMMEL
Weight
&Balance
In Flight
Airline
Info Landing
MEL
Mngt
W&B
Admin
Interface
TakeOff
Admin
Interface
FCOM
Mngt
OnGr
oundTools
OnBo
ardTools
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F.O.V.E Description
F.O.V.E.
TAKE OFF FCOMMELWeight &
BalanceIn Flight
Airline
InfoLANDING
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Welcome Page
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FCOM Consultation
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TakeOff
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Weight & Balance
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Design Principles for Performance Modules
z General
All functions are accessible from the keyboard to avoid theuse of the mouse
Color scheme
background/frame/field entry color modifiable
Night vision/Day vision switch(Alt -V)
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Design Principles for Performance Modules
zMain 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
Design Principles for Performance Modules
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Design Principles for Performance Modules(2)
z The Frame
When a function key is pressed, the corresponding framereceives the focus on the first field.
The focus is clearly marked by a blue arrow between thefield label and the field entry. The label is marked with ablue box.
The field is composed of a label followed by the units usedand followed by the entry value.
Design Principles for Performance Modules
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Design Principles for Performance Modules(2)
z The Frame
When a function key is pressed, the corresponding framereceives the focus on the first field.
The focus is clearly marked by a blue arrow between thefield label and the field entry. The label is marked with ablue box.
The field is composed of a label followed by the units usedand followed by the entry value.
A field can be displayed in 3 different ways:
No entry is possible, the parameter is written in plainc
The entry is entered by the pilot, the entry area is a boxd
The entry is selected from a list of available options, theentry area is a box with an arrow down to indicate a list e
1
2
3
Design Principles for Performance Modules
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Design Principles for Performance Modules(2)
z The Frame
When a function key is pressed, the corresponding framereceives the focus on the first field.
The focus is clearly marked by a blue arrow between thefield label and the field entry. The label is marked with ablue box.
The field is composed of a label followed by the units usedand followed by the entry value.
A field can be displayed in 3 different ways:
No entry is possible, the parameter is written in plainc
The entry is entered by the pilot, the entry area is a boxd
The entry is selected from a list of available options, theentry area is a box with an arrow down to indicate a list e
The Status Bar offers help to the pilot when a field receivesthe focus.
Design Principles for Performance Modules
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Design Principles for Performance Modules(3)
z Protection and Security
All fields are protected against involuntary modification andthis protection is removed by typing the ENTER key.
When the user changes any input parameter, the resultframe is emptied immediately.
If the pilot entry is converted by the interface (e.g. unitchange, ), the pilot entry is displayed in between bracketsafter the converted value.
Design Principles for Performance Modules
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Design Principles for Performance Modules(4)
zManaging Error Entries
Errors are managed at 4 different levels:
Error level A
validation of a discrete datum against available range
Design Principles for Performance Modules
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Design Principles for Performance Modules(4)
zManaging 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 sameframe
Temperature range
checked against runway
condition
Design Principles for Performance Modules
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Design Principles for Performance Modules(4)
zManaging 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 sameframe
Error level B
validation of data of a frame with respect to otherframes
Design Principles for Performance Modules
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Design Principles for Performance Modules(4)
zManaging 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 sameframe
Error level B
validation of data of a frame with respect to otherframes
Error level C
validation of all data which can only be done byexecuting a separate computation.
For example: Loading distribution outside CG envelope
Design Principles for Performance Modules
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Design Principles for Performance Modules(5)
z Display of Results
Differentiation of useable results from unusable ones.
Unusable results are either:
displayed in Magenta/Red when the maximumpermissible takeoff weight is lower than the actualweight
not provided and an error message explains the reasonof the failure
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Design Principles for Performance Modules (5)
z Display of Results
Differentiation of useable results from unusable ones.
Usable results are displayed in numerical and graphical
format (when applicable)
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Coming Soon
In Flight Module
34000
35000
36000
37000
38000
39000
60000
61000
62000
63000
64000
65000
66000
67000
68000
Weight (1000 x kg)
PressureAltitude(ft)
MAX REC ALT (ft) MAX REC CRZ ALT (ft)
MAX CLB ALT (ft) OPTIMUM ALT (ft)
68038 Weight (kg) 6149866997
6683661330
Landing
In Flight
MEL
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Coming Soon - Landing module
z Dispatch Condition
Required Landing Distance
Approach climb limiting climb
z In-Flight Condition
Normal or in-flight failure affecting approach/landingperformance
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
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Coming soon - In-Flight module
z A complement to the FMS performancecomputations
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, )
z Tabular or graphical presentation of results
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Sample External Application - Route Manual
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Conclusion
z
Presently 45 airlines are using at least one module of theLPC.
z 10 % of yearly increase is expected.
z LPC is the first application brick paving the way for AFIS
(Airbus in-Flight Information Services) and A380
z Future developments should privilege:
The context based access to the information
One-way interactivity with aircraft systems between cockpit systems andLPC
New technologies capabilities (intelligent graphics,audio,video)
Level of interactivity with FMS (One-way or 2-way ?)