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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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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


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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.


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z The Frame




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


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z The Frame




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.


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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.


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zManaging Error Entries

Errors are managed at 4 different levels:

Error level A

validation of a discrete datum against available range


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Error level A


Error level A+

validation of a datum against other field of the sameframe

Temperature range

checked against runway

condition


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Error level A


Error level A+


Error level B

validation of data of a frame with respect to otherframes


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Error level A


Error level A+


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


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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 ?)

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