european gadss webinar · 2020. 12. 16. · european gadss webinar slide 14 post flight...

European GADSS Webinar

Post Flight Localisation and Flight recorder Data Recovery SARPs

BEA Safety Recommendations

SR in the framework of AF447 investigation based on international WG activities

• Medium term

• Regular or triggered transmission of position and/or flight parameters

• Long term

• Installation of deployable recorders

EUROPEAN GADSS Webinar Slide 2

2.5 years

ICAO Process3 years

5.5 years

Safety Reco

BEA - AF447

ICAO

FLIRECP

ICAO

ANC

ICAO

Annex 6

ULDELT-DT &

Deployable recorder

ULD SARPSADT & FRDR

SARPS

MH370

accident


GADSS Functions

• Post Flight Localization is one of the four main pillars of the GADSS Concept of Operation (CONOPS)


Emergency Locator Transmitter SARPs

Annex 6 Part I SARPs on ELTs and Location of an Aeroplane in Distress

• 6.17 EMERGENCY LOCATOR TRANSMITTER (ELT)

• 6.17.1 Recommendation.— All aeroplanes should carry an automatic ELT.

• 6.17.2 Except as provided for in 6.17.3, all aeroplanes authorized to carry more than 19 passengers shall be equipped with at least one automatic ELT or two ELTs of any type.

• 6.17.3 All aeroplanes authorized to carry more than 19 passengers for which the individual certificate of airworthiness is first issued after 1 July 2008 shall be equipped with either:

• a) at least two ELTs, one of which shall be automatic; or

• b) at least one ELT and a capability that meets the requirements of 6.18.

• Note.— In the case where the requirements for 6.18 are met by another system no automatic ELT is required.


Post Flight Localization

Flight Recorder data recovery

Post Flight Localization SARPs

• The new Annex 6 Standard for the location of an aeroplane in distress covers the issue raised by AF447 and MH370 but provides a lower accuracy than the previous Standard for ELTs to precisely locate survivors after an accident occurring over terrain. A one-minute update rate has been shown to equate to an accuracy of around 6 NM.

• In mountainous terrain and especially in conditions of poor visibility and/or bad weather such an area (150 square statute (land) miles) could take many hours to search, risking the lives of any survivors.





• The 44 European States and Eurocontrol presented a WP* at the last 2018 ICAO 13th Air Navigation Conference highlighting that the new Location of an aeroplane in distress Standards, if improving the situation for accidents over water, provide less accuracy than the previous automatic ELTs in case of an accident over terrain especially in mountainous areas.

• Despite the fact that the European WP clearly defines the needs, the 13th

ANC Recommendation 4.4/1 (SAR and GADSS) is that ICAO:

• h) review the need for a requirement for a performance-based Standard to accurately determine the location of the end of flight, particularly over terrain, in the scope of efficient SAR operations;


* 13th ANC 2018 wp_212_en.pdf




• The GADSS-AG discussed the issue and asked the ICAO Joint WG composed mainly of SAR to provide the need.

• The AIGP is also involved to provide feedback on ELT activation following accidents with survivors

• So far the analysis of the accidents shows that ELTs are activated on purpose

• The expectations to comply with the needs are:

• Accuracy: 200 m 2D-accuracy as a minimum.

• Redundancy: GNSS position and 121.5 MHz homing signal.




Latest EUROCAE Standards

• EUROCAE ED-62B / RTCA DO-204B “MOPS for Aircraft Emergency Locator Transmitters” (ELTs) were published in December 2018.

• These documents include specifications for:

• Increased survivability of Automatic ELT and,

• Distress tracking ELT (ELT-DT) that can be triggered in-flight by the criteria defined in EUROCAE ED-237 “MASPS for Criteria To Detect In-Flight Aircraft Distress Events to Trigger Transmission of Flight Information”.




Flight Recorder Data Recovery SARPs

Annex 6 Part I CAT published in November 2016

• 6.3.5.1 All aeroplanes of a MCTOM of over 27,000 kg and authorized to carry more than 19 passengers for which the application for type certificate is submitted to a Contracting State on or after 1 January 2021, shall be equipped with a means approved by the State of the Operator, to recover flight recorder data and make it available in a timely manner. (Flight recorder Data Recovery)




Flight Recorder Data Recovery SARPs

• 6.3.5.2 In approving the means to make flight recorder data available in a timely manner, the State of the Operator shall take into account the following:

• a) the capabilities of the operator;

• b) the overall capability of the a/c and its systems as certified by the State of Design;

• c) the reliability of the means to recover the appropriate CVR channels and appropriate FDR data; and

• d)specific mitigation measures.

• Note — Guidance on approving the means to make flight recorder data available in a timely manner is contained in the Manual on Location of Aircraft in Distress and Flight Recorder Data Recovery (Doc10054)




Means of Compliance


Fixed combined recorder

Fixed combined recorder

ADFR can replace the rear fixed recorder

Installation of two fixed combined recorder (CVR, FDR, DLR, FCMIR) is mandatory on new type of aircraft

Streaming of flight recorder data will be in

addition to the two fixed combined recorders



ICAO Manual Doc10054

The objective of this manual is to provide guidance on the implementation of the Annex 6 performance based provisions

• FRDR section of Manual Doc10054 contains:

• Definitions of the ICAO SARPs: what does ‘timely’ mean for ex

• Description of the operator capabilities; end users after an accident; overall capability of the aeroplane and its systems…

• Example of technology:

• ADFR, compliant with EUROCAE ED-112A MOPS, be one of the two combined recorders




ICAO Manual Doc10054

• Examples of technology:

• Continuous or triggered transmission of flight recorder data

• Triggering criteria could be the same than the one triggering the location of aircraft in distress means

• Transmission of flight recorder data be performed by any available on-board transmitting means via satellites or/and ground stations and that the data be stored in a secured ‘cloud’

• Protection of data transmitted from aircraft to the ground

• Priority of transmission of flight recorder data




Conclusion

• Despite the fact that the European WP clearly defines the needs, close cooperation from SAR and Accident investigations authorities is essential to make sure that the need for a Standard to accurately determine the location of the end of flight, be developed as soon as possible.

• It may not need a performance based Standard as the change of 2 words of paragraph 6.17 of Annex 6 Part I could satisfy the needs

• The expectations to comply with the needs are:• Accuracy: 200 m 2D-accuracy as a minimum. • Redundancy: GNSS position and 121.5 MHz homing signal.


european gadss webinar · 2020. 12. 16. · european gadss webinar slide 14 post flight...

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