Embraer's Lineage 1000 Business Jet - SAE International

aero-online.org December 2013

Embraer’s Lineage 1000 Business Jet

Avionics for Position Integrity

Optimizing CFRP Assembly

18 aero-online.org Aerospace Engineering, December 2013

What’s Online

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Top Articles EADS aims to electrify the skies

The French company is pursuing electrification via so-called “E-aircraft” projects, which include an electric general-aviation training aircraft, a serial hybrid-electric motor glider,and a hybrid propulsion system for larger aircraft. Read moreat http://articles.sae.org/12452.

Putting a tighter spin on engine component balancingVibration-induced shaking of a part wastes energy, in-

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Montréal, one of the world's leading aerospace centers, isthe site of the SAE 2013 AeroTech Congress & Exhibition,with Bombardier serving as host company. Fassi Kafyeke, Di-rector of Strategic Technology, Bombardier Aerospace, andAeroTech Co-Chair, discusses the event and emerging indus-try trends. Read more at http://articles.sae.org/12417.

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Editorial

Since the Wrightbrothers, aerospaceengineers have es-sentially focusedon safety, and thatfocus proved to beextremely success-ful — so much sothat the focus hashad to change.

The aerospace industry is acutely awareof the flying public’s growing concernswith pollution, both the kind they hearand the kind they smell (not even to men-tion exactly what chemical reactions areoccurring with those emissions at 36,000feet), as well as the enormous leaps in thenumber of passengers projected to be fly-ing in coming years, with some projectingthat globally the annual figure will beabout 1 billion passengers around 2020.And airlines need to address such con-cerns while both remaining profitable andreplenishing their fleets.

The industry allows that it is responsi-ble for 2% of manmade CO2 emissions.While that may not seem like much, inlayman’s terms, 2% of A LOT is still A LOT.The industry projects that aerospace CO2amounts will increase to 3% by 2050.While that also may not seem much, 3%of a WHOLE LOT MORE is going to beQUITE A LOT.

Does the flying public really care? Put itthis way: if only 2% of potential passengersdecided not to fly due to the environmen-tal impact of air travel, that is still A LOT ofpassengers, and A LOT of empty seats.

And, it’s not just concerns about the en-vironment that could potentially emptyaircraft seats. There are also time concerns.

“There’s not a person among us wholikes interminable waits sitting on the run-way prior to takeoff clearance,” said Mar-ion Blakey, President and CEO, AerospaceIndustries Association, speaking in Sep-tember at the NextGen Rally. “Nor is any-one enamored when flights are delayedby en route weather, [when] a slightly al-tered flight plan could get us home safely.”

NextGen, formally the Next GenerationAir Transportation System, is tasked totransform the air traffic control systemfrom a ground-based radar system with

extremely dated technology to a satellite-based system.

Ideally, the system will be implementedbefore the satellite-based system is alsoconsidered to have extremely dated tech-nology, though there have been delays.The ultimate goal of the system is to re-duce gridlock by optimizing routes and al-lowing aircraft to be closer to each otherwhile in the air.

Blakey, a former FAA Administrator, hasbeen on the NextGen bandwagon for over10 years. “NextGen has rightly been calledone of America’s most impressive infra-structure projects,” she said. “But it is alsoone of the most invisible public worksprojects we can imagine.”

In her speech, Blakey made sure topoint out some of the visible benefits ofimplementing NextGen. She cited an FAA-sponsored study that determined “domes-tic flight delays put a $33 billion dent intothe U.S. economy, with about half thecost borne by passengers.”

To address that concern, she cited a De-loitte study that “predicts that full imple-mentation of NextGen — and I empha-size full — by 2035 will provide more than$281 billion in net benefits to the econ-omy, and a decade sooner save 27 millionhours in flight delays and reduce 216 met-ric tons of greenhouse gas emissions.”

According to Blakely, that’s the equiva-lent of annual greenhouse gas emissionsfrom 45 million passenger vehicles, or theCO2 emissions from the electricity use of30 million homes in one year.

“Put another way,” said Blakey, “the in-dustry’s resolve to have carbon neutralgrowth by 2020 relies on NextGen mov-ing ahead as planned.”

Parts of NextGen, such as ADS-B, PBN,and RNP, are already functioning at someairports around the country and are al-ready saving airlines and freight compa-nies time and money. But there’s still ALOT to do to get the full NextGen systemup and running, and inherently clearingthe air while simultaneously filling theskies with aircraft.

Jean L. BrogeManaging Editor

Clearing the air

Thomas J. DrozdaDirector of Programs& Product [email protected] JostEditorial DirectorJean L. BrogeManaging EditorLindsay BrookeSenior EditorPatrick PonticelAssociate EditorRyan GehmAssociate EditorMatt MonaghanAssistant Editor

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Technology Update

In today’s assembly of large and com-plex carbon-fiber-reinforced plastic(CFRP) components such as passenger-aircraft vertical tail planes (VTPs), liq-uid resin-based materials are used forseveral applications. Commonly, thesematerials are used to close gaps betweenthe CFRP single parts during assembly(shimming) or to smooth outer surfacesto fulfill aerodynamic requirements(aerodynamic sealing).

Depending on temperature and air hu-midity, these materials generally requirecuring times up to 12 hours. From an ef-ficiency and cost optimization perspec-tive in running aircraft production, suchlong curing times are definitively waste-ful in terms of lead time (critical path).

By heating and/or air-conditioningthese resin-based materials, the com-mon curing time can be drastically re-duced — to 2 hours. Due to the use ofheated air — instead of, for example,heating lamps — the curing process canreliably be controlled, without any riskof overheating and destroying thesealant or shim material.

Researchers from Airbus OperationsGmbH and Marcotodo GmbH describetwo applications of heated air technol-ogy for the accelerated curing of resin-based shim and sealant materials. Thefirst example is the aerodynamic seal-ing of a VTP; curing time of the aerody-namic sealant can be reduced by 8 to 10hours using the newly developedheated air technology. The second ex-

ample is the shimming of gaps betweena VTP center box and metallic parts at-tached to the box.

Tolerance Compensation UsingResin-Based Materials

Large and complex parts made ofCFRP commonly show larger tolerancesregarding form and thickness accuracycompared to metal parts since higheraccuracy would directly lead to expo-nentially higher costs of the singleparts. Therefore, as a compromise, tol-

erance compensation has to be per-formed as part of the assembly process.

Shimming has to be performed be-tween the single parts to close gaps thatare caused by stack-up of thickness tol-erances and to guarantee correct trans-fer of loads through the parts and thefastener elements. Closing gaps on theouter surface of assembled components,or aerodynamic sealing, has to be per-formed to smooth the surface.

The sealing material is a two-compo-nent polysulfide-based compound from

Vertical tail plane (VTP) of a single-aisle passenger aircraft showing gaps on the outer surface (in red)that have to be filled by aerodynamic sealing.

Curing time of the used shim material dependent on the curing tempera-ture.

Curing time of the used sealant material dependent on the curing temper-ature.

Heated Air Technology Helps Optimize CFRP Assembly

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Technology Update

Chemetall. With the current productvariant, the curing time is about 8 hoursat 23 °C to achieve a hardness of ShoreA 30 of the cured material. By increas-ing the temperature, the curing timecan be reduced; a decreased temperatureleads to longer curing times. Especiallyduring winter (with shop-floor tempera-tures less than 20 °C), this could lead tocuring times of up to 16 hours.

In addition, a minimum relative hu-midity is necessary for the initiation ofthe chemical curing reaction (vulcan-ization). Especially during winter, rela-tive air humidity could be less than10%, which leads to further extensionof the curing time.

The shim material used is a two-com-ponent epoxy-based compound fromHenkel. The curing time at 20±3 °C is 9hours. By increasing the temperature,the curing time can be reduced to lessthan 2 hours.

Improved Aerodynamic Sealing withHeated Air

Heating (IR) lamps have traditionallybeen used to heat the sealants; how-ever, the heat distribution on the sur-face is very uneven, leading to unevencuring of the sealant. There also is a riskof overheating and damaging thesealant, or in the worst case, the CFRPmaterial itself.

To overcome this risk, a new technol-ogy was introduced using heated air in-stead of lamps. By using heated air flow-ing slowly and continuously over thesealant material, a homogeneous heatdistribution and curing process can berealized. The maximum temperature onthe surface cannot be higher than themaximum air temperature independentof the position of the system. There-fore, the curing process can be reliablycontrolled, without any risk of over-heating.

Together with other specialized com-panies, including Oellerich and CFK-Valley Stade, dedicated tooling was de-veloped and introduced. It consists of aU-shaped air tube made of CFRP. Vac-uum cups are used for mounting thetooling onto the surface without dam-aging it. Rubber lips at the edges guar-antee a closed canal for the heated andmoisturized airflow. The air tube is con-

nected to a dedicated fan heater viaflexible hoses. Several air tubes can eas-ily be connected to each other, depend-ing on the length of the gap to besealed. By means of a control unit, the

air temperature and humidity can beadjusted, automatically controlled, andrecorded. An additional electrical heat-ing system and temperature sensors areinstalled inside the air tube.

Heat distribution on the surface when using heating lamps (example).

Messpunkt 95.6 °C

150

23.9

The prototype heated air tube system, bottom view (top left), inside view (bottom right), ventilating fan(top right), and control unit (bottom left).

Aerospace Engineering, December 2013 aero-online.org 25

Technology Update

The air temperature inside the systemcan be controlled very accurately (bymeans of internal heating elements)within a range of ±3 °C, which meetsthe curing requirements for the sealantmaterial.

To maintain a relative humidity be-tween 10% and 90%, a humidity con-trol unit can be added to the system.

In first trials using the prototype, theoperational readiness of the heated airtube system could be demonstrated. A

curing time of 2 hours was achieved in-cluding temperature ramp-up and in-stallation time. The next step will be theintroduction of serial heated air tubes.

Improved Tolerance Compensationwith Heated Air

Heat can also be used to decrease thecuring time of shim material. As riskmitigation, heating lamps are no longerused in the assembly of the VTPs. An-other possibility to introduce heat is

using flexible heating mats or metallicheating elements (e.g., beams) that areplaced on the surface with the shim ma-terial underneath. In principle, this isonly possible for less complex partgeometries — e.g., flat or slightly curvedsurfaces. For complex surfaces, heatedair again becomes an interesting option.

For joining the rudder with the VTPcenter box, aluminum hinge arms haveto be assembled to the center box. Shimhas to be used to fill the gaps betweenthe rudder hinge arms and the rear sparof the center box to guarantee accuratepositioning of the hinge arms and rud-der hinge line. The heat introductioninto the interface between hinge armsand the rear spar cannot be realized witha heating mat or other conventionalheating elements due to the complex as-sembly situation. In particular, thermalexpansion of the surrounding fittingshas to be avoided. Therefore, a specifi-cally adapted heated air tooling was de-veloped that fits to the hinge arms.

In this case, the heated air systemconsists of two L-profiles that fit to thegeometry of the dedicated hinge arm.Since the geometry of each hinge arm isdifferent, individual systems have to beused per hinge arm. Rubber lips at theedges of the L-profiles ensure a closedinner room for the heated airflow. Theprofiles can easily be fixed at the partusing conventional clamping devices.The heated air system is connected to adedicated fan heater with flexible hosesand controlled by a control unit.

First trials at a test VTP were doneusing a prototype system. Again, a cur-ing time of 2 hours was realized. Nextsteps will be the implementation of theheated air system in serial production.

Heated air technology enables thestabilization of the production processwith regard to a clearly structuredprocess and delivery planning since thecuring time remains the same inde-pendent of the environmental condi-tions (temperature and air humidity) inthe shop floor.

This article is based on SAE Interna-tional technical paper 2013-01-2133 byAlexander Gessenharter and Bjorn VanKoppen of Airbus Operations GmbH, andMarc-Philipp Graf Bethusy-Huc of Mar-cotodo GmbH

Heat distribution inside heated air tube. The air temperature inside the system can be controlled veryaccurately, within a range of ±3 °C.

Schematic representation of the heated air system for accelerated curing of shim.

Temp

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Rudder Hinge Arm

Heated Air Tube(Side 2)

HeatedAir Flow

Heated Air Tube(Side 1)

Flexible Tube Connection Heated Air Flow


The past two decades saw themarket for new business jets ex-plode, with corporate customersdiscovering and embracing the

value of a tool that could bypass thecongestion and frustrations of airlinetravel, going more directly where theywanted to go, and allowing work tocontinue along the way. It seemed aperfect win-win situation for busy exec-utives who could arrive at a destinationrefreshed and prepared for that impor-tant meeting, and for companies whocould increase the productivity of theirsenior management at a competitivecost compared to using premium air-fares on every trip.

Added to the rapid rise in company-owned business aircraft were a host ofnew “fly-as-you-go” air-taxi and frac-tional operators offering competitiverates for hired-out aircraft that camewith crews, and all administrative andsupport functions taken care of.

These newcomers were soon orderingnew business jets by the score, later bythe hundred, and new products startedto flood onto the market to meet thedemand.

Although the powerhouse for bizjetgrowth was in North America, the at-traction of executive jet air travel be-came global, especially in fast-growing

emerging markets with very rich entre-preneurs developing a taste for personaljet travel.

But then the financial meltdown of2008 hit North America and Europe,and the clear blue skies of the bizjetmarket suddenly became a tropicalstorm. Orders were cancelled or post-poned, some manufacturers and suppli-ers became insolvent, and the sector’sgrowth charts reversed their upwardpaths and started a decline.

While the first years of this decadehave seen only a mild recovery in thereturn to growth in some parts of thesector, there are clear signs that aircraftmanufacturers have used the downturnto their advantage by taking on morerisks and developing a new generationof products that will, they believe, en-courage a faster rate of growth to returnsooner, rather than later.

Preparing for TakeoffThe business jet sector has more in-

ternational trade shows than almostany other group within the aerospaceindustry, with major exhibitions onevery continent. All the mainstreamaircraft companies are usually repre-sented at such events as the U.S.-basedNBAA, EBACE in Europe, LA BACE inLatin America, and Jet Expo in Russia.

Other up and coming shows are nowgaining popularity in Asia and the Mid-dle East, and China has become a bignew market, with as yet few indigenousproducts to compete with Western air-craft.

There is now an optimistic attitudedeveloping after a gloomy period of rel-ative sales stagnation, but it is not ex-pected that a full recovery to pre-2008levels of spending, when annual salesexceeded 1,300 aircraft, will be possiblefor a few years yet.

The large backlog of deliveries thatbuilt up during the 2008 crisis periodhelped manufacturers to maintain pro-duction in most cases, even if at aslowed-down monthly rate. Accordingto aerospace forecasters Zenith Jet con-sultants, deliveries of new business jetsbetween 2013 and 2022 should bearound 9,400 units worth an estimated$253 billion in revenues.

By any measure, this is a sector withhuge future potential. Zenith concludesthat deliveries will grow at a 17% ratethrough to 2017, before leveling offagain.

The new products offer improvedeconomics, more environmentallyfriendly characteristics, greater comfortfeatures, greater runway flexibility andaccessibility, and extended range, al-

Bizjets Wait for the UpliftA look at how the global executive jet market is fighting back after a hard few years.

by Richard Gardner, European Editor

Bizjets Wait for the UpliftA look at how the global executive jet market is fighting back after a hard few years.

by Richard Gardner, European Editor

Embraer Lineage interior layout.


Bizjet Feature

lowing more long-distance, nonstopjourneys.

These advances create less noise andemissions pollution for a given numberof aircraft movements and are more fuelefficient, so these gains are now demon-strating that the industry’s environmen-tal credentials are living up to the hopesexpressed by the manufacturers in re-cent times.

Technology improvements are thusdelivering results that refute the claimsof more extreme voices that suggestbusiness aviation is selfish, favors onlythe super-rich, and is destroying theplanet. The reality is that today’s newestbusiness jets are amongst the least pol-luting means of transport in any do-main, and have become an integral partof the wider economic infrastructurecontributing to global wealth creation,not endangering it.

Robust Top-End Demand The top end of the market sector is

currently the area where most new pro-gram activity is taking place. It is fore-cast that over the next decade, 1,577aircraft in this category of ultra-long-range business transports will be sold,worth a disproportionately high total of$95.8 billion.

Just under half the total will be des-tined for customers in North America,but the fastest growth rates will be com-ing from expanding customer demandsfrom the Middle East, Asia, China, andRussia, where there are currently fewsuitable home-grown products to select.New civil aircraft such as the Sukhoi Su-perjet and Comac ARJ21, which haveboth suffered severe setbacks coming tomarket, are emerging in Russia andChina as new transports. But althoughVIP government versions might be soldin small quantities, these aircraft arehardly competitive in open marketswith Western long-range executive jetmodels such as the Boeing BBJ (basedon the 737) and Airbus ACJ (based onthe A318), or the expanding range ofnew aircraft from Gulfstream, Bom-bardier, and Embraer.

Bombardier is the market leader withnew-model executive jets ranging fromthe super-light Learjet 70 and 75 nine-passenger aircraft, through the well-es-

tablished Challenger mid-size family,including the new super-midsize Chal-lenger 350, launched in May, and therecently launched top-of-the-rangeGlobal 6000, 7000, and 8000.

Each of these new aircraft featuresthe very latest cockpit designs with ad-vanced avionics suites including, insome models, adaptive LCD displaysand synthetic vision systems. The Lear-jet 75 has a new Vision flight deck fea-turing Garmin 5000 cockpit displays,

while the Challenger 350 has the Rock-well Collins Pro Line 21 advancedavionics suite with most of the previousfeatures, plus a dual inertial referencesystem.

Powered by two Honeywell HTF7350of 7,323 lb thrust, the 350 can fly eightpassengers for 3,200 miles at a cruiseheight of 43,000 feet. The paperlesscockpit and multiscan weather radar isaimed at both increasing situationalawareness and reducing the pilot work-

An interior view of the Embraer Lineage.

Embraer Legacy 500 cockpit with side-stick fly-by-wire controls, head-up display, and advancedtouchscreen displays.


Bizjets Wait for the Uplift

load. The Learjet 85, due for servicenext year, is in the mid-size category.

The new Challenger 350 follows onfrom the earlier 300 model, which hasbecome a leader in its size range withover 400 aircraft sold. Fractional ownerNetjets gave the new aircraft a big boostby ordering 75 as part of a larger 275aircraft shopping spree with Bombardierworth $7.3 billion.

The Bombardier Global Series, nowexpanded from the original 5000 modelto the 7000 and 8000 models, reflecting

the ultra-long-range capabilities, offershigh speed with generous cabin spaceand smooth operations at a cruisingheight of up to 50,000 feet. With loweroperating costs than the adapted BBJand ACJ corporate jets, the Global 7000and 8000 have an identifiable segmentof the top-end market almost to them-selves, though for extra cabin volume,the Embraer Legacy family also now ex-tends up to the corporate Lineage ver-sion of the EMB-70 aircraft, just one tierdown from the BBJ and ACJ.

The Global’s most direct competitorcomes from Gulfstream in the form ofthe new G650, which is the largestmember of the family. Gulfstream hasbeen improving and refining its familyof large executive jets over many yearsto remain competitive against the grow-ing family of newer designs from Bom-bardier and Embraer.

Boeing is still pondering how best toadapt its new re-engined 737 Max com-mercial jetliner products to competewith the long-range Gulfstream G650and Bombardier Global 7000. The newCFM Leap-1B high-efficiency engineson the Max will cut fuel costs and in-crease range, but the BBJ versions of Boe-ing’s best-seller still come in at the heavyend of the executive market, and mayget even heavier if modifications haveto be made to extract a 7,000 nauticalmile range capability. This might not bea problem for government customerswishing to use the aircraft as a VIP trans-port for state leaders and high-rankingofficials, but it could struggle to matchthe economics of the purpose-built Gulf-stream and Bombardier bizjets.

Exit and Entry One of the most active manufactur-

ers of medium-size bizjets was HawkerBeechcraft, but the company had toshed its business jet product line as a re-sult of restructuring after a period inbankruptcy protection. The newBeechcraft is to concentrate on its pop-ular twin-turboprop King Air and pis-ton twin Baron aircraft. But there is noshortage of new business jets ready andwaiting to step into the market gap leftby Hawker’s demise.

Embraer’s new eight-seat Legacy 500fills the mid-size role perfectly and isnow engaged in certification flyingprior to entering service in 2014. Thiswill be followed by the Legacy 450,which is a super-light bizjet, with manycommon features and a very high-spec-ification avionics system. This is due toenter service in 2015.

Cessna’s highly successful Citationfamily comes in the mid-size and super-mid-size categories and the latestmodel, the Longitude, is due in 2017.The smaller Latitude is due to enterservice in 2015. Before these two new-

Embraer's Phenom 100 in flight.

Bombardier's Global 7000 interior.


Bizjet Feature

comers, the company is about to intro-duce into service the Citation Soverignand Citation-X, both offering upgradedperformance and interiors.

This year marked the 50th anniver-sary of France’s Dassault Falcon familyof business jets. The first of the breedwas known originally as the Mystere20. It used the wing and tail of the Das-sault Mystere fighter, with a new ten-seat passenger cabin. The close affinitybetween Dassault’s family of supersonicfighter jets and its Falcon family of busi-ness jets has resulted in the marqueearning a reputation for high qualityand advanced performance. This com-bination, along with highly innovativedesign features including digital con-trols, hi-tech cockpit displays, and ad-vanced low-drag aerodynamics, hashelped the company to deliver over2,000 aircraft over the years, and theystill represent sector leaders in terms ofapplied high technology.

The ground-breaking three-engineFalcon 7X model was not only the firstmajor civil aircraft to be completely de-signed in a virtual environment usingall-digital design tools and virtual mod-eling, but introduced fly-by-wire andside-stick controls to the executive air-craft market.

Continuous product developmenthas resulted in the current Falcon fam-ily, comprising the Falcon 2000LX,2000S, 900LX, and 7X, offering all-weather performance with an ability tooperate from short rural or city-centerrunways, but with a nonstop intercon-tinental range of between 3,300 andnearly 6,000 nautical miles. Cruising atup to Mach 0.9, the aircraft can carryup to 16 passengers with an ability tofly direct nonstop sectors with maxi-mum operating flexibility, thanks tothe relatively slow approach speeds andshort-field performance.

The EASy flight deck, developed withHoneywell in 2000, has subsequentlybeen further developed with syntheticvision enhancements, and head-up dis-plays add to the measures introduced toaid situational awareness. It is expectedthat Dassault will announce its next all-new Falcon product this year, amedium-size design known so far assimply the SMS.

Dassault's desire to make its productsmore environmentally friendly goeshand-in-hand with technical innova-tion that aims to lighten aircraft struc-tures; simplify manufacturing andmaintenance processes and procedures;and maximize gains from developinglaminar flow aerodynamics, reducingdrag, and increasing range and payload.The in-house military pedigree has sofar resulted in aircraft that are both ro-bust and mission-flexible.

Revival Due The sector in the business jet market

that has been hit hardest by the West-ern economic downturn has been thatfor very light jets (VLJs). Entry-level jetsreally began to take the market by stormaround ten years ago as they introduceda whole new generation of operators tojet services, including individual own-ers who sought to upgrade from pistontwins to something faster, but afford-able.

Air-to-air portrait of Dassault Falcons.

An Embraer Legacy at Sharjah in the Gulf, an area of great market growth. (Gama Aviation)

30 Aerospace Engineering, December 2013Free Info at http://info.hotims.com/45611-764


A whole flock of startup companies entered the field, butmany faded from view even before delivering the first pro-duction aircraft. Others are on hold awaiting an upturn in de-mand.

Embraer took a great risk by developing its all-new Phenomfamily, and although sales soon reached well into three-figuretotals, the market crashed just as deliveries were running at ahigh level. Honda Aircraft also decided to go for the light endof the market for its first bizjet product, the Hondajet. In thiscase, however, it has been technical delays that have been thecause of a slowdown in the development and certificationphases, and the aircraft is not now expected to enter serviceuntil late 2014 at the earliest, even though it is now undergo-ing flight test.

A light business jet that has a long established pedigree isthe smallest in the Cessna Citation family. The original Cita-tion CJ1 dates back to the 1980s, but the design has beensteadily improved and evolved ever since. Under certificationtest flying at present is the latest iteration in the form of theCitation M2. This looks very similar from the outside, but itsavionics suite is of a different order, being based around thelatest Garmin G3000. This offers an integrated digital flightdeck, with three 14" screens with multi-functionality, andtouchscreen controllers. The advanced navigational capabili-ties greatly ease the pilot workload. Despite its compact size,the M2 can carry six passengers with a range of around 1,100nautical miles.

Garmin and Honeywell dominate the avionics market forsmall, and not-so-small, business jets, but it can be claimedthat the new electronic cockpit environment has contributedmore than any other innovation in recent times to bringingthe VLJ and light jet sector into the mainstream of commer-cial aviation, with clear and capable cockpit displays thatconsiderably enhance air safety.

In the past, it is in the category of general aviation wheremore accidents have occurred than any other segment, and itis satisfying to know that the latest small jet and entry-levelaircraft, thanks largely to their avionics systems, now offer asafer, not more hazardous, way of flying.

Grumman Gulfstream family. (Richard Gardner)

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In 2008, Thales launched the develop-ment of a new generation of inertialreference systems for civilian aircraft,TopFlight ADIRU (air data inertial ref-

erence unit). Thales embedded in theproduct its know-how relative to com-plex hybridization algorithms, its ex-pertise in design and manufacturing ofinertial sensors (gyrometers and ac-celerometers), and its ability to designand develop whole navigation systems.

TopFlight ADIRU is characterized byits RNP (required navigation perform-ance) 0.075 100% worldwide availabil-ity and, therefore, contributes to signifi-cant increases of operational aircraftcapabilities up to RNP 0.1 (kerosene con-sumption saving, optimal traffic man-agement, and capability to access spe-cific airports with low decision heights).

This operational capability is based onThales' patented TIGHT algorithm, en-suring accuracy and integrity levels re-quired to reach RNP 0.075 performance,as well as high-performance inertial sen-sors based on ring laser gyro technologyand micromechanical accelerometers.TopFlight ADIRU is at the heart of RNP-AR (authorization required) performance,a highly demanding aeronautical naviga-tion procedure. Thanks to its sophisti-cated multifilter hybridizations, it allowscrews to maintain 100% availability and100% worldwide RNP 0.1 capability.

In addition, it was Thales' goal to sup-port design objectives higher than thecurrent standards. TopFlight ADIRU al-lows the detection of hardware failuresof connected equipment such asGPS/multimode receivers (MMR) orother ADIRUs, and to consequently re-configure its hybridizations and posi-tion solutions. Futhermore, when inte-grated in a navigation system based onthree TopFlight ADIRU and MMRs, aconsolidated single position is providedfor the entire aircraft systems.

RNP-AR Gains Ground RNP-AR procedures were originally in-

troduced by ICAO to allow aircraft to per-form low-RNP approaches in bad weatherconditions. This capability largely relieson the latest embedded civil aircraft navi-gation systems. Indeed, the use of satel-lite-based localization (GPS today, Galileoin the near future, hybridized with inertialdata when the most stringent perform-ance is required) allows the monitoring ofaircraft positioning errors and the main-taining of position in a kind of tunnel,centered on a desired trajectory andbounded by limits that can be computedin a predictive manner as soon as trajec-tory, time, and day of flight are known.

Depending on considered operationand targeted decision height during ap-proach, the tunnel may vary in width

from ±0.3 nmi (RNP 0.3 operations) to±0.1 nmi (RNP 0.1 operations).

To allow an aircraft to perform suchan approach, it must be first guaranteedthat the trajectory accuracy (95%) canbe maintained within the tunnel limits.

It is also necessary to guarantee thatthe risk that aircraft position and guid-ance error exceeds twice the limit of thetunnel without any alarm can be raised(generally known as integrity limit) islower than a rate generally fixed to val-ues varying from 10-5/h to 10-7/h.

As mentioned earlier, RNP-AR opera-tions were initially designed to allowaircraft to approach airports located inmountainous areas in bad weather con-ditions. They have generated significanteconomic benefits to companies byavoiding numerous flight cancellations.

ManagingPositioningIntegrityThales has established a new reference system to complywith the most demanding RNP-AR navigation procedures.


Managing Positioning Integrity

Furthermore, RNP-AR proceduresallow optimizing approach trajectory toless demanding airports, thus generat-ing significant reduction of fuel con-sumption and CO2 emissions. In someother cases, RNP-AR procedures allowfor reduced noise nuisance in neighbor-hoods around airports. These last con-siderations are the key driver for cur-rent rapid development of new RNP-ARprocedures.

As a consequence, to get RNP-AR capa-bility, companies invest significantamounts of money to improve the avion-

ics suite capability of already in-serviceaircraft. New generation aircraft includebasic RNP-AR capability in their design.

Global Technology Positioning RNP-AR capability is not limited to

the use of a satellite-based localizationsource. It globally generates con-straints on cockpit display systems,flight management systems, localiza-tion systems, and autopilot. The an-swer to RNP-AR problems must betightly coordinated between those dif-ferent systems. Thales offers a globalanswer to RNP-AR problems in threekey technical domains: avionics sys-tems, air traffic management, and op-erational simulation.

Aircraft crews must be specificallytrained to perform RNP approaches. Therequired level of training may be signif-icantly reduced if the aircraft system isdesigned to be fail-op. In such a case,the system is designed to reconfigureautomatically, without crew interven-tion, in case of failure. In that case, po-sition for continuation or extraction ofRNP procedure is automatically selectedby aircraft systems.

In the RNP-AR context, embedded in-side a redundant architecture, TopFlightADIRU centralizes in unique equipmentmost major navigation functions previ-ously split onboard aircraft. Due to thisintegration, TopFlight ADIRU con-

tributes to increased safety and com-pactness.

In the objective to increase availabilityand safety, TopFlight ADIRU processingarchitecture is based on Thales’ CoreSoftware MACS2, derived from an inte-grated modular avionics solution, allow-ing full segregation (time and space) be-tween operational functions. Applicativesoftware and core software are developedin accordance with the RTCA-DO-178BStandard with Design Assurance Level(DAL) A. Hardware design is compliantwith RTCA-DO254 DAL A.

Air-data parameters (ARINC 706/738standards: computed air speed, Mach,standard altitude, etc.) are computedfrom primary data provided toTopFlight ADIRU by various externalprobes installed on the aircraft fuselage.

TopFlight ADIRU provides an iner-tial primary reference and pure iner-tial localization solution (consistentwith ARINC 738 standard: accelera-tions, angular rates, attitudes and trueheading, position, velocity, baro-iner-tial altitude, etc.) from Thales inertialsensors embedded in the inertial meas-urement unit. Flight control data arecomputed through a dedicated chan-nel, allowing very-high-frequency al-gorithms and therefore low latency,high noise reduction, and dedicatedbandwidth.

TopFlight computes a hybrid localiza-tion solution built from pure inertialdata and GPS data. This solution(Thales-patented TIGHT algorithms) in-cludes a protection limit that protectsthe solution vs. an undetected GPS sig-nal-in-space failure with a high level ofintegrity. When satellite redundancy issufficient, the FDE (fault detection andexclusion) algorithm excludes the faultysatellite measurement, if any.

When an aircraft is on the ground,complementary algorithms improve theaccuracy and integrity of a hybrid local-ization solution through dedicatedmanagement of multipath impact onthe GPS signals and, therefore, reinforcesafety levels of aircraft navigation onthe ground.

Another function consolidates posi-tioning solutions provided by the dif-ferent sensors onboard the aircraft, suchas other ADIRUs or GPS functions (pro-

Thales' TopFlight ADIRU (air data inertial refer-ence unit), which allows crews to maintain100% availability and 100% worldwide RNP 0.1capability.

A graphic representation of an RNP-AR procedure, which was originally introduced by ICAO to allowaircraft to perform low RNP approaches in bad weather conditions.


Avionics Feature

vided by MMR on some aircraft sys-tems). TopFlight introduces a signifi-cant step ahead regarding hybrid posi-tion (also known as GPIRS position)integrity management. Indeed, algo-rithms compute in real time a horizon-tal protection limit associated with an

integrity level equal to 10-7/h that pro-tects GPIRS position vs.: Signal-in-space undetected erroneousdata (UED) effects (used in previous civil-ian inertial product generation), and Embedded hardware failures thatcould lead to UED. Protection is en-

sured regarding GPS receivers as wellas TopFlight ADIRU (protection specif-ically added to increase safety level). This last capability exploits the hard-

ware redundancy (GPS receiver andTopFlight ADIRU) onboard the aircraft.

Designing Out FailureThales Topflight ADIRU guarantees

100% worldwide availability of RNP AR0.1 at aircraft level with conditions de-fined in RTCA-DO-229D standard Ap-pendix R (identical to RTCA-DO-316Appendix R). In particular, demonstra-tion takes into account the worst-caseconstellation; that is the Martinez con-stellation with no satellite masking dur-ing the approach, except the usual 5°angle masking.

In addition, if a failure is detected inreal time, dedicated algorithms auto-matically (without crew intervention)perform exclusion of the failed compo-nent and reconfigure position on a safesolution. If the redundancy (signal-in-space or embedded hardware, depend-ing on the type of failure that has beenidentified) is not sufficient to performexclusion, the function automaticallyextracts a position with the required ac-curacy, including the effect of the fail-ure. This can be used by the aircraft toperform a safe extraction from RNP-ARprocedure.

TopFlight ADIRU provides aircraftwith a time reference computed fromGPS data received from MMR and itsown internal clock. A built-in test func-tion performs monitoring of TopFlightinternal functions and of connectedequipment data (MMR, probes) to reacha high level of safety through a low UEDrate and high failure coverage.

With three decades of research anddevelopment efforts to its credit in thisfield, Thales claims to be the only com-pany to have developed a high-perform-ance, three-axis ring laser gyro solutioncombining into a single sensor with ev-ident advantages in terms of compact-ness, reliability, and cost (minimizingthe number of optical and mechanicalparts). Originally developed for militaryand space applications (fighter, cargo,launcher), the PIXYZ-22 ring laser gyrohas been upgraded to take into accountconstraints of civil applications (life du-

Schematic of the detailed functional architecture of TopFlight ADIRU's consolidated position function.

Detailed TopFlight ADIRU functional architecture.

Air DataSensors

ADIRU #B, #C

MMR (Primary, Secondary)

A/C SystemsPositions

ADR Data(Altitudes, AoA, Air Speed,Temperatures)

IR Data(IR, GPIRS, A/C Pos, Time)

Raw

Dat

a

GPS Data

GPS

TM

P

ADR

IR

GPIRS

AC Pos

Air DataReference

ADR BusOutput

InertialMeasurement

Unit

Flight ControlReference

Pure InertialReference

IR Bus Output

GPSHybridization

HybridizationConsolidation

Fault Detect &Exclusion algo

Mix IRS /Radio Nav

PositionSelection

Time

Bite

IR Flight Control Data(Angular rates, Accelerations)

IR Navigation Data(Attitude, Heading, Position, Velocities)

AC Pos Data(Position, Global HIL)

IMU

Clo

ck Syst

Tim

e

Zstd, TAS, Beta

GPIRS Navigation Data(Heading, Position, Velocities)

ADIRU 1

Dedicated to detect SISfailures management

Dedicated to detect IRU H/Wfailures management + globalprotection limit computation

Dedicated to GPS HWfailures management

GPS 1

GPS 2

ADIRU 2

ADIRU 3

IRS 1

GPIRS 1

GPIRS 2GPIRS 3

P,V,T

PseudoRanges

PseudoRanges

Primary

Secondary

GPIRS 1Kalman filter

Kalman Filters BankUED SIS mngmt

Kalman Filters BankUED GPS mngmt

inter IRUGPIRS

ConsolidationAC

Solution

GPS 1 position

IRS 1 position

GPIRS 1 position

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ration, reliability, export control). For full operational benefit of the RNP-AR capability, an air-

craft operator needs to be certain of the availability at its ar-rival airport.

Thales' RNP performance prediction tool provides 100%availability of RNP-AR 0.1 in the worst GNSS constellationscenarios, but for some very specific airports, terrain maskingneeds to be taken into account.

If satellite terrain masking is forecast for a significant dura-tion period, Thales has developed a ground-based tool able topredict the value of hybrid HIL (horizontal integrity limit)taking into account:

Aircraft trajectory issued from the flight plan, YUMA (current constellation) or Martinez constellation (de-fined in RTCA-DO229-D Standard Appendix R), and Terrain database defining masking.

Because of this tool, it is possible to carefully check the avail-ability of GPIRS position before performing the most de-manding RNP-AR approach with severe terrain masking.

On the basis of technologies developed for TopFlightADIRU, Thales is currently proposing new inertial productsfor military applications, characterized by very high pure in-ertial performance and dedicated operational functions suchas stored heading alignment or in-flight alignment, alongwith the compliance to stringent certification standards.

This article is based on SAE technical paper 2013-01-2139 byDidier Portal, Jacques Coatantiec, and Pierre-Jerome Clemenceau,Thales Avionics.

An example of RNP prediction is given for a Queenstown approach. In red,pure GPS HIL when available (GPS HIL < HAL); in black, pure GPS HIL whennot available (HIL > HAL) due to terrain masking; in green, GPIRS HIL(always available); in blue, desired path. It is also possible to check the valueof exclusion limit that is the maximum GPIRS position error before a poten-tial UED can be excluded. This capability is particularly useful if full failedoperational capability is required by the company.

Managing Positioning Integrity

Aerospace Engineering, December 2013

Embraer's Lineage 1000 Business Jet - SAE International

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