Airport Systems GmbH

Visual Docking Guidance System (VDGS)

Technical Description

All rights reserved - to DIN 34

 VDGS

Visual Docking Guidance System (VDGS)

1 General
Automatic docking systems for airports are an integral part of flight safety equipment.
Thus in designing such systems an appropriate stringent standard has to be applied.
An aircraft docking system serves to guide the taxiing aircraft accurately along the last
stretch of the apron until it stops in the intended parking position.

These systems must be simple to operate and appropriate for everyday traffic.
Modern docking systems are computer-assisted and based on precise detection of
the aircraft’s location. This equipment facilitates rapid, flexible reaction to
modifications in requirements or structural modifications in the airport apron area.
Docking systems are distributed across the entire apron of an airport. To ensure that
these systems are utilized effectively, it is desirable for them to be networked to a
docking center with interfaces to further systems. In networking the docking systems
to the parking positions no data corruption is allowed. Especially in outlying areas data
cables are often close to power cables, which may cause interference. To guarantee
data security it is essential to use high-quality, standardized data transmission
protocols. These protocols must recognize the corruption of data occurring as the
result of interference and automatically trigger a repeat transmission. To avoid
interference along the data transmission route from the outset, in outlying areas and
inner areas subject to strong interference, fiber optic cables should be used.

In the case of high traffic density at the airport or of CAT II/III conditions it is necessary
to ensure that the system will function as far as possible in the event of a fault. In this
case it makes sense to duplicate data communication in outlying areas, for example.
Thus in case of a fault the system can switch automatically to an alternative
communication route.
It is essential for software maintenance to be carried out throughout the life of the
system by experts experienced in the field of airport technology. To guarantee this, all
software is developed in accordance with ISO 9000.

For surveillance purposes, the video images of each camera can be transmitted via
crossbars to surveillance monitors. Controlling devices for the crossbars and
surveillance monitors can be installed e. g. in the apron control area.

The VDGS of Honeywell Airport Systems GmbH is based on the requirements of the
ICAO, ANNEX 14, Part 5.3.20f and the Aerodrome Design Manual (Doc 9157-
AN/901) Part 4, Visual Aids.
The requirements for an automatic aircraft docking system described above also
define their main characteristics. They derive from a variety of regulations and
recommendations and are largely the result of experience and practice. In each case
the system design of a VDGS for an airport takes into account the particular
circumstances and will be prepared in close consultation with the user.

Technical Description Revision: 08.01.2002 Page 2

 VDGS

2 VDGS Structure

Basically the Visual Docking Guidance System consist of an overall system,

containing

l Subsystems:
Docking Position (DP), Central Control Unit (CCU),
Communication System (CS)
l Devices:
Optical Sensor System (OSS), Pilots Display Unit (PDU),
Manual Control Board (MCB)

This structure allows operation of the VDGS either manually controlled as

independent local systems or in conjunction with the Central Control Unit as remote
controlled fully automatic system. All relevant data for the docking procedure like
ONBLOCK and OFFBLOCK times are automatically recorded and transmitted via the
Central Control Unit to airports management systems for further processing.
Among the docking information the PDU can be used to display texts controlled by the
Central Control Unit. Textures to be displayed have to be defined.

During operation in automatic mode no manual intervention is necessary because the

Central Control Unit is networked to the airport management system via the airport
network.
All relevant information for docking procedures as e.g. aircraft type, gate number,
arrival time are transferred to the Central Control Unit.

The connection to the individual docking positions is carried out as a link using a bus
structure for communication.
In this configuration the docking control center is able to control up to a maximum of
280 docking positions.

As an option and to increase the safety by using a redundant communication, the

connection between Central Control Unit and docking positions can be carried out as
an optical fiber ring.

Technical Description Revision: 08.01.2002 Page 3

 VDGS

External Systems(FAIS)

Ethernet LAN

Docking Centre

RS485 RS485

1........7

Docking RS485 RS485 Docking

1 Position 1
Position
Rep Rep
optional

40 Docking RS485 RS485 Docking 40

Position Position

Figure 1: VDGS Basic Communication system

Technical Description Revision: 08.01.2002 Page 4

 VDGS

TCP/IP

MHUB MHUB Remote

excess
server

RS232

USV
1 ... 7 1 ... 7 USV

RS232 RS232
LW L LWL

SU SU

PDU PDU

LWL LWL
RS485 PDU1 RS485 PDU30

RS232 RS232

LWL LWL

SU SU

PDU PDU

LWL LWL

RS485 PDU181 RS485 PDU210

Figure 2: VDGS with redundant CCU and OFC-Communication (Optical Fiber Cable,
(LWL))

Optional the connection of the individual docking positions can take place via a
redundant fiber optic link. In this option up to 210 docking positions can be controlled.

Technical Description Revision: 08.01.2002 Page 5

 VDGS

2.1 Docking Position

The local docking position consists of the Pilots Display Unit PDU, the Manual Control
Board MCB and the Optical Sensor System OSS.
If not centrally controlled, the local system can be set into operation by pre-selecting
the expected aircraft type with the MCB.

First the position designation in alternation with the aircraft type will be displayed in
the top line of the PDU. On approach the pilot realizes that the system is activated
and prepared for his aircraft.
After recognition of the selected aircraft and to ensure the pilot that the system takes
over control, the top section now displays in alternation aircraft type and <TRACK>.
An aircraft symbol in the bottom area of the PDU indicates the position of the aircraft
in relation to both the guidance centerline and the stop position. Now the pilot can
correct exactly lateral deviations when he slowly approaches the stop position. During
this occurrence the display is constantly updated.
Starting from a remaining distance of 30m to the stop point, instead of “Type/TRACK”
distance values are shown digitally in the top row additional to the graphical
presentation.
The resolution of these values is increasing: down to 20m in 5m steps, 20m to 10m in
2m steps and 10m to 2m in 1m steps.
To enable a smooth and exact braking to the stop point, the remaining last meter is
shown even in 0.2m steps. (0.8 - 0.6 - 0.4 - 0.2)
On reaching the stop position the pilot receives the instruction <STOP>. To enhance
his attention, this command is underlined in red and is blinking as well.
If the aircraft comes to a halt within the given tolerance, the message <OK> appears
on the display, in case of overrunning the words <STOP TOO FAR> are shown on the
PDU.
When the aircraft has come to a standstill, the docking controller inside the PDU
transmits the ONBLOCK time to the central control unit, and the docking position is
switched to <PARKED> mode.

To get the exactly OFFBLOCK time, the system has to be activated to offblock-
detection before the pushback procedure. In this phase the sensor continues to
monitor the aircraft’s presence. If the plane is pushed back to dock out, the
OFFBLOCK time will be transmitted to the Central Control Unit before the system is
switched to <FREE> mode. This guaranties an exact fee calculation based on the
gate block time.
Each single docking position is equipped with a service interface using a standard
RS232 protocol. This interface will be used to adapt the system to necessary changes
of e.g. new defined stop points, changed guidance center lines etc. Further it is used
to read out the logbook which contains all relevant data of the last docking sequences
via a standard laptop with a user-friendly menu driven software.
For further details refer to (“VDGS Docking Position, Description and Operation”
Honeywell Airport Systems GmbH)

Technical Description Revision: 08.01.2002 Page 6

 VDGS

RS 485
Interface

Docking Controller RS232

DC-Service
inside PDU Terminal

RS485 RS485
RS485

Optical Sensor System

Manual Ethernet
Pilot's
Image
Control Board Video Sensor Display Unit
Processing Unit
Service

Figure 3: System Structure Docking Position

Technical Description Revision: 08.01.2002 Page 7

VDGS

2.2 Pilot's Display Unit

The pilot’s display is designed with 5 LCD modules in 2

sections. Due to the pixel technology each module permits
to display letters numerals and symbols as well. The
character size of the display permits a reading distance of
approximately 100m. To achieve an optimum of display
quality under all visibility conditions transflective foil is used.
This foil combines two technical characteristics:
trans (mitting) of light under dark conditions from the lighting
unit inside the PDU and (re) flecting direct sunlight under
bright and sunny conditions.
The a.m. technology of the PDU allows a clear readable
surface in a wide affected angle, which enables the system
e.g. to serve 2 guidance centerlines with only one PDU.

If the pre-selected aircraft is detected, its current position is indicated by an aircraft symbol
in the lower section. Lateral deviation from the guidance centerline and the remaining
distance to the stop point as well are represented in a clear understandable and readable
way.
Beginning from a distance of 30 meter to the stop point, the remaining distance to go is
displayed additionally digital in the upper section of the PDU.

When the chocks are placed, as an option the message

<CHOCK ON> can be displayed on the PDU by using a
special switch installed at the apron and connected to the
Docking Controller.

If further information for the pilot or to the ground staff are

requested, they can be given by the PDU as well. Examples
are: the parking position numbers, flight number, departure
time, time left until push back etc. To increase the number of
signs for longer textures the upper section of the display
offers the possibility of displaying two lines with smaller
characters.

For detailed technical data of the Pilots Display Unit see

chapter 6

Technical Description Revision: 08.01.2002 Page 8

VDGS

2.3 Manual Control Board (MCB)

The Manual Control Board is planned to install

either inside the passenger bridge or outside
at the apron level. Via an RS485 interface the
MCB is connected to the docking controller
inside the Pilots Display Unit where the
assigned stop positions are stored as well.
It permits manual operation of the local system
even if this is linked to a Central Control Unit.

With 12 function keys up to 150 different

aircraft types can be easy pre-selected via
menu driven interface. The programmable
functions of the keys are shown on the back lighted LCD display area contains four lines
each with 40 characters.

To prevent unauthorized use of the MCB, a key-operated switch is used. In case of using
more than one MCB (the system can serve a maximum of 5 MCB’s at each docking
position) the highest ranking key-switch position is shown on all MCB’s within the LCD
display.

11 LED’s represent actual functional status of the docking position as well as the status of
an ongoing docking procedure. In an emergency the docking procedure can be interrupted
at any time by pressing the EMERGENCY STOP button. The PDU immediately shows the
signal ESTOP. After clarifying the situation and releasing the key the docking procedure
can be completed in the usual way.

A test function is can be activated for checking the basically functions of both the MCB and
the PDU.

For detailed technical data see chapter 6.

Technical Description Revision: 08.01.2002 Page 9

VDGS

2.4 Optical Sensor System

One part of the Optical Sensor

System is a digital video camera
with a resolution of 512 x 256 pixel
and a high dynamic range of the
intensity. The camera-recorded
image is transmitted to the Image
Processing Unit (IPU) via a glass
fiber connection. After processing
and calculating the position of the
aircraft, the result is transmitted
back to the docking controller to
arrange the corresponding graphical
representation for the pilot. The IPU
generates 15 data sets per second.
This fact is sufficient for the accurate guidance of the aircraft even with a high approaching
speed.

To verify exactly the type of the aircraft, 3-dimensional templates are used. Those
templates describe all relevant criteria of the expected aircraft. This allows a recognition not
only from the front view of the incoming aircraft.

Because of multiple coincident criteria a partial covering of the aircraft e.g. by a Follow Me
car or by the passenger bridge is tolerated.

The distance between sensor and aircraft should not be less than 20m and the maximum
distance to the stop points should not exceed 50m. Varying installation requirements can be
considered with individual installation solutions.

The apron floodlight should be as requested in the Aerodrome Design Manual (Doc. 9157-
AN/901) part 4, Visual Aids chapter 13 to cover all VDGS functionality.
The implemented aircraft types are listed in the document “Aircraft types for VDGS”,
Honeywell Airport Systems GmbH. Additional types can be implemented upon request.

Video sequences of docking procedures can be stored optionally in the Image Processing
Unit like a logbook function. In case of incidences this could be essential for a presentation
of evidences.

For service purposes two terminals are provided: one Ethernet connection for e.g.
configuration, implementation of new aircraft types etc. the other one is used for monitor
and keyboard connection.

For detailed technical data see chapter 6.

Technical Description Revision: 08.01.2002 Page 10

VDGS

2.5 Docking Controller

The local system control is performed by the Docking Controller installed inside the PDU. It
processes the signals from both the Image Processing Unit and the Manual Control Board.
The Docking Controller generates the graphical presentation on the Pilots Display Unit from
the co-ordinates of the taxi guidance centerline specific to this docking position and co-
ordinates of the incoming airplane generated by the IPU.
The communication to the Central Control Unit is controlled from here as well.

The relevant data of the last docking procedures, such as time, date, fault reports, aircraft
position on taxi guidance centerline and actual distance from stopping point are stored so
that, in case of an accident, a docking procedure can be reconstructed.

In <LOCAL> and <REMOTE> mode of the docking position every manual intervention at
the Manual Control Board as well as every system and communication fault of the local
system are stored locally and reported to the Central Control Unit.
Only in <MAINTENANCE> mode the configuration, e.g. coordinates of stop points, of the
local docking position can be changed. Local test without sending system messages to the
central control unit can be done in this system status.
If the docking position is in <LOCAL> or <MAINTENANCE> mode requests of the Central
Control Unit are ignored.

2.6 DC Service Terminal

The Docking Controller Service Terminal is the RS232 interface to a laptop and is used to
set the system parameters after installation or in the event of a subsequent modification, e.
g. if a new stop position has to be added to the system.

During system installation programs are called up via the service terminal, which permit
calibration of the taxi guidance centerlines and stop points through the sensor. During this
procedure their co-ordinates are measured by using a calibration reflector positioned at
various points along the taxi guidance centerlines.

Service functions and simulation of docking procedures can also be initiated and operated
from here.

Technical Description Revision: 08.01.2002 Page 11

VDGS

3 Central Control Unit

In the designated full automatic operation of the VDGS, the Central Control Unit gets the
relevant information for all docking procedures from the flight information system (FIS) e.g.
the aircraft type, docking time and gate no. (see “VDGS Interface Specification”, Honeywell
Airport Systems GmbH.)
The CCU then activates the local docking system and manages the complete data
communication automatically.
Only in the case of a communication problem between FIS and Central Control Unit an
operator has to control the CCU manually via the optical HMI (Human Machine Interface).
It provides control of the entire local docking positions and displays the actual operational
status as well as faults and alarms. The main design objectives of this HMI are to keep the
controller workload at a reasonable level and to help the controller to select correct
command input.
For details refer to (“VDGS Central Control Unit, Description and Operation” Honeywell
Airport Systems GmbH)

Optionally the Central Control Unit can be carried out as a redundant working position.

Standards applied are:

l MOTIF user interface
l X11 graphic interface
l UNIX Operating System

By constructing the software in several functional modules it is possible to implement the

Central Control Unit in any chosen combination on one or more hardware platforms. The
combination of modules is based on standard components, so that it is easy to replicate
operator work stations or link up airport management systems with the same standard
interfaces.

The software configuration is separated in two, the basic modules required for the general
functions of a docking center, and external system interfaces. These interfaces permit
customer-specific linking of the docking center to any airport management system.

Technical Description Revision: 08.01.2002 Page 12

VDGS

4 Video Surveillance System (optional)

Among the functionality as a sensor for the docking guidance system the camera can be
used to provide a visual access to the apron area at each docking position. A monitor can
be placed e.g. at apron control or at the maintenance area. Each Image Processing Unit
can be connected directly to a monitor or an input of e.g. a video crossbar. A control board
at the monitor locations allows the operator to switch each of the cameras to his
surveillance monitor. For the operators information the actual position designation can be
faded into the picture. This is an ideal way to supervise the complete apron area easily only
by additional monitor and crossbar, which must located at appropriate places inside the
terminal building.

Apron Ramp
Control Video Video Control
Monitor Monitor
Video Video
Control Board Control Board

Video Text fade in

Crossbar

1 2 3 280

Figure 4: Video Surveillance System

Technical Description Revision: 08.01.2002 Page 13

VDGS

5 Installation
Usually PDU and sensor form one unit, but depending on local circumstances or technical
requirements the sensor can be installed separately.

Preferably the pilot’s display should be mounted at the wall of the terminal building. The
advantage is that there is no necessity for installing a pole in the apron area and the display
can be architecturally integrated in the face of the building. Because it is a parallax free
system it is not necessary to mount the display direct in the prolongation of the guidance
centerline. The standard mounting device for the PDU is a simply steel construction, which
has to be screwed at the building. The display itself is fixed at the device with two clamps
and can be aligned easily in the direction to the pilot. In the planning, the cameras 40°
vertical and 40° horizontal field of view must be taken into account.

Depending on the requirements the Manual Control Board is installed either inside the
passenger boarding bridge or outside at apron level. It is connected via a data cable to the
docking controller in the Pilots Display Unit.

Figure 5: PDU with standard wall mounting device

Technical Description Revision: 08.01.2002 Page 14

VDGS

Figure 6: Standard Mounting Device

Depending on the local architectural circumstances, it could be necessary to use special

constructions of mounting devices, which are available on demand.

Technical Description Revision: 08.01.2002 Page 15

VDGS

6 Technical Data

6.1 Video Sensor

Type Video camera Loglux HDRC inside weatherproof housing
Image range 20-100m
Resolution 512 x 256 pixel
Range resolution typical ± 0,2m up to 40m
Image refreshing rate 15 Hz
Operating voltage 110 to 230V, 50-60 Hz, 5VA
Weight approx. 4 kg
Dimensions (H x W x D) 105 x 105 x 350 mm
Temperature range -40°C up to +60°C
Manufacturer Kamerawerk Dresden GmbH, Germany

6.2 Image Processing Unit

Industrial PC
Dual processor 850 MHZ
Memory 256 MByte
Humidity 5 to 95% IEC 721 Part 3
Temperature range +5°C to +40°C
Power 100 to 240V, 50-60 Hz, 300VA
Weight approx. 7,5 kg
Dimensions (H x W x D) 88 x 440 x 430 mm, 19”, 2 PU
Manufacturer DSM, Germany

6.3 Central Control Unit

Processor SUN Blade 100,
500-MHz UltraSPARC-IIe
256-KB L2 External Cache

Memory 256 Mbyte, 2-GB maximum

Disk 15 GByte
Graphic Resolution max. 1280 x 1024 pixel
Interfaces Ethernet/Fast Ethernet, twisted pair standard
(10-BaseT and 100-BaseT) self-sensing
Serial One D-sub 9-pin connector, asynchronous
Parallel One D-sub 25-pin connector
Other Four USB (Type A)connectors, two IEEE 1394 (6-
pin)connectors
Expansion Bus Three 32-bit PCI slots, full-size, 33 MHz, 5/3.3 volt

Dimensions (H x W x D) 118 mm (4.6 in.) x 445 mm (17.5 in.) x 464 mm (18.3 in.)
Weight 15.4 kgs (34 lbs.)
AC power 100-120; 220-240 VAC, 47-63 Hz, 0.3 K VA
Operating 5 to 35 degree C (40 to 95 degree F)
IEC 60068-2-1, IEC 60068-2-2 Test Bb
10% to 93% relative humidity, noncondensing

Technical Description Revision: 08.01.2002 Page 16

VDGS

Nonoperating -25 to 65 degree C (-4 to 140 degree F)

IEC 60068-2-1, IEC 60068-2-2 Test Bb
up to 93% relative humidity, noncondensing
Operating acoustic noise 5.0 bels
RFI/EMI FCC Class B, ICES-003 Class B, VCCI Class B, EN55022
Class B, BSMI Class B, EN61000-3-2, EN61000-3-3

Technical Description Revision: 08.01.2002 Page 17

VDGS

6.4 Pilots Display Unit

Technical LCD back illuminated, yellow or red on black
Housing Stainless steal with front door for maintenance
(optional: air conditioning unit)
Protection IP65, saltwater resistant
Dimensions (H x W x D) 1450 x 1200 x 270 (520) mm
Weight approx. 120 (150) kg
Power 200 to 240V, 50-60 Hz approx. 1.0 (1.75) KW
Temperature -40 °C up to +70 °C
Humidity 5 up to 100% IEC 721 Part3

Front view of PDU with mounted

camera and additional frame

Technical Description Revision: 08.01.2002 Page 18

VDGS

6.5 Manual Control Board

Housing open frame or IP65
Function keys 12
LED 11
Dimensions (H x W x D) 140 x 220 x 120 mm
Operating voltage 24V (supplied from display unit)
Temperature -40 °C up to +70 °C
Data interface RS 485 to docking controller

Top fixing ring

Top panel with keys

Intermediate ring

Base part

15
140

PG cable gland

35

220
70

The base part (with cable gland) is used to screw the MCB with 4 screws e.g. at a wall.

Technical Description Revision: 08.01.2002 Page 19

VDGS

6.6 Cables

6.6.1 Connection PDU - MCB

Type UNITRONIC LiYCY (TP) 8x2x0,75
Insulation specific insulation resistance >20 GΩ
Mutual capacitance C/C approx. 120 nF/KM
C/S approx. 160 nF/KM
Capacitance unbalanced (1kHz) approx. 300 pF/100m
Inductance approx. 0.65 mH/Km
Peak working voltage 250V
Test Voltage 1200V
Reference VDE 0814 (DIN 47414) resp. VDE 0812
Temperature range -30 °C to +70 °C
Manufacturer LAPP Kabel Stuttgart, Germany

6.6.2 Connection CCU – PDU

Type HITRONIC A-DF (ZN) 2Y4G62,5/125
Multimode Gradient Index
Core field diameter 62,5 µm
Sheath diameter 125 µm
Attenuation coefficient at 850 nm ≤ 3,0 dB/Km
Attenuation coefficient at 1300 nm ≤ 1,0 dB/Km
Bandwidth for 1 Km at 850 nm ≥ 200 MHz
Bandwidth for 1 Km at 1300 nm ≥ 500 MHz
Temperature range -30 °C to +70 °C
Permissible bending radius 20 x cable diameter (9.8 mm)
Manufacturer LAPP Kabel Stuttgart, Germany

Technical Description Revision: 08.01.2002 Page 20