analysis of flight management systems (fmss)
TRANSCRIPT
Public Release, Case Number 07-0053© 2007 The MITRE Corporation. All rights reserved.
Analysis of Flight Management Systems (FMSs)
“FMC Field Observations Trial”
Al Herndon, Mike Cramer, Ralf Mayer, Randal Ottobre, Greg Tennille, Dale Goodrich
Aeronautical Charting ForumNational Geospatial-Intelligence Agency
May 2, 2007
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Public Release, Case Number: 07-0053
APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED
“The contents of this material reflect the views of the author and/or the Director of the Center for
Advanced Aviation System Development. Neither the Federal Aviation Administration nor the Department of Transportation makes any
warranty or guarantee, or promise, expressed or implied, concerning the content or accuracy of
the views expressed herein.”
©2007 The MITRE Corporation. All rights reserved.
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Test and Evaluation Method
• A short list of major “problems” encountered during RNAV implementations was compiled
• An route of flight was constructed using current RNAV procedures that contain examples of the problem areas
• The route contained various constraints and:– Departure climbing / accelerating turns with
average and maximum course changes– Level segment with a turn at cruise altitude– Arrival / approach descending / decelerating turns
with maximum and average angular extent– A missed approach with holding
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DAWGSTHREE
RNAV SID
ERLINTWO
RNAV STAR
RNAV RWY 26R
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Manufacturers
• Smiths Aerospace (MITRE in-house Test Bench)– B737-600 (U-10.5A)
• CMC Electronics (Canadian Marconi)– B747-200 (CMA-900/2014)
• Honeywell– Embraer 145 (NZ-2000)
• Universal– Cessna Citation II (UNS-1E SCN801.5)
• Rockwell Collins– CRJ-700 (FMC-4200)
• FAA Oklahoma City (AFS-440)– B737-800 (U-10.5A)
• Boeing (Honeywell)– Boeing 757-200, 767-300, 777-200, 747-400
• Thales Smiths– Airbus 320 (FMS2)
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Results Presentation
• The results are presented graphically for each system, with combined graphs showing the comparisons.
• Each system’s performance was shown as a pair of tracks, with and without wind– For each track, the altitude, roll angle and ground
speed were plotted vs along-track distance• This allows comparison of turn anticipation and speed
performance– For three particular sections of the path (two turns
and the hold) there are graphs of• Expanded scale for the above data and• Distance from flown path to the “stick” tracks
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Summary of Track Data
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Summary of Tracks
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Summary of Tracks
2
510
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Summary of Tracks(altitude, roll angle, ground speed)
2
5 102
5
10
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Summary of Track Data
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Turn # 2, No Wind
Max D
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Turn # 2, No Wind
1 NM
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Turn # 2, No Wind
0.00
0.25
0.50
0.75
1.00
1.25
1.50
4 5 6 7 8 9 10 11 12 13 14
Route Along-Track Distance (NM)
Rou
te-T
rack
Lat
eral
Dis
tanc
e (N
M) CASE 1
CASE 2CASE 3CASE 4CASE 5CASE 6
TERPS max D =1.7
TERPS DTA
FMS DTA
Wpt Passage
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Arrival Descending Turn
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Turn # 5, No Wind
5 NMMax D
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Turn # 5, No Wind
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Turn # 5, No Wind
0
1
2
3
4
5
6
7
8
9
10
65 70 75 80 85 90 95 100 105 110
Route Along-Track Distance (NM)
Rou
te-T
rack
Lat
eral
Dis
tanc
e (N
M) CASE 1
CASE 2CASE 3CASE 4CASE 5CASE 6
TERPS DTA
TERPS Max D
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Standard Holding
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Hold, All Tracks, No Wind
5 NM
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Summary of Tracks
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Desired Path (what you filed for: J80 or direct to JFK, or SID/STAR, or approach, etc.)
Defined Path (the” computed path”, the “displayed path” on the HSI in the cockpit)
Actual Path (the path the aircraft is flying)
FTE
NSE
TSE
The Navigation System Error (NSE) is the difference between the “actual” pathof an aircraft and its “defined” (displayed or computed) path.The difference between the “desired path” and the “defined path” is called FlightTechnical Error (FTE). The vector sum of NSE and FTE is Total System Error(TSE).
From ICAO Doc. 9613/DO-208: CROSS-TRACK ERROR The perpendicular deviationthat the airplane is to the left or right of the “desired path.” This error is equal to thecross-track component of the Total System Error (TSE). Note: Pilot sees Cross-Trackon the CDU but not Cross-Track Error.See next slide for DO-236 definitions.
J80 (as depicted on a Jepp chart)
Pilot’sMap
Display
The path the pilotsees in the cockpit
The path the pilot wants to fly
The path the aircraftIs actually flying
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Recommendations
• Convene a panel of experts under the PARC to study these results and make recommendations to improve the standard set forth in DO-236B for lateral fly-by turn performance
• Extend the analysis to vertical path elements under the same venue as above
• Make much more standard use of RF and “fixed radius turns” to constrain turns in RNAV procedures (Near Term)
• Develop regulatory material to make FMC’s conform to holding pattern constructions of DO-236B Section 3.4.2.1
• Note – PARC has now set up a FMS Standards Action Team for these tasks.
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FMS Evaluation Test Plan
• Route of Flight: KSAN-KLAX– Border Five
Departure (RNAV)
– Paradise Four Arrival (RNAV)
– LAX Approach RNAV (GPS) RWY 25L
• No Wind
• Analyze Aircraft path
– Not FMS calculated
path
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Manufacturers' & FMC’s
Manufacturer FMC Aircraft
Smiths Aerospace U10.5 FAA B737-800 Simulator
U10.6 B737-600 MITRE Lab Test Bench
U10.6 B737-600 sFMS USB Test Bench
Thales Smiths FMS2 Airbus 320 Test Bench
Honeywell Primus EPIC Embraer 190 Test Bench
Primus EPIC Gulfstream V Test Bench
Legacy 400K UAL Airbus 320 Simulator
Pegasus 2005 JBU Airbus 320 Simulator
Pegasus 2005 B767-300 Test Bench
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Manufacturers' & FMC’s(continued)
Manufacturer FMC Aircraft
Honeywell AIMS Block Point 2005 B777-200 Test Bench
747-4 Load 16 B747-400 Test Bench
Rockwell Collins FMS-4200 CRJ-700 Test Bench
Universal Avionics UNS1-E Cessna Citation II
Test Bench
CMC Electronics CMA-900 B747-200 Test Bench
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AllAltitude Profiles
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Vertical Route Conformance ObservationsAll Speeds
• Significant variation in betweenwaypoint constraints as well as at waypoint constraints
• Variations may be partially due to attempts to fly optimal path between constraints
• “Between” constraints not handled by some systems
-7000
-6000
-5000
-4000
-3000
-2000
-1000
0
1000
2000
3000
4000
5000
6000
80 100 120 140 160 180
Along-Route Distance (NM)
Vert
ical
Diff
eren
ce (f
t)
DUEDD ARNES LIMMA
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Public Link to:MITRE 2006 Technical Papers
• http://www.mitre.org/work/tech_papers/tech_papers_06/index.html
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RNAV/RNP CAPABILITY UPDATE
Aeronautical Charting Forum
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Part 121 Aircraft in the NAS1st Quarter, 2007
TOTAL GPS % FMC % Advanced %
11 PAX MAJOR
3,645 1,910 52% 3,405 93% 1,295 33%
REGIONAL 2,291 1,741 76% 2,027 88% 693 30%
CARGO 1,167 468 40% 582 50% 155 13%
OTHER 414 229 55% 298 72% 206 50%
TOTAL 7,517 4,348 59% 6,312 84% 2,349 31%
*Advanced = FMS’s + IRU’s + GPS’s + RNP ALERTING + RF
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Part 121 Aircraft in the NAS1st Quarter, 2007
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
11 Major Regional Cargo Other Total
Total FMCGPSAdvanced
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Part 121 Jets/Props1st Quarter, 2007
TOTAL JETS % TURBO
PROP
% RECIP %
11 MAJOR
3,645 3,645 100% 0 0 0 0
REGIONAL 2,291 1,704 74% 587 26% 0 0
CARGO 1,167 1,084 93% 52 4% 31 3%
OTHER 414 392 95% 22 5% 0 0
TOTAL 7,517 6825 90.7% 661 9% 31 .3%
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RNAV & GPS Increases Part 121 Major Airlines
(11 PAX & 2 Cargo)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2002 2007
RNAVGPS
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To Date04/25/2007
Airlines that have a username and password and/or have completed or partially completed the “equipment section” of the web based
Operator Survey
ABX ATA Flight Options NetJets Int’l Spirit
Air Canada Jazz Air Transport Int’l Frontier NetJets Large Trans States
Air Wisconsin Atlantic SE GoJet North American United*
Air Tran Atlas Horizon* Northwest* UPS
Aloha Chautauqua JetBlue Pace Aviation US Airways*
America West* Continental* Kalitta Air Pinnacle World
American* Comair Mesa PSA
American Eagle* Delta* Mesaba Ryan Air
Allegiant Executive Jet Mgt Miami Air SkyWest
Alaska* Express Jet* Midwest Southern Air
Astar Air Cargo FedEx NetJets Southwest*
*Completed the original paper survey.