REG NASA-SP-416-1976 Aircraft Safety and Operating Problems.pdf

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1、(N NASA Ames, Langley, and Lewis Research_. Centers; NASA Dryden Flight Research Center; NASA Johnson Space:_ Center; NASA Marshall Space Flight Center; NASA Wallops FLightCenter; the Federal Aviation Administration; The George Washington_. University, Joint Institute for Advancement of Flight Scien

2、ces;University of Virginia; University of Kansas; General Electric: Company; and Beech Aircraft Corporation.jili 1II00000001-TSA03Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-i I: i I !I :+T +F:.PREFACE ill“ , . , , , . - , . o * ,i i: Kenneth F,.

3、H.).!_,:_,.,._I_:l,_ir_nani_ I. INTRODUCTORY REMARKS . i: Kenneth E. Hodge:, TEI_.ILNAI.t,“_,Oti.:Rt,tl_NH: C. Thon:._ . _ _ (t i:r,_an;i 2. REVIEW OF OPERATIONAL ASPECTS t)l“INITiAl, I-IXPERIMENTSUTILIZING THE U.S. MLS 3; T.M. Walsh, S. A. Mo_.-ello,and 3. i. Reeder_ 3. OPERATIONAL EXPERIENCE WITH

4、A lhkii_I)-LIYTf:TOL AIRCRAFT . 31,i: Robert C. Innis and Herr% IS AND,5 COCKPIT DISPLAYS FOR POI_,_:REI)-LII,T :;1“,:,_:_(,K_FT. 43!, James A. Franklin, Donald W. Sv.ii.h, be- LJn_r M. Watson,: David N. Warner, Jr., Robert C Ira:t,_., and ,;oraon H. Hardy!-ii 5. FACTORS INFLUENCING TOLERANCE TO _ql

5、ND_JEAI(SIN LANDING APPROACH . . . 63Richard S. Bray_6. DELAYED FLAP APPROACH PROCEDUR/:S F_R NOSI:BATEMENT AND, FUEL CONSERVATION . 77i_ Fred G. Edwards, John S. Bull, r,q;n lJ. Fo:_ter,=._ Daniel M. Hegarty, and Fred J. Drin_waI:er, _II_, 7. GENERAL AVIATION APPROACH AND LAND_TN(; fq ciency, (2) a

6、pproach and landing ,:;,:_I., !:t i_,.:,dverse weather, and (3) operat-.: ing procedures to reduce noise i_q_,._ct. !,_ :hi,;,eseareh, major emphasis is. : being placed on the developme,t _! ._,Iv:mut,l,:,:l,ts or appl_cations to avl-“% onics and displays for aircraft ,l,:t.:l ;,_:;i_, tl. UC3IO) an

7、d post UG3Pd) ATCSs.,_ Particular emphasis is bein.,l,.lu,:d _,;_ ,m,t.i,u_._: Ln an ILSenvironment. Oneexample of this effort is tlm p:,rt;cil,._i,l ,;._:_,through its TCV Program withthe FAA :In the demonstrat-_cm ,.,i I.,_. t.“ ,: ,t i,.,I :n_clowave landing system to the iI400000001-TSA12Provide

8、d by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AllWeatherOperatlonf_ Panc.l.of thu l_It,.r,;ttl.onalCivil Avlat_on OrRanlzatlon“_ (ICAO). Thtt_ dolnon_trnt|o. I:c,t,k 1.1;_:, :it the, F/_At4 National Avlation J,;wl t tl,l_,i Experimontal Center (NAII.L) :t

9、tl N_y 1916 (rt, l. 4). During this demonntr.Lton tl,c,MLS was utilized to provide, _1., TiN I_oe,tng 737 ret3earch alrpiane with p,uid.tte,: _or automatic control during tt;_n,_l_tlurt from conventional RNAV to HLS RNAV ncurved, descending fll_;ht; l_lar_; to,t,:hdot,m; and roll-out. Tho purpom,of

10、this paper is to describe sea,_, of Lhc, operational aspects of the demonstra-tion. Flight profiles, system configuration, displays, and operating proceduresused in the demonstration are described, and preliminary results of flight dataanalysis are discussed. Recent experiences with manually control

11、led flight in ,the NAFEC MLS environment are also dLscussed,: ABBREVIATIONS AND SYMBOLSAFD aft flight deckATC air traffic controlAWOP All Weather Operations PanelAz azimuth angle from MLS azimuth beamC-band 5000-MHz frequency signal. CWS control wheel steering- V_.i_ DME distance measuring equipment

12、_,; DME/DME dual DME navigation mode, DOT Department of Transportation.t-: EADI electronic attitude director indicator_,; EISI electronic horizontal situation indicator_; E1 elevation angleJ_“ EL1 elevation angle from MLS glide slope beam“i, EL2 elevation angle from b_S flare beamZ_ FAA Federal Avia

13、tion Administration= “:_ GCA Ground Controlled Approach._, ICAO International Civil Aviation OrganizationIDD inertially smoothed DME/DME navigation mode0000000-TSA 3Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ILS instrument landing _y_tcmINS Iner

14、tial plntformKu 5,000-MHz frequency signalLAT latitudeI_TORIGIN latitude of _rigin of MLS runway-referenced coordinatesLONG longitudeLONGoRIGIN longitude of origin of MLS runway-referenced coordinatesMLS microwave landing system_S RNAV navigation in the _S environmentNAFEC National Aviation Faciliti

15、es Experimental CenterNASA National Aeronautics and Space AdministrationNCDU navigation control/display unitR range measurementRNAV area navigationRSFS Research Support Flight SystemTCV Terminal Configured VehicleUG3RD AfCS Upgraded Third-Generation Air Traffic Control SystemVFR visual flight rulesV

16、E east velocityVN north velocityaltitude rate or sink ratehmsI altitude above mean sea levelhid al=itude above desired touchdown pointx,y,z aircraft position in runway-referenced coordinates_. y cross runway velocitycross runway accelerationh“_ . i i.,.i_ _00000001-TSA14Provided by IHSNot for Resale

17、No reproduction or networking permitted without license from IHS-,-,-the EHSI shows the horizon-tal plan of the flight, either with a heading-up or north-up mode, and theflight progress. The dlsplay formats and their functions will be described inmore detail in a later section of this paper.TCV Prog

18、ram Goals The basic goals of the TCV Program are illustrated in figure 5. As seenin this figure, operations in the MLS environment can, perhaps with proper con-trols and displays, allow operators to take advantage of steep, deceleratingcurved approaches with close-ln capture whi:h result in shorter

19、common paths.These paths can be planned for reduced noise over heavily populated areas andfor increased airport capacity. Onboard precision navigation and guidance sys-tems including displays are required for 3-D and 4-D navigation and forsequencing and closer lateral runway spacing. Displays are un

20、der development800()00001-TSB02Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-with the intent of achieving lower visibility operatlone in this f,Jcut:,_ c_,_., -ment with sufficient confidence that they become routine. _inaly, p,os_,_,:_,_turnoffs a

21、t relatively high speed should clear the runway to allow op,-._:,_.,to proceed with perhaps 40 to 45 seconds between aircraft, shouhl rh_ ,_,; :wake problems be solved.U.S. MICROWAVE LANDING SYSTEMIn 1977, the ICAO is scheduled to select a new international standardapproach and landing guidance syst

22、em that will replace both the instrumentlanding system (ILS) at civil airports and the ground controlled approach (C(.“:i at military airports (ref. 5). The ICAO All Weather Operations Panel _s pre_-_ently evaluating candidate microwave landing systems submitted by Australia,Brltaln_ France. West Ge

23、rmany, and the United States. All candidate systemsoperate in the microwave region, which is expected to serve the full rgnge ofaircraft operating in all-weather conditions.i.i The U.S. MLS basically transmits three tlme-reference scanning fan-shapeJi_i radio beams from the runway, as illustrated in

24、 flgure_. One beam scans 60_-“ from side to side of the runway c_nter at a rate of 15_ times per second toprovide azimuth (Az) referencing. The second beam scans up 20 and down to areference plane parallel to the runway surface at a rate of 40 times per secon_i to provide basic glide slope guidance

25、(ELI). The third beam, which scans up 7-_: and down to the same plane parallel to the runway at a rate of 40 times pe_:L: second, is used for flare guidance (EL2). A fourth nonscanning fan-shaped b_:_,Ei_ transmitted from a distance measuring equipment (DME) site provides ranginginformation. This DM

26、E beam is transmitted at a rate of 40 times per second a_ihas an angular coverage of 120 in azimuth and 20 in elevation. Time refere.-,_.“means that receiving equipment onboard _he aircraft will measure the time dlf-_ ference between successive “to“ and “fro“ sweeps of the scanning beams toL_ determ

27、ine aircraft position relative to the runway center line and to a pre-!_: selected glide path. This tlme-dlfference measurement technique gives rise to_=: the designation of the U.S. MLS as a Time Reference Scanning Beam MLS._.J; JOINT FAA/NASA ICAO DEMONSTRATION AGRED_NTj_,_: Early in the TCV Progr

28、am, a _olnt NASA/FAA agreement recognized tbe long-,_ term ob_ectlve, of the NASA Program, and NASA agreed to provide use of the ICV._ airplane for support of specific FAA system evaluations, including that of t_,e_00000001-TS806Provided by IHSNot for ResaleNo reproduction or networking permitted wi

29、thout license from IHS-,-,-/ I , l lI+ l i i fi !:; t , L.; _;_: used to _ontrol the airplane, The EADI format of figure 14 shows an en routei:? format, with the star and circle symbology providing information on the position, of the airplane relative to a programed flight profile. Details of the EA

30、)I,+.; symbology used for approach to landing will be discussed later.“. The EHSI format of figure 14 shows a horizontal view of the preprogramed_: flight path and obstacles, such as the towers shown in the display. The present:+: position of the airplane is indicated by the apex of the triangle sym

31、bol. The;- ,I.=:.: dashed trend vector in front of the airplane symbol is predictive information:_ and represents where the airplane will be in 30, 60, and 90 seconds if it main-J+:_ talns the current turn rate. The map also shows way points along with the pathJ: and ground navigation aids. The curr

32、ent track angle is displayed at the top of!+_+i:; the screen, The moving time box shown in the photograph can be displayed ifL. “_ the pilot wishes tO fly a 4-D path manually or automatically.+ _,!;0_ The NCDU is used by the pilot to call up or revise preplanned routes and:!i flight profiles. Flight

33、 progress information can also be called up on the NCDU!. for review._, The EADI format used for the automatic approach and landing mode is shown,. %:?_%:i_ in the photograph of figure 15. This format provides basic attitude information_4 in both pitch and roll. Lines of pitch angle in 5 increments

34、are indicated_+t_,:_!_ above and below the horizon, and the roll pointer at the top of the display_i shows bank angles of i0, 20, 30, and 45. The reference airplane symbol isbiased 5 up to reduce clutter in the middle of the screen. Flight-path angle! _/, iS displayed in the form of two wedge-shaped

35、 symbols that move vertically as a. function of flight-path angle and laterally as a function of drift angle.,_y Flight-path acceleration is displayed by the rectangular-shaped symbol that is%+ _USt tO the left of the fllght-path symbols. Deviation from the vertical and:o_! lateral paths is displaye

36、d by the movement of the autoland box symbol in rela-+:,_ finn tO the boresight dot of the reference airplane symbol. When desired, a:_: computer-generated perspective runway with extended center line (ref. 6) can be“ displayed for approach situation information The triangle symbol on the hor_-=.+_:

37、+ zon gives presen_ track-angle information. The box-shaped symbols on the-:_: horizon represent I0_ _rack increments from the runway heading and are plotted_ relative to the _unction of the rearward extended runway center llne and the-z_;, horizon. The p_lot uses the track angle and relative track

38、symbology to estab-+_: fish his path Intercept for runway alinement. The computer-generated runwayi+2_ symbology shows good registration with the real runway, shown by the forward-!f_! looking television image. Time of day is displayed in the top left-hand corner_+_ so that video tapes of the displa

39、ys can be correlated with the onboard data_%: system. Radio altitude is displayed in the top right-hand side of the screen,“ The MLS processor outputs used to drive these display symbols are indicated+;_-:+“_; in figure 16 as north velocity VN, east velocity V,sink rat_: h, lateral-i:_; path deviati

40、on N, tilde-path deviation 6, latitude _ LAT, and l+:ng_tude LONG.!+_+ The display symbols which are driven from these parameters are fllght-path_+:_,: angle wedges, which indicate the projected touchdown point; trend vector, whichi_;_i_ Indicates the predicted flight path of the aircraft; aircraft

41、position; ground!z_ speed; lateral-path and glide-path deviations; and a computer-gunrated per-_: spective runway with an extended center line. Additional inputs to the dlspayO0000001-TSB07Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-I 1 ! , I I,

42、ijo,compuc:.i.lo_Is as shown il_ fl)_ur_, 16 ,_rv ,.co:-._; rrn.:;C, a,.cv1_,ration , which Isused Lo stabilize the trend w,cl,Jr; ;lll,J pit,h ., r_l ,i, ;rod ynw q, whichare used to correct tho pc,_r,;p,ctvt, runv:,ly :-:,ymb,._ 1,_ airccuft attitude change;.The acceleration nnd :ltt it.,h, i,t,_

43、w,r- d,rlv,d I r.m th, inertial p l;_.l.formduring the ICAO l)emonstr,c:.i,u, lu,.il:g I:,tt,_“ l l. ight:; thv ;l,:_cc.l_,r_3tJtm input,-;were measured from body-mem;_t_-I a,t_leror,eters:inlJtransformed to an inertialreference frame.I,IS,N Reconfigu:ation SummaryChanges to the RSFS configuration o

44、r the ICAO Demonstration may be seenby comparing figure 17 with figure 3, As shown in fJRure 17, three antennalocations were selected for the den_onstration. The C_-band antennas on the tailand lower aft fuselage were used for diagnJstic purposes during the developmentflights. The C- and Ku-band ant

45、ennas located above the front cabin were theprimary antennas used for Fuidance. The cabin-mounted (.-band antenna was usedto receive Az, i_Ll, and v,:_,i,I_,HI_tllz.l11-i:,;,ild_ilLt.illla%,tasthe receivingantenna for EI,2 signa_. The :g.,:r_:cci,r_;,!_roc,;,:_,r,and spucial _.Ssignalrecorders are s

46、hown located just in front of the aft flight deck. Specialin-fllght diagnostic oscillographr and a backup MLS receiver are shown locatedat the right rear of the airpl:._ne.OVERVEW OF FLIGHT RESULTSDuring the development, demonstration, and post-demonstration data-collection flights in the NAFEC MLS

47、environment, 208 automatic approaches and205 automatic flares were flown. “_., se flares were terminated in touch-and-gomaneuvers and full-stop landings that included automatic roll-out operationsDuring the demonstration flights, fina approaches of 3 n. mi. were achieved.Following the demonstration,

48、 shorter final automatically controlled approachesof 2 n. mi. were flown. Manually controlled flights conducted after the demon-stration included 41 approaches with final segments of 3, i_, and 1 n. mi.Reduction of flight data gathered on these flights is underway. Analysis ofthese data is expected to result in an n_sessment _,f I,;_tlltracking accuracy;speed control system performance; di_pay format utility for monitoring air-craft path tracking per