Showing papers on "Required navigation performance published in 1977"

Real-time manned simulation of advanced terminal area guidance concepts for short-haul operations

Abstract: A real-time simulation was conducted of three-dimensional area navigation and four-dimensional area navigation equipped (STOL) aircraft operating in a high-density terminal area traffic environment. The objectives were to examine the effects of 3D RNAV and 4D RNAV equipped aircraft on the terminal area traffic efficiency, and to examine the performance of an air traffic control system concept and associated controller display proposed for use with advanced RNAV systems. Three types of STOL aircraft were simulated each with different performance capabilities. System performance was measured in both the 4D mode and in a 3D mode; the 3D mode, used as a baseline, was simply the 4D mode less any time specification. The results show that communications workload in the 4D mode was reduced by about 35 percent compared to the 3D, while 35 percent more traffic was handled with the 4D. Aircraft holding time in the 4D mode was only 30 percent of that required in the 3D mode. In addition, the orderliness of traffic was improved significantly in the 4D mode.

Airborne navigation system performance during RNAV/MLS transition

Abstract: Aircraft position error sensitivity to sensor errors and flight path geometry is analyzed during RNAV/MLS transition using a digital computer simulation. The avionics sensitivity data provides information necessary to establish requirements for additional guidance law design and to establish airspace requirements for maneuvering to null out any residual RNAV errors upon MLS transition. The data base is also beneficial as planning information for subsequent flight testing. The parameters varied during the generation of the data base include flight profile, error source content and magnitude, ground facility location, runway/flight path orientation and navigation mode. The avionics, autopilots and aircraft dynamics correspond to the existing NASA Terminal Configured Vehicle. Significant transients were observed during MLS transition, primarily in the vertical channel. These transients have a significant impact on airspace requirements and operational procedures in the RNAV/MLS environment.

Area Navigation/Vertical Area Navigation Terminal Simulation.

Abstract: : A dynamic simulation using the digital simulation facility at the National Aviation Facilities Experimental Center (NAFEC), Atlantic City, New Jersey, was conducted to determine the effects of the air traffic control (ATC) system and the system users derivable from the use of area navigation (RNAV) and area navigation with vertical guidance (VNAV) in a high-density terminal area The John F Kennedy Airport airspace was configured with an RNAV/VNAV route system to provide the test bed for the study The study analyzed selected controller workload and system performance measures for various mixtures of RNAV, VNAV, and radar-vectored operations Results show that controllers can use RNAV/VNAV maneuvers in the control of traffic in lieu of radar vector techniques and that controller workload decreased as the level of RNAV/VNAV participation increased Controller acceptance of RNAV/VNAV principles and techniques in the ATC terminal area increased as familiarity and experience with RNAV/VNAV were gained Controllers favored the use of RNAV over a pure radar-vector environment, expressing the opinion that RNAV could provide benefits to both controller and system user Significant decreases in controller communications workload and slight increases in operations were recorded as the percentages of RNAV/VNAV aircraft in the system were increased In general, the orderliness of the ATC system improved as the percentage of RNAV/VNAV aircraft was increased Input from two general aviation trainers (GAT's) was integrated with the targets from the digital simulation facility

Digital data broadcast: an aid to area navigation

Abstract: Preliminary analysis has indicated that a digital data broadcast system (DDBS) concept could be applied as a potential solution to the problems of cockpit workload, pilot blunders, and airborne data storage when considered in terms of the utilization of area navigation (RNAV) within our National Airspace System (NAS). The basic philosophy of the program described in this paper was to evaluate concurrently both the operational impact of the DDBS concept under a set of flight evaluations and the technical feasibility of a DDBS engineering model. The principal conclusion of this program substantiates and amplifies the original goals of the DDBS development effort, namely, a reduction of cockpit workload, pilot blunders, and steering errors. Statement of the Problem O NE of the identifiable elements of the Upgraded Third Generation (UG3RD) Air Traffic Control (ATC) system currently under development by the Federal Aviation Administration is the concept of area navigation (RNAV). Previous reports1"3 have shown that the implementation of RNAV into the National Airspace System (NAS) would result in a major operational and economic improvement in both the air carrier and general aviation sectors, as well as to the ATC system itself. Airspace capacity and controller productivity would be demonstrably increased, and significant fuel and

Jeppesen charting for area navigation

Abstract: The most sophisticated NVAV systems in existence today are the ones which can utilize either latitude and longitude or bearing and distance from the station as inputs for navigation. These Automated Airborne Navigation Systems offer a means of placing some information in the cockpit in a manner such that its application can be automated to a high degree. The heart of the system for the pilot is the Control Display Unit, or CDU, with a complete alpha/numeric keyboard. Contained within the Automated Navigation System is a Flight Data Storage Unit, or FDSU, which contains all the navigational data in computer language on a magnetic tape or disc.