Browse Topic: Flight management systems
ABSTRACT This paper presents a distributed algorithm to track a desired target while fostering the emergence of a swarm formation and providing obstacle avoidance capability to deal with unknown scenarios. The proposed approach is based on the merge between a Flight Management System for global path planning and the definition of virtual forces through a custom Artificial Potential Field to prevent drones collisions between each other, with external objects and to provide cohesion of the swarm configuration. Each drone independently computes its global route and adjusts its path based on an optimal control action to minimize a potential energy function induced by its neighbors and obstacles. This approach results in a high cost-effective strategy to enhance UAVs autonomy level by managing a large group of drones, guaranteeing a low cost per unit thanks to the low computational effort and low-budget sensor suit while providing all the capabilities to accomplish the desired mission.
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This document recommends criteria for the control and display of communications and navigation equipment on the flight deck. The equipment includes: a Communications: Ultra high frequency (UHF), very high frequency (VHF), and high frequency (HF) radios, cabin/service interphones, public address (PA), select call (SELCAL), call select (CALSEL), satellite communications (SATCOM), and controller pilot data link communications (CPDLC). b Navigation: Very high frequency omnidirectional range (VOR), tactical air navigation (TACAN), automatic direction finder (ADF), distance measuring equipment (DME), instrument landing system (ILS), markers (MKR), very low frequency (VLF), inertial navigation systems (INS), inertial reference systems (IRS), global navigation satellite system (GNSS), global positioning system (GPS), low range radio altimeter (LRRA), and attitude heading reference system (AHRS). c Weather radar. d Data link: Company, Air Traffic Control (ATC), transponders (Mode-S), controller
The development of connected and autonomous vehicles (CAVs) is progressing fast. Yet, safety and standardization-related discussions are limited due to the recent nature of the sector. Despite the effort that is initiated to kick-start the study, awareness among practitioners is still low. Hence, further effort is required to stimulate this discussion. Among the available works on CAV safety, some of them take inspiration from the aviation sector that has strict safety regulations. The underlying reason is the experience that has been gained over the decades. However, the literature still lacks a thorough association between automation in aviation and the CAV from the safety perspective. As such, this paper motivates the adoption of safe-automation knowledge from aviation to facilitate safer CAV systems. The authors briefly elaborate on the widely discussed aviation themes, including autopilot and auto-throttle malfunctions, flight management system, human factors, and suggests how
This document recommends criteria and requirements for a flight management system (FMS) for transport aircraft. The FMS shall provide the functions of lateral navigation, vertical navigation, and performance management and may include time of arrival control. The FMS design shall take human factors considerations into account to produce a fault tolerant system.
This SAE Aerospace Standard (AS) covers automatic pilots intended for use on aircraft to automatically operate the primary and trim aerodynamic controls to maintain stable flight and/or to provide maneuvering about any of the three axes through servo control. Automatic control functions essential for primary or augmented flight control are excluded.
The recommendations of this document apply to such aircraft as are able to perform both normal angle and steep IMC approaches, the latter being defined as those approaches having a final approach segment angle greater than 4°. Such aircraft can include both conventional and STOL fixed-wing aircraft, commercial air transport and/or utility and normal category helicopters, compound helicopters and powered lift vehicles (tiltrotors, tiltfans, tiltwings, etc.).
The function of a multifunctional display (MFD) system is to provide the crew access to a variety of data, or combinations of data, used to fly the aircraft, to navigate, to communicate, and to manage aircraft systems. MFDs may also display primary flight information (PFI) as needed to insure continuity of operations. This document sets forth design and operational recommendations concerning the human factors considerations for MFD systems. The MFD system may contain one or more electronic display devices capable of presenting data in several possible formats. MFDs are designed to depict PFI, navigation, communication, aircraft state, aircraft system management, weather, traffic, and/or other information used by the flight crew for command and control of the aircraft. The information displayed may be combined to make an integrated display or one set of data may simply replace another. The information contained in this document can be applied to the design of all MFDs, including
The objective of this ARP is to provide a set of user-centered design guidelines for the implementation of data driven electronic aeronautical charts, which dynamically create charts from a database of individual elements. The data driven chart is intended to provide information required to navigate, but it is not intended to supplant the aircraft’s primary navigation display. These guidelines seek to provide a balance between standardization of equipment with similar intended functions and individual manufacturer innovation. This ARP provides guidelines for the display of an electronic chart that can replace existing paper. This document addresses what information is required, when it is required, and how it should be displayed and controlled. This document does not include all the detailed specifications required to generate an electronic aeronautical chart. This document primarily addresses the human factors aspects of electronic chart display, and does not address the software
This document sets forth general, functional, procedural, and design criteria and recommendations concerning human engineering of data link systems. The recommendations are based on limited evidence from empirical and analytic studies of simulated data link communication, and on experience from operational tests and actual use of data link. However, because data are not yet available to support recommendations on all potentially critical human engineering issues these recommendations necessarily go beyond the data link research and include requirements based on related research and human factors engineering practice. It is also recognized that evolution of these recommendations will be appropriate as experience with data link accumulates and new applications are implemented. This document focuses primarily on recommendations for data link communications between an air traffic specialist and a pilot, i.e., air traffic services communications, although some recommendations address use of
This ARP defines recommended flight crew interface design processes and methods for new flight deck designs as well as modifications to the flight crew interface of existing flight decks of transport category aircraft (Part 25), which includes commercial transport aircraft, regional and business aircraft. These processes and methods are intended to be utilized by the design engineers of manufacturers of transport category aircraft or any modifiers to the flight deck system. Modifiers include equipment suppliers, avionics manufacturers, aircraft operators, original equipment manufacturers (OEM), regulatory authorities, or anyone seeking a supplemental type certificate (STC), type certificate (TC), amended TC, field approval, or equivalent approval. The processes and methods described in this ARP address the integration of human factors/ergonomics, engineering, and flight operations in the design and/or modification of flight crew interfaces. These interfaces provide the flight crew
ABSTRACT The objective of the joint National Research Council of Canada (NRC) and The Boeing Company Technology Development Program (TDP) entitled 'Canadian Vertical Lift Autonomy Demonstration' (CVLAD) is to evaluate automated and supervised autonomous flight systems on NRC Bell 412 Advanced Systems Research Aircraft (ASRA) and Royal Canadian Air Force Boeing CH-147F Chinook demonstrators. Boeing technologies such as Degraded Visual Environment Pilotage System and Advanced Vehicle Management System form the foundation of an autonomy solution that aims to satisfy Royal Canadian Air Force, US Army, and other Armed Service branch end-use objectives for force multiplication, tactical advantage, pilot assistance, reduced crew operations, and enhanced fleet productivity. The Boeing Company engaged NRC under a Cooperative Research Agreement since 2016 as part of a number of strategies to upgrade Medium-Heavy Lift H-47 Chinook capabilities prior to long-term aircraft replacement in the 2030
ABSTRACT Successful human intervention will be central to any emerging autonomous aerial transport platform, such as personal aerial vehicles (PAV), for the safe conduct of flight. This paper proposes a concept to compensate a partial failure of the autonomous flight guidance by handing over control of the aircraft to a passenger and analyzes the associated human factors. First, a novel waypoint guidance law is designed that generates the desired roll commands for navigation to a designated safe landing spot. Second, two novel guidance display concepts are developed, one for the primary flight display (PFD), and another for the helmet mounted display (HMD), which indicate the desired roll commanded by the guidance law. Third, the guidance law and display concepts are integrated into a high-fidelity, wide field-of-view flight simulation environment and a static mock-up of a conventional helicopter cockpit. Humanin-the-loop experiments were performed with test subjects to analyze the
This document specifies requirements for an Approach to Landing Guidance System (ALGS) electronic device. This equipment shall display relative aircraft position and situation information for flight along precision three-dimensional paths within the appropriate coverage area. The precision three-dimensional path may be an ILS straight-in look-alike path or a complex, curved path. The requirements are applicable to electronic devices capable of receiving signals or other information from one or more sources, including but not limited to ILS, GNSS, or IRU inputs.
This Aerospace Standard (AS), establishes minimum performance standards for those sensors, computers, transponders, and airplane flight deck controls/displays which together comprise a Takeoff Performance Monitor (TOPM) System. This standard also defines functional capabilities, design requirements, and test procedures. A TOPM system is intended to monitor the progress of the takeoff and to provide advisory information which the crew may use in conjunction with other available cues to decide to continue or abort the takeoff. See Appendix A for supplementary information relating to NTSB, CAA, and ad hoc committee concerns and background information.
This SAE Aerospace Recommended Practice (ARP) provides recommendations for design and test requirements for a generic “passive” side stick that could be used for fly-by wire transport and business aircraft. It addresses the following: The functions to be implemented The geometric and mechanical characteristics The mechanical and electrical interfaces The safety and certification requirements
This SAE Aerospace Standard (AS) provides the general performance, design, installation, test, development, and quality assurance requirements for the flight control related functions of the Vehicle Management Systems (VMS) of military piloted aircraft. It also provides specification guidance for the flight control interfaces with other systems and subsystems of the aircraft.
ABSTRACT Landing helicopters in Degraded Visual Environments (DVE) is one of the most challenging maneuvers pilots perform. The US Army Aviation and Missile Research, Development and Engineering Center (AMRDEC) has been working to develop flight guidance and sensor systems to provide the pilot with guidance and pilot displays to land a helicopter, hover, and take off in DVE. During flight testing of the Brown Out Symbology System (BOSS) on an EH-60L, pilots reported very high workload requiring full concentration on the displays during approaches to landing in brownout. In order to reduce pilot workload, an approach to provide the pilot with a collective tactile cue based on coupling of the output of the symbology display algorithms to the EH-60L collective trim servo has been developed and flight tested. Details of the system are provided along with the results of flight testing conducted at the Yuma Proving Grounds comparing workload from approaches to landing in brownout with and
The information contained in this document is based on line experience with current systems. It should be used as a basis for ongoing research and development including the human factors aspects of future flight management systems and their interaction with the ATC environment.
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