AERO_Q209

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1/32ER

Materal

Management:

Provdng Cstom

Soltons

777 Freghter:

Greater Ecenc

or Long-Hal

Operators

Landng Gear

Program Provde

Overhal Alterna

Exceedng Tre

Speed Ratng

Drng Takeo

Contrbton o

Flght Sstems to

Perormance-Ba

Navgaton

qTR_0

09A quARTERLy PuBLi

BOEiNG.COM/COMM

AEROMAGAziNE

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2/32Cover photo: 777 in actory

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ERO

WWW.BOEiNG.COM/COMMERCiAL/AEROMAGAziNE

21

Contents

03Material Management:

Providing Customer Solutions

Or servces are desgned to help

arlnes operate more ecentl whle

redcng costs.

05777 Freighter: Greater

Efciency or Long-Haul

Operators

The Boeng 777 Freghter s an ecent,

long-range, hgh-capact reghter

oerng the advanced eatres o the

777 aml.

11Landing Gear Program Provides

Overhaul Alternative

Boengs overhal and exchange program

oers operators addtonal optons or

servcng landng gear.

15Exceeding Tire Speed Rating

During Takeoff

Boeng oers gdance to help prevent

tre overspeed events drng takeo.

21Contribution of Flight Systems to

Performance-Based Navigation

The evolton o fght management

sstems has led the wa or perormance-

based navgaton and the Next Generaton

Ar Transportaton Sstem.

isse 34_qarter 02 | 2009

05

15

11

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ERO

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Publher

Shannon Frew

Edtorl drector

Jll Langer

Edtor--che

Jm Lombardo

Deg

Methodologe

Wrter

Je Fraga

Dtrbuto ger

Nanc Moltre

Coer photogrph

Je Corwn

Prter

ColorGraphcs

Web te deg

Methodologe

Edtorl Bord

Gar Bart, Frank Blland, Rchard Brehas, Darrell Hok, Al John,

Dog Lane, Jll Langer, Mck Pegg, Wade Prce, Bob Rakestraw,

Frank Santon, Jerome Schmeler, Pal Vctor, Constantn zadorojn

Techcl Reew Cottee

Gar Bart, Frank Blland, Rchard Brehas, Davd Carbagh,

Jstn Hale, Darrell Hok, Al John, Dog Lane, Jll Langer, Davd Palmer,

Mck Pegg, Wade Prce, Jerome Schmeler, Wllam Tsa, Pal Vctor,

Constantn zadorojn

AERO Ole

www.boeng.com/commercal/aeromagane

AERO magane s pblshed arterl b Boeng Commercal Arplanes and s

dstrbted at no cost to operators o Boeng commercal arplanes.AERO provdes

operators wth spplemental techncal normaton to promote contnos saet

and ecenc n ther dal feet operatons.

The Boeng Compan spports operators drng the le o each Boeng commercal

arplane. Spport ncldes statonng Feld Servce representatves n more than

60 contr es, rnshng spare parts and engneerng spport, tranng fght crews

and mantenance personnel, and provdng operatons and mantenance pblcatons.

Boeng contnall commncates wth operators throgh sch vehcles as techncal

meetngs, servce letters, and servce blletns. Ths asssts operators n addressng

reglator rerements and Ar Transport Assocaton speccatons.

Coprght 2009 The Boeng Compan

inormaton pblshed nAERO magane s ntended to be accrate and athortatve.

However, no materal shold be consdered reglator-approved nless speccall stated

Arlne personnel are advsed that ther compans polc ma der rom or confct wth

normaton n ths pblcaton. Cstomer arlnes ma repblsh artcles romAERO

wthot permsson or dstrbton onl wthn ther own organatons. The thereb

assme responsblt or the crrent accrac o the repblshed materal. All others

mst obtan wrtten permsson rom Boeng beore reprntng anAERO artcle.

Prnt copes oAERO are not avalable b sbscrpton, bt the pblcaton ma be

vewed on the Web at www.boeng.com/commercal/aeromagane.

Please send address changes to [email protected]. Please send all other

commncatons toAERO Magane, Boeng Commercal Arplanes, P.O. Box 3707,

MC 21-72, Seattle, Washngton, 98124-2207, uSA.

E-mal: [email protected]

AERO s prnted on Forest Stewardshp Concl Certed paper contanng

10% post-consmer waste.

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Materal Management:Provdng CstomerSoltons

Beore jonng Boeng last ear as vce

presdent o Materal Management,

i worked n the arlne bsness or more

than 27 ears. i was drectl nvolved n

prchasng materals and repar servces orarplanes, engnes, and components. Drng

that tme, i experenced the ver best n

cstomer servce and prodct spport.

i also experenced the worst. i know rst-

hand how mportant t s to get the rght

part at the rght tme and at the rght prce.

understandng the specc needs o

each ndvdal cstomer and dong

everthng reasonabl possble to meet

those needs are what Boengs Materal

Management organaton s all abot. We

are absoltel commtted to delverng the

ver best spport. yes, we are n bsness

to sell parts (500,000 derent tpes) and

repar servces, bt more mportantl were

n bsness to ensre that operators o

Boeng arplanes get soltons rom s

that help them rn a sae, ecent, and

relable operaton.

All o or servces are desgned to create

soltons to help o maxme the vale o

or feet b operatng more ecentl whle

redcng costs to or bottom lne (http://

boeng.com/commercal/spares/ndex.

html). Or Materal Management Servces

nclde integrated Materals Management,

a next-generaton sppl chan servce n

whch o can transton materals manage-

ment responsblt to Boeng, who then

manages the consoldated sppl chan.

Ths oers a better servce level or parts

and more relablt to mantenance oper-

atons. yo pa or parts when ssed

to mantenance or on a fght-b-horbass. integrated Materals Management

also provdes a method to measre and

share benets among arlnes, spplers,

and Boeng.

We also oer a Component Servces

Program n whch o can receve a

replacement part wthn one da o placng

an order. Boeng, or ts partners Ar France

indstres or KLM, restore or alt nt

to arworth condton, pgrade t to refect

the latest desgn changes, and retrn t

to the exchange nventor pool.

Or Landng Gear Program oers o

a rotable program as a repar opton.

yo can exchange nservceable or tme-

expred landng gears or overhaled or

restored prodct rom a pool o nventor.

Ater beng placed n the pool, or landng

gear ndergoes repar and s then placed

back n the pool or other cstomer

exchanges. yo can read more abot ths

program on page 11 o ths sse.

We ace man challenges ever da

delverng the servce and spport that o

deserve and expect jst as o ace chal

lenges dong the same or or cstomers

Bt we never stop workng an sse ntl

or arplane s back n servce. We prodl

process more than 4,000 shpments to

cstomers ever da. Or team knows

that ever box leavng one o or eght

worldwde dstrbton centers means a

cstomers need or parts s beng satsed

Whenever o have a need or partsor servces, please contact s and we

wll work together on a Boeng genne

parts solton that works. We apprecate

or bsness. Thank o or operatng

Boeng arplanes.

DaLE WiLkinsOn

Vce Presdent, Materal Management

Boeng Commercal Avaton Servces

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B provdng more

capact than an o

twn-engne reghte

the 777F brngs new

levels o ecenc to

the long-hal marke

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777 Freghter: Ecencor Long-Hal OperatorsThe Boeng 777 Freghter (777F), whch entered servce earler ths ear, brngs

ecenc to long-hal operators whle oerng the advanced eatres o the

777 aml. Desgned to ll the need expressed b cargo operators arond

the world, the 777F s an ecent, long-range, hgh-capact reghter.

B Jo s. Clr, 777 Freghter Dept Program Manager; d keeth D. krw, 777 Freghter Dept Che Project Engneer

The range capablt o the 777F provdes

sgncant savngs or cargo operators.

it enables them to take advantage o

ewer stops and assocated landng ees,

less congeston at transer hbs, lower

cargo handlng costs, and shorter cargo

delver tmes. The new reghter alsontegrates smoothl wth exstng cargo

operatons and acltates nterlnng wth

747 reghter feets.

Ths artcle provdes an overvew o

the 777F, ncldng ts hertage, reghter

capabltes, range and capact, twn-

engne desgn, and ablt to t nto exstng

cargo operatons.

777 HERiTaGE

Lanched n Ma 2005, the 777F nherts

the same basc desgn and fght charac-

terstcs o 777 passenger arplanes bt s

desgned speccall to transport cargo.

it also shares man o the 777 amls

advanced eatres, sch as a f-b-wre

desgn, an advanced wng desgn wth

raked wng tps, and a state-o-the-art fght

deck (see g. 1). it s powered b the

worlds most powerl commercal jet

engne, the General Electrc GE90-110B1.

UniqUE FREiGHTER CaPaBiLiTiEs

The 777F has been speccall desgned a

a reghter, wth addtonal strengthenng n

ke strctral areas, ncldng:

n New monolthc almnm foor beams.n Rgd cargo barrer located n the

orward secton o the arplane.n Strengthened selage, especall n the

area o the man deck cargo door.

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1

4

5 6

7

23

Other desgn enhancements nclde:

n Enhanced, lghtweght cargo-handlng

sstem wth blt-n test epment that

contnall montors the operatonal

health o the sstem.n Moded envronmental control sstem.n An advanced manever load allevaton

sstem that redstrbtes the aero-

dnamc load on the wng drng

non-normal fght condtons, redcng

the load on ts otboard porton (see

g. 2). Ths allows the 777F to operate

n a wde varet o fght envronments

wthot compromsng paload capablt.

The 777F also eatres a new sper-

nmerar area, whch ncldes bsness-

class seats orward o the rgd cargo

barrer, ll man deck access, bnks, and

a galle (see g. 3).

The arplanes desgn refects normaton

and eedback that Boeng ganed at reghterworkng grop meetngs held wth 20 ar-

lnes and cargo operators. Boengs plan

was to ensre that the 777F wold operate

wth procedres and handlng smlar to

other 777 varants. The reslt s a common

tpe ratng wth 777 passenger arplanes

and onl mnmal transton rered and

lower tranng costs.

RanGE anD CaPaCiTy

Wth a maxmm takeo weght o

766,000 ponds (347,450 klograms), the

777F has a revene paload capablt o

more than 226,000 ponds (102.8 metrc

tons). it can f 4,880 natcal mles(9,038 klometers) wth a ll paload at

general cargo market denstes (more than

10 ponds per cbc oot), makng t the

worlds longest-range twn-engne reghter

(see g. 4).

Fgure 1: 777F Flght dec

The 777F fght deck wll be amlar to crews that

have fown 777 passenger arplanes.

1 Trple-channel atoplot wth categor iiiB atoland 2 Large fat-panel ld crstal dsplas, ncldng three mlt-ncton dsplas 3 Fll-tme

trple-channel f-b-wre wth thrst asmmetr compensaton and fght envelope protecton 4 Crsor control nterace 5 Arlne-modable electronc

checklst contanng all normal and non-normal checklsts 6 integrated commncatons nterace wth ll tre ar navgaton sstem

nctonalt 7 Electronc Flght Bag (optonal)

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The arplane has been engneered to

have essentall the same landng charac-

terstcs as the 777-200LR (Longer Range),

despte a maxmm landng weght that s

nearl 17 percent heaver (575,000 ponds;

260,810 klograms).

The 777F accommodates 27 standardpallets (96 b 125 nches; 2.5 b 3.1 meters)

on the man deck. The ndstr-standard

10-oot-hgh (3-meter-hgh) pallets are

accommodated b the large man deck

cargo door. The lower cargo hold has the

capact or 10 pallets, as well as 600 cbc

eet (17.0 cbc meters) o addtonal blk

cargo (see g. 5).

THE UniqUE ECOnOmiCs OF THE 777F

The 777 aml has an establshed hstor

o twn-engne ecenc, wth lower el

consmpton, mantenance costs, and

operatng costs.

The 777F extends these advantages

to cargo operators, gvng them the lowest

trp cost o an large reghter, as well as

excellent ton-mle economcs. The reghter

s expected to oer a 17 to 28 percent

el-per-ton advantage to other reghters.

The 777F has range, paload, and

operatng economcs speror to an

exstng arplane reghter.

its el econom also provdesenvronmental benets becase lower

el consmpton means lower carbon

emssons. The 777F also meets

London-Heathrow nose standards

(qC2) or maxmm accessblt to

nose-senstve arports.

Spernmerar area

n For bsness-sed seatsn Two bnksn Galle and vacm lavator

Strengthened horontal stabler

Passenger-related tems ncldng doors and wndows removed

(except doors 1L and 1R)

Strengthened bod, rgd cargo barrer nstalled, and bod el tank

provsons removed

Man deck

n Almnm cargo foor beamsn Powered cargo handlng sstem

(2-n power drve nts [PDus])

Lower lobe

n New 2-n PDus common wth man deckn Blt-n test epment cargo control sstem

installed 145-n (371-cm)-wde x 124-n (315-cm)-hgh

man deck cargo door

Strengthened wngbox, leadng and tralng edges, aleron,

and cargo foor spport

Added manever load allevaton sstem

Moded envronmental control sstem

Relocated water and waste tanks rom blk cargo

compartment to orward lower lobe

Maxmm takeo weght: 766,000 lb (347,450 kg)*

Maxmm landng weght: 575,000 lb (260,810 kg)*

Maxmm ero-el weght: 547,000 lb (248,110 kg)*

*Hghest optonal weght; loadng restrctons appl above 750,000-lb (340,190-kg) maxmm takeo weght

Fgure 2: Chge the 777F copred to the 777-200LR

The 777F s based on the 777-200LR (Longer Range) bt desgned speccall to transport cargo.

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The hgh commonalt o 777F arplane

sstems sch as fght controls,

hdralcs, and landng gear wth 777

passenger arplane sstems takes advan-

tage o exstng mantenance nrastrctre

(.e., parts, grond spport epment, task

cards, tranng) at the arlne operator.

COmPLEmEnTs ExisTinG BOEinG

FREiGHTERs

The 777F has been desgned to ntegrate

smoothl wth exstng cargo operatons

and acltate nterlnng wth 747 reghter

feets. Cargo operators can easl transer

10-oot-hgh pallets between the two

models va the large man deck cargo door.

sUmmaRy

The 777F s Boengs response to strong

demand rom cargo operators arond

the world or an ecent, long-range,

and hgh-capact reghter. B provdng

more capact than an other twn-engne

reghter, the 777F brngs new levels o

ecenc to long-hal markets. At the same

tme, ts smlart to prevos 777 models

and ablt to acltate drect-transer

shpments wth 747 reghter feets make

eas to ntegrate nto an operators feet.

For more normaton, please contact

Jason Clark at [email protected]

or Ken Krwan at [email protected].

Fgure 3: superuerr re

The spernmerar area ncldes bsness-class seats orward o door 1.

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Fgure 5: 777F Fleble crgo cofgurto

The ablt to accommodate 27 standard pallets on the man deck, combned wth a versatle lower hold,

gves the 777F a capact never beore avalable on a twn-engne reghter.

Fgure 4: Loget-rge tw-ege reghter

The 777F can f 4,880 natcal mles (9,038 klometers) wth a ll paload at general cargo market

denstes, openng p new nonstop markets to cargo operators.

777 Freghter

226,700 lb (102.8 metrc ton) paload

nTpcal msson rles.n 85% annal wnds.nArwas and trac allowances nclded.n Range capablt rom New york.

* Does not include tare weight.

747-400 Freghter

249,100 lb (113 metrc ton) paload

mD-11 Freghter


747-200 Freghter


Benos Ares

Ro de Janero

La Pa

Santago

New york

Honoll Vancover

Anchorage

London

Casablanca

Narob

Landa

Lagos

Dakar

Toko

SeolBejng Delh

Dba

Tel Avv

Moscow

Forward Lower Hold2,490 t3 (70.5 m3)

At Lower Hold1,660 t3 (47.0 m3)

Blk600 t3 (17.0 m3

27 Pallets

18,301 t3 (518.2 m3)

Man Deck

mu Reeue Plod*

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The Boeng Landng

Overhal and ExchaProgram provdes

operators wth a co

eectve, ecent

alternatve to prch

new landng gear.

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Landng GearProgram ProvdesOverhal AlternatveBoeng has responded to recent sppl chan challenges or landng gear overhals,

new gear-sets, exchange gears, and spare parts. A landng gear overhal and exchange

program oers operators an alternatve to perormng the overhal work themselves.

B mchel Lowell, Senor Manager, Servce Development, Materal Management

Commercal arlnes are rered to remove

and overhal arplane landng gear abot

ever 10 ears or 18,000 ccles, depend-

ng on the arplane model sage and

applcable reglatons. in response to

operators need or addtonal optons when

servcng landng gear, Boeng lancheda landng gear overhal and exchange

program n 2008 desgned to meet the

needs o operators that dont want to

prchase new landng gear or perorm

ther own landng gear overhal.

Ths artcle descrbes the program and

how operators can make se o t.

PROGRam OvERviEW

in 1997, the Boeng Commercal Arplanes

Long Beach Dvson lanched a program

that enabled operators o the MD-11 to

exchange nservceable landng gear or

an overhaled gear set (.e., nose andman), savng the operator mone compared

to the cost o a new gear and redcng the

amont o tme the arplane was ot o

servce. in 2008, Boeng, ater workng wth

the ndstr and cstomers to enhance the

landng gear program, extended t to add-

tonal arplane models. it now ncldes the

717, Next-Generaton 737, 737 Boeng

Bsness Jet, 757-300, 767-300ER

(Extended Range), 767-300 Freghter,

777, and MD-11.

under the Boeng Landng Gear Over-

hal and Exchange Program, Boeng work

wth global component repar and overha

spplers to mnme costs and redcearplane downtme or cstomers located

throghot the world.

Boeng provdes total spport or the

landng gear o arplanes n the program,

ncldng parts, schedlng, exchange,

warrant, techncal assstance, and record-

keepng. The operator pas an overhal

and exchange ee pls an over and

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above charges or the servce. No ntal

long-term captal nvestments are rered.

Boeng works closel wth arlnes

techncal and mantenance departments toaddress landng gear needs and schedlng

rerements. Arlnes shold plan ther

overhal and exchanges well ahead o the

mandator 10-ear deadlne to ensre the

avalablt o the approprate landng gear.

HOW THE PROGRam WORks

The Boeng Landng Gear Overhal and

Exchange Program provdes operators wth

complete overhal and exchange servcesdesgned to ncrease ecenc and mn-

me the economc mplcatons o landng

gear mantenance.

When an arplane covered b the pro-

gram reres landng gear replacement or

overhal, Boeng provdes an overhaled,

certed, read-to-nstall gear or the ar-

planes nservceable landng gear. Once

the servceable gear s nstalled b the

operator, the operator then shps the

removed nservceable gear to one o the

Boeng-desgnated overhal acltes (seeg. 1). Ths process elmnates the need or

operators to contract and schedle landng

gear overhals themselves and manage the

landng gear overhal sppl chan, whch

can save them labor and other costs.

All parts n the overhaled gear set

provded to the operator meet all worldwde

reglator rerements and are covered b

a Boeng three-ear warrant.

BEnEFiTs TO OPERaTORs

The Boeng program s desgned to provde

operators wth an opton that mnmesboth cost and arplane downtme. Program

benets nclde:

n Complete landing gear assets. Oper-

ators receve a ll overhaled and

certed landng gear shpset, ncldng

let and rght mans and nose shock strt,

sdebrace, walkng beam, drag brace,

mechancal and electrcal nstallatons,

and nstallaton components.n Comprehensive oering.The program

provdes complete overhal and cer-tcaton o landng gear, ncldng all

labor costs; replacement o standards

and bshngs; and testng and recert-

caton o all hdralcs and electroncs

accordng to Component Mantenance

Manals. All n-warrant servce blletns

are also nclded n the basc scope

o work.n Warranty. Operators receve a three-

ear warrant or all parts and labor.

The program s ll backed b Boeng

to ensre the hghest alt andtmel delver.

n Financial advantages. Cstomers can

redce or elmnate captal expendtres

or extra or leased gear to spport ther

overhal rerements. The program

mnmes pront costs and spreads

ot expendtres over tme.

n Experience.The program s based on

more than 10 ears o experence n the

MD-11 Landng Gear Exchange Program

sUmmaRy

The Boeng Landng Gear Overhal and

Exchange Program provdes operators

wth a cost-eectve, ecent alternatve to

prchasng new landng gear or perormng

ther own n-hose landng gear overhal.

Becase o the large global demand or

landng gear, t s vtal or arlnes to plan

ther overhal and exchange management

well ahead o tme.For more normaton, please contact

Mchael Lowell at mchael.p.lowell@

boeng.com.

The program provdes complete overhal and certcaton

o landng gear, ncldng all labor costs; replacement ostandards and bshngs; and testng and recertcatono all hdralcs and electroncs accordng to ComponentMantenance Manals.

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Fgure 1: The Boeg Ldg Ger Oerhul d Echge Progr operto

The Boeng Landng Gear Overhal and Exchange Program enables operators to exchange

nservceable landng gear or an overhaled, certed, read-to-nstall gear.

1 Boeng sgns a contract wth the arlne cstomer.

2 Boeng spples a landng gear shpset to the cstomer.

3 The new overhaled gear s exchanged (sall n ve to seven das).

4 The arlne shps the removed gear to a Boeng-desgnated overhal aclt.

5 A Boeng-desgnated aclt receves the old landng gear.

6 The gear s overhaled.

7 The newl overhaled gear s shpped to a cstomer locaton or the next exchange.

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Arplane takeo

speeds are desgne

to ensre the lto

speed does not exc

the tre speed ratng

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Exceedng Tre SpeedRatng Drng Takeo

B igrd Wefeld, Flght Operatons Engneer; d Chr Dubuue, Servce Engneer, Landng Gear Sstems

Arplane tres are desgned to wthstand a wde range o operatng condtons, ncldng

carrng ver hgh loads and operatng at ver hgh speeds. it s common or a jet arplane

tre to carr loads as heav as 60,000 ponds whle operatng at grond speeds p to

235 mles per hor. To accommodate these operatonal condtons, each tre has specc

load and speed ratngs. Tres are carell desgned and tested to wthstand operaton

p to, bt not necessarl beond, these ratngs.

it s ncommon to exceed the load ratng

o tres drng normal arlne operaton

becase the weght and center-o-gravt

poston o the arplane are well controlled

and well nderstood. However, on

occason the speed ratng o tres can be

nadvertentl exceeded drng takeo.Ths artcle dscsses actors that can

lead to a tre speed exceedance drng

takeo, provdes gdance to help prevent

sch tre overspeed events, and ponts

ot that there are no standarded ndstr

mantenance gdelnes an overspeed

event occrs.

inTRODUCTiOn

Boeng s recevng an ncreasng nmber

o operator nres abot tre speed lmts

beng exceeded drng takeo. Ths does

not appear to be a new sse. Rather,

advanced data acston tools on modernarplanes have made operators more aware

o tre speed exceedance events.

in most cases, the speed exceedance

s small, onl a ew knots. Boeng s not

aware o an o these overspeed events

resltng n thrown treads, whch sggests

that arplane tres n good condton can

wthstand these small speed exceedances

wthot damage. However, t s mportant

to remember that at hgh speeds, heat s

generated wthn the tre strctre. Ths

heat, combned wth extreme centrgal

orces rom hgh rotatonal speeds, creates

the potental or tread loss. Ensrng that

tres are operated wthn ther speed ratngs

wll help prevent possble tread losses and

the potental or arplane damage.

COnDiTiOns THaT Can LEaD TO

ExCEEDinG THE TiRE sPEED RaTinG

DURinG TakEOFF

When dspatchng an arplane n complance

wth the certed Arplane Flght Manal,

the arplane takeo speeds are desgned

to ensre that the lto speed does not

exceed the tre speed ratng. Whle rotaton

and lto speeds are generall expressed

n knots ndcated arspeed, the tre speed

7/29/2019 AERO_Q209


lmt s the grond speed, whch s sall

expressed n statte mles per hor. Ths

means that a tre rated at 235 mles per

hor s desgned or a maxmm grondspeed at lto o 204 knots.

A nmber o actors can lead to a tre-

speed-lmt exceedance drng takeo.

Tpcall, ths occrs when an arplane s

dspatched at or near the tre-speed-lmt

weght and:

n The arplane rotaton rate s slower than

the Boeng-recommended rotaton rate,

and/orn There s a late rotaton, and/orn

The talwnd s hgher than antcpated.Dspatch at or near the arplanes tre

speed lmt s most lkel to occr drng

takeos rom arports at hgh alttdes on

warm das, becase these condtons tend

to drve the grond speed at lto o the

arplane closer to the tre speed lmt. How-

ever, tre speed lmts can be encontered

drng takeo n less severe envronmental

condtons, sch as when schedlng an

mproved clmb takeo.

Crosswnds can aggravate the staton

b nexpectedl shtng nto a talwnd,

whch ma rther ncrease the grond

speed at lto. An nexpected (and there-

ore nacconted or) talwnd component

wll drectl add to the grond speed at lto.

RECOmmEnDED TakEOFF

PROCEDUREs FOR aLL BOEinG

aiRPLanE mODELs

Boeng pblshes a recommended all-

engne normal takeo procedre n the

Flght Crew Tranng Manal (FCTM) or

727, 737 Classc, and Next-Generaton

737, 747, 757, 767 and 777 models and n

the Flght Crew Operatons Manal or 717,

MD, and DC models. in order to avod tre-

speed-lmt exceedance drng takeo,

Boeng stresses adherng to the recom-

mended average all-engne takeo rotaton

rate o 2 to 3 degrees per second, whch

provdes adeate tal clearance margnswth a target lto atttde reached ater

approxmatel 3 to 4 seconds (see g. 1).

Tal clearance margns or all 7-seres

models except the 717 are also otlned n

the FCTM. Tal clearance and tal strke

concerns are oten the reason fght crews

gve or optng to se a slower rotaton rate

than recommended b Boeng. (More

normaton abot tal strke preventon can

be ond nAERO rst-arter 2007.)

When dspatchng at or near the tre-

speed-lmt weght, whch s most lkelto occr at hot temperatres and hgh

elevatons, a slower rotaton than the

Boeng-recommended 2- to 3-degrees-per-

second average ma ncrease the actal

grondspeed at lto beond the certed

tre speed lmt. in addton, a slow rotaton

or nder-rotaton cold sgncantl

ncrease the rnwa dstance rered to

reach the 35-oot pont, whch s another

mportant reason or adherng to the

Boeng-recommended rotaton procedre.

WinD aCCOUnTaBiLiTy

The certed tre-speed-lmt weght does

not contan an margn or wnd accont-ablt. For nstance, the FAA-certed

takeo eld-length-lmt weght tpcall

contans a conservatve actor or wnd

accontablt o 1.5 tmes the talwnd and

0.5 tmes the headwnd. in comparson,

the tre-speed-lmt weght lacks an sch

conservatve wnd actor. Becase o ths,

an nexpected talwnd component not

acconted or n the takeo analss,

occrrng drng a takeo at or near

the tre-speed-lmt weght, ma ncrease the

tre grond speed at lto beond the trespeed ratng.

To avod a tre-speed-lmt exceedance,

Boeng recommends to conservatvel

accont or the talwnd component when

dspatchng at or near the t re-speed-lmt

weght n a crosswnd staton. General

gdelnes or crosswnd takeos are ot-

lned n the FCTM. These gdelnes nclde

the recommendaton to se a hgher thrst

settng than the mnmm rered n order

to mnme arplane exposre to gst

condtons drng rotaton, lto, and

ntal clmb.

747-400 CasE sTUDy

A case std o the 747-400 helps llstrate

ths pont. The operator sporadcall

exceeded the tre speed lmt even thogh

the takeo analses showed a notable

ber between the tre-speed-lmt weght

7/29/2019 AERO_Q209

19/32

Fgure 1: Tpcl rotto, ll ege

The recommended rotaton rate o 2 to 3 degrees per second provdes

adeate tal clearance margns wth a target lto atttde reached ater

approxmatel 3 to 4 seconds.

777-200 777-300ER

VR Lto V2 + 15

79

14

35 t

0 4 6.5

Tme (Seconds)

737-300/-400/-500

VR Lto V2 + 15

810

1618

35 t

0 3 6.5

Tme (Seconds)

717

VR Lto V2 V2 + 10

710

20ma

35 t

V2 + 10,not to

exceed 200 34 57

Tme (Seconds)

737-600 737-900ER

VR Lto V2 + 15

79

1516

35 t

0 3 6.5

Tme (Seconds)

MD-80

VR Lto V2 V2 + 10

8

20max

35 t

V2 + 10,not to

exceed 200 2.5 56

Tme (Seconds)

747-400

VR Lto V2 + 10

10

15

35 t

0 4 6.5

Tme (Seconds)

MD-90

VR Lto V2 V2 + 10

8

20ma

35 t

V2 + 10,not to

exceed 200 2.5 57

Tme (Seconds)

757-200 767-400

VR Lto V2 + 15

711

15

35 t

0 4 6.5

Tme (Seconds)

MD-11

VR Lto V2 + 10

710

25ma

35 t

V2 + 10,not to

exceed 250 34 57

Tme (Seconds)

WWW.BOEiNG.COM/COMMERCiAL/AEROMAGAziNE

7/29/2019 AERO_Q209


Fgure 3: Eect o low or uder-rotto o ll-ege teo dtce

A 747-400 takng o wth a rotaton rate that s 1 degree per second slower than normal can

reslt n a 4- to 5-knot lto speed ncrease.

VR Lto

35 t

Normal rotaton

VR Lto

35 t

up to 700 t

Slow rotaton(1 deg per sec slower than normal)

VR Lto

35 t

under-rotaton(Rotate to 5 deg less than target)

up to 700 t

Fgure 2: 747 Ce tud ur

Relatvel large weght margns dd not reslt n correspondng speed margns.

Takeo i Takeo ii

Dspatch Weght: 805,000 ponds Dspatch Weght: 825,000 ponds

Tre-Speed-Lmt Weght: 845,000 ponds Tre-Speed-Lmt Weght: 855,000 ponds

Weght Margn: 40,000 ponds Weght Margn: 30,000 ponds

Schedled Grond Speed at Lto: 196 knots Schedled Grond Speed at Lto: 199 knots

Rated Tre Speed: 204 knots (235 mles per hor) Rated Tre Speed: 204 knots (235 mles per hor)

Speed Margn: 8 knots Speed Margn: 5 knots

7/29/2019 AERO_Q209


and the actal dspatch weght. The arlne

approached Boeng or assstance.

The std was perormed at two der-ent dspatch weghts: 805,000 ponds

and 825,000 ponds. There was a

40,000-pond and a 30,000-pond margn

between schedled dspatch weght and

the tre-speed-lmt weght. These weght

margns, whch appear relatvel large, onl

reslted n speed margns o 8 knots and

5 knots between the assocated grond

speeds at lto and the tre speed ratng

(see g. 2).

Ths case std shows the relatonshp o

a tre-speed-weght margn to the assocatedspeed margn or a or-engne arplane.

under smlar dspatch condtons on a

two-engne arplane, a smlarl large weght

margn can be expected to reslt n an

even lower speed margn, de to the hgher

all-engne acceleraton.

The same case std showed that a

rotaton rate that s 1 degree per second

slower than normal can reslt n a 4- to

5-knot lto speed ncrease. Ths s n

addton to the ncrease n all-engne

takeo dstance assocated wth theslow takeo rotaton (see g. 3).

Ths llstrates how a slower-than-

normal rotaton rate can easl se p

what ma seem lke a large tre-speed-lmt

margn, especall pared wth a hgher

talwnd component than acconted or n

the takeo analss sed or dspatch.

mainTEnanCE aCTiOns aFTER

ExCEEDinG THE TiRE sPEED LimiT

DURinG TakEOFF

Althogh tre-speed-lmt exceedance

events drng takeo are not a new phe-

nomenon, wdespread recognton o these

overspeed events s relatvel new becase

o advances n fght data recorder tech-

nolog that enables easer data acston.

Arplane manactrers, tre spplers, and

reglators have not et developed an

ndstr-accepted set o mantenance

nstrctons ollowng a tre-speed-lmt

exceedance event drng takeo.

One mantenance sggeston wold bethat all wheel/tre assembles be removed

rom the arplane beore rther fght ater

sch an event occrs. in practce, however,

replacng all o the wheel/tre assembles

on an arplane represents a major logstcal

problem and lkel reslts n fght cancel-

latons and/or dspatch delas. it wold be

dclt to locate and shp 18 wheel/tre

assembles to a 747 at a remote locaton

ollowng one o these events! Addtonall,

the overspeed was ver small (sa, 2 to

3 knots over the tres speed lmt), t snlkel that the tres wold have sered

an damage.

Some operators have elected to smpl

examne the tres ater an overspeed takeo

event sng the normal tre nspecton crtera

n Chapter 32 o the Arplane Mantenance

Manal. i no damage s ond, the arplanes

are dspatched normall and no rther

mantenance actons are perormed. Based

on man ears o servce experence, ths

approach seems to have worked well

becase ver ew, an, tre tread losseshave been attrbted to an overspeed

event. Based on ths servce experence,

Boeng has tpcall not objected to ths

practce even thogh there s no overspeed

takeo capablt speccall desgned nto

the tre.

i an operator has an estons abot

the ntegrt o the tres, the wheel/tre

assembles shold be replaced beore

rther fght.

Addtonal normaton on tre mante-

nance procedres can be ond n the

arplane mantenance manals and n

the ollowng docments:

n FAA Advsor Crclar 20-97B, Arcrat

Tre Mantenance and Operatonal

Practces, Aprl 18, 2005, u.S.

Department o Transportaton.n Arcrat Tre Care And Mantenance,

Goodear Avaton, 10/04, www.

goodearavaton.com/mg/pd/

arcratmanal.pd.

n Brdgestone Arcrat Tres, Tre Care,

and Mantenance, http://ap.brdgestone

co.jp/pd/Care_and_Mantenance.pd.n Brdgestone Arcrat Tres, Examnaton,

and Recommended Acton,

http://ap.brdgestone.co.jp/candm/

recommendedacton.html.n Arcrat Tre Care & Servce Manal,

Mcheln, www.armcheln.com/pds/

Care_and_Servce_manal.pd.n General practces manal or arcrat

tres and tbes, Dnlop Arcrat Tres

Lmted, 01/08, www.dnloparcrattres

com/tech_spport/dm1172/DM1172.pd

sUmmaRy

Althogh t s ncommon to exceed the

load ratng o tres drng normal arlne

operaton, Boeng s recevng an ncreasng

nmber o operator nres abot tre

speed lmts beng exceeded drng takeo

There s no ndstr consenss on the

mantenance actons that shold be taken

ollowng tre-speed-lmt exceedance

drng takeo. At ths tme, operators, nconjncton wth ther reglator agenc,

mst determne the most approprate

mantenance acton based on the tre-

speed-lmt exceedance event.

The best approach s to tr to avod

overspeed takeos altogether. B takng

the ollowng steps, fght operatons

personnel can redce the possblt o tre-

speed-lmt exceedance drng takeo:

n Follow the Boeng-recommended

rotaton procedre.n When dspatchng at or near the tre-

speed-lmt weght n a crosswnd

staton, consder conservatvel,

accontng or the talwnd component.n When dspatchng at or near the tre

speed lmt n gst wnd and strong

crosswnd condtons, se a hgher thrs

settng than the mnmm rered.

For more normaton, contact Boeng

Flght Operatons Engneerng at fghtops.

[email protected].

7/29/2019 AERO_Q209


Flght management

sstems have evolv

a level o sophstca

that helps fght crew

commercal arplane

more sael and ec

7/29/2019 AERO_Q209


Contrbton o

Flght Sstems toPerormance-BasedNavgaton

B s mller,Assocate Techncal Fellow, Flght Deck, Flght Crew Operatons

Flght Management Sstems (FMS) and assocated arplane fght sstems are the

prmar navgaton tools on board todas commercal arplanes. The evolton o these

sstems has led the wa or perormance-based navgaton (PBN) and the u.S. Federal

Avaton Admnstratons (FAA) Next Generaton Ar Transportaton Sstem.

PBN s a concept sed to descrbe navga-

ton perormance along a rote, procedre,

or arspace wthn the bonds o whch

the arplane mst operate. For transport

arplanes, t tpcall s speced n terms

o rered navgaton perormance (RNP).

The PBN concept denes navgatonperormance n terms o accrac, ntegrt,

avalablt, contnt, and nctonalt.

These operatons provde a bass or

desgnng and mplementng atomated

fght paths that wll acltate arspace desgn,

termnal area procedre desgn, trac fow

capact, and mproved access to rnwas

(more normaton abot PBN can be ond

nAERO second-arter 2008). The PBN

concept s made possble largel b

advances n the capabltes o arplane FMS.

Ths artcle helps operators better

nderstand how the FMS and other

arplane fght sstems have evolved over

tme, how the contrbte to PBN opera-

tons, and plans or rther advancement.

aiR naviGaTiOn TOOLs LEaDinG UP

TO THE Fms

Earl avators reled on ver basc nstr-

mentaton to keep the arplane prght and

navgatng toward the desred destnaton.

Earl trn and slp ndcators and grond

reerences sch as lghted beacons enabled

avators to f coast to coast across the

unted States. However, these earl fghts

were lled wth ncertantes and ther se

o vsal fght rles soon gave wa to

relable atttde ndcators and grond-

based navgaton ads, or navads. Non-

drectonal rado beacons and the arplanesarborne atomatc drecton nder ep-

ment allowed avators to home n on the

beacon and navgate relabl rom staton to

staton. Non-drectonal rado beacons are

stll beng sed toda throghot the world

in the 1940s, the ntrodcton o a

rado-magnetc ndcator or dal-bearng

dstance-headng ndcator acltated the

se o grond-based navads, ncldng

7/29/2019 AERO_Q209


the ver-hgh-reenc omn-drectonal

range (VOR) navgaton sstem and ds-

tance measrng epment (DME). VORs

came nto wde se n the 1950s andckl became the preerred navgaton

rado ad or fng arwas and nstrment

approaches (see g. 1). VOR and DME

provded the ramework or a permanent

network o low-alttde vctor arwas

(e.g., V-4) and hgh-alttde jet rotes

(e.g., J-2), whch are stll n place toda.

Long-range navgaton over remote

and oceanc areas, where navgaton rado

transmtters dd not exst, was orgnall

accomplshed b dead reckonng and

celestal navgaton. The ntrodcton o thenertal navgaton sstem (iNS) on arplanes

acltated long-range capablt b provdng

a contnos calclaton and dspla o the

arplanes poston. Flght crews cold enter

waponts and the iNS wold calclate

headng, dstance, and estmated tme o

arrval to the respectve wapont.

At the same tme, the 1970s el crss

provded the drve to optme navgaton

capabltes n commercal arplanes. As

a reslt, avoncs manactrers began

prodcng perormance management

compters and navgaton compters to

help operators mprove the ecenc o

ther arlne operatons. Boengs ntal entr

nto ths arena was represented b the

mplementaton o the earl Sperr (now

Honewell) atomatc navgaton sstems

on the 727, 707, and 747-100. Drng ths

same tme, Collns prodced the AiNS-70,

an area navgaton (RNAV) compter on the

DC-10. Each o these steps redced theamont o nterpretaton b the fght crew

b presentng more specc ndcatons o

arplane postonal and statonal stats.

Even so, the relance on the fght crew to

manall nterpret and ntegrate fght

normaton stll provded opportntes or

operatonal errors.

THE FiRsT i nTEGRaTED FLiGHT

manaGEmEnT COmPUTER

When Boeng began work on the 767

arplane program n the late 1970s, the

compan created a fght deck technolog

grop wth engneers dedcated to the

development o the fght management

compter (FMC) and the control dspla

nt (CDu) (see g. 2). Boeng merged

prevos desgns o the perormance

management compter and the navgaton

compter nto a sngle FMC that ntegrated

man nctons beond navgaton and

perormance operatons. The compansed experence ganed rom Boengs other

research projects to develop advanced

mplementatons o perormance manage-

ment nctons and navgaton nto a

sngle FMC. The new FMC sstem was

envsoned as the heart o an arplanes

fght plannng and navgaton ncton.

Whle Boeng was contnng work on

new commercal arplane navgaton sstem

or the new glass fght decks, a debate

was nder wa among the arlnes abotthe need or a dedcated fght engneer

crewmember. in Jl 1981, an ndstr tas

orce determned that two-crew operaton

was no less sae than three-crew operaton

Ths decson wold have a proond eect

on the desgn o all Boeng commercal

arplanes, ncldng a short-notce mple-

mentaton or the new 767. Wth one ewer

crewmember, Boeng engneers ocsed o

a fght deck desgn that wold redce crew

workload, smpl older plotng nctons,

and enhance fght deck ecences.The earl 767 FMC provded arplane

perormance predctons sng stored

arrame/engne data and real-tme npts

rom other onboard sstems, sch as the

ar data compter and nertal reerence

sstem (iRS). Ths perormance ncton

replaced fght crew back-o-the-envelope-

tpe estmates wth relatvel precse tme

and el predctons based pon actal

arplane perormance parameters, sch as

gross weght, speed, alttde, temperatre

and wnds.

Then, as now, the navgaton ncton

was based on the iRS poston and sed

grond-based navads (e.g., DMEs, VORs,

localers) to rene the iRS poston and

correct or iRS drt. A navgaton database

(NDB) was nclded n the FMCs memor

Fgure 1: Tpcl vOR tllto

B 1952, more than 45,000 mles o arwas sng

the VOR were n operaton. A DME transmtter

was sall located on the grond wth VOR

statons. DME transmtters wold respond to

nterrogaton b transcever epment nstalled on

arplanes and provde the plot wth a relable

dstance n natcal mles to the transmtter. Plots

operatng n areas where VOR and DME coverage

was avalable had both dstance and corse

normaton readl avalable.270-degree Radal

270

180

360

90

15 DME

VOR/DME

7/29/2019 AERO_Q209


Fgure 2: 757/767 FmC CDU

One o the rst mplementatons o an FMC

CDu was desgned or the 757 and 767

n the earl 1980s.

and contaned approxmatel 100 klobtes

o data consstng o navads, arwas,

approach procedres, and arports. The

NDB allowed fght crews to easl enterfght plans rom takeo to landng and

make real-tme rote changes n response

to ar trac control (ATC) clearances. The

FMC also provded gdance to the fght

plan rote sng the lateral navgaton (LNAV)

and vertcal navgaton (VNAV) nctons.

intall, the FMC was epped wth LNAV

onl. VNAV was a new challenge and

rered a sgncant eort on the part

o Boeng and Sperr (now Honewell)

engneers to make the vertcal gdance

component operatonal.Ater the development o the 757 and

767, Boeng also worked wth Smths

Aerospace (now GE Avaton) to develop

an FMC as part o a major pdate to the

737 aml. The operaton o the 737 FMC,

the appearance o the CDu, and the CDu

men strctre were desgned to parallel

those on the 757 and 767. The FMC

became part o the desgn o the 737

Classc aml, whch nclded the 737-300,

737-400, and 737-500. The 737-300 was

the rst o the aml to be certed n 1984.

Boeng oered the 737 Classc aml wth

ether sngle or dal FMCs and wth ether

the tradtonal electro-mechancal atttde

drector ndcator/horontal staton

ndcaton fght nstrment ste or the

EADi/EHSi glass fght deck derved

rom the 757/767 desgn.

For several ears ollowng the ntal

FMS certcatons, mnor changes were

made to enhance the FMS operaton,

bt no sgncant hardware or sotwarechanges were made ntl the earl 1990s.

DEvELOPinG THE mODERn FmC

in the late 1980s and 1990s, the arlne

ndstr reested the capablt o drect

rotng rom one locaton to another,

wthot the need to ollow arwas based

pon grond-based navads. Modern

FMS epped wth a mlt-sensor nav-

gaton algorthm or arplane postondetermnaton sng VOR, DME, localer,

and iRS data made ths possble, and

RNAV was transormed rom concept to

operatonal realt.

Bt oceanc operatons and fght

over remote areas where mlt-sensor

pdatng o the FMC cold not occr

wth accrac better than the drt o iRS

sstems made RNAV operatons dclt.

Operatons n these areas o the world were

ncreasng drng the 1990s, and there was

pressre on avoncs spplers, arplanemanactrers, and reglator agences

to nd a wa to spport precse navgaton

n remote and oceanc areas. As a reslt,

the concept o a tre ar navgaton

sstem (FANS) was conceved n the earl

1990s (seeAERO second-arter 1998).

Sbseentl, Boeng and Honewell

ntrodced the rst FANS 1-capable FMC

7/29/2019 AERO_Q209


on the 747-400. At the heart o the sstem

was a new, more capable FMC that

mplemented several new operatons:

n Arlne operatonal commncatons

Dgtal commncaton o data (data lnk)

sch as fght plans, weather data, and

text messagng drectl rom the arlne

operatons aclt to the FMC.n Controller-plot data lnk commnca-

tons Dgtal commncaton between

ATC and the arplane n the orm o

predened messages.n Atomatc dependent srvellance

inormaton abot poston and ntent

generated rom an ATC reest.n Global postonng sstem (GPS)

incorporaton o satellte navgaton

nctons n the FMS or the prmar

means o navgaton.n Ar trac servces acltes notcaton

ATC commncaton protocol ntalaton.n RNP A statement o the navgaton

perormance necessar or operaton

wthn a dened arspace.n Rered tme o arrval Enablement o

arplane perormance adjstments to

meet speced waponts at set tmes,when possble.

Althogh each eatre was ndvdall

sgncant, the three prmar enablers or

FANS operatons were RNP, GPS, and data

lnk. RNP dened the connes o the lateral

rote, and the FMC provded gdance to

relabl reman on the rote centerlne. The

FMCs RNP ncton also provded alertng

to the fght crew when ths contanment

mght not be assred. GPS was orgnall

a mltar navgaton sensor that was

allowed or commercal se wth somelmtatons. integrated as the prmar FMC

poston pdate sensor, GPS provded

exceptonall precse poston accrac

compared to grond-based sensors and

enabled the FMCs capablt or precse

navgaton and path trackng. GPS remans

the prmar sensor or the crrent gener-

aton FMCs. Data lnk provded a relable

method o dgtal commncaton between

the arplane and the ar trac controller.

A comprehensve lst o preormatted

messages was mplemented to provde orecent trac separaton reerred to as

controller-plot data lnk commncatons.

Concrrent wth the FANS 1 FMC,

Alaska Arlnes teamed wth Boeng, Smths

Aerospace (now GE Avaton), and the

FAA to develop procedres that wold

provde relable access to arports that

are srronded b dclt terran. B

vrte o the srrondng rogh terran,

the Jnea, Alaska, arport became the

prme canddate or the certcaton eort.

Becase the approach to rnwa (RW) 26

was the most challengng ar corrdor to

Jnea, t was selected as the most

rgoros test to prove the real perormance

capablt o RNP (see g. 3).

in 1995, Alaska Arlnes sccessll

demonstrated ts ablt to sael f arplanes

to RW 26 sng RNP and soon began

commercal operatons sng RNP, whch

was a rst or commercal avaton.

RnP: EnaBLER OF PBn

The concept o a relable and repeatable

dened path wth contanment lmtswas not new. Earl conceptal work was

done at the Massachsetts insttte o

Technolog n the 1970s, bt the modern

FMC, wth ts poston accrac and

gdance algorthms, made relable path

mantenance practcal.

The rst demonstraton o the FMCs

termnal area precson came at Eagle,

Colorado, n the md-1980s. A team com-

prsng Amercan Arlnes, the FAA, and

Sperr (now Honewell) appled RNP-lke

prncples to approach and departreprocedres to the terran-challenged

rnwa. Followng smlator trals, the

procedres were sccessll fown nto

Eagle and sbseentl approved b the

FAA. The reslt: relable approach and

departre procedres that provde mprove

access to Eagle.

Althogh Eagle demonstrated the FMC

capablt to execte precsel desgned

termnal area procedres, n the md-1980

t wold take another 10 ears ntl RNP

epment was avalable or arlne oper-

ators. The FMCs navgaton poston

accrac enhanced wth GPS and lateral

and vertcal gdance algorthms, the

development o the vertcal error bdget,

and addtons to crew alertng enabled

RNP and ts tre applcatons.

RNP s a statement o the navgaton

perormance necessar or operaton wth

An RNP sstem shold contan both perormance

montorng and alertng: a caton alert s ntated b theFMC and annncated on the dspla sstem to drawfght crew attenton n the event that ANP exceeds RNP.

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a dened arspace. The FMCs navgaton

ncton ensres contanment wthn the

dened arspace b contnosl comptng

the arplanes poston. The FMCs actalnavgaton perormance (ANP) s the com-

pted navgaton sstem accrac, pls the

assocated ntegrt or the crrent FMC

poston. it s expressed n terms o natcal

mles and represents a rads o a crcle

centered on the compted FMC poston,

where the probablt o the arplane

contnosl beng nsde the crcle s

95 percent per fght hor.

Boeng fght decks dspla both ANP

and RNP. Wth the advent o the navgaton

perormance scales (NPS) and assocateddspla eatres, RNP and ANP are

dgtall dsplaed on the navgaton dspla.

Addtonall, and as dened n reglator

gdance, an RNP sstem shold contan

both perormance montorng and alertng:

a caton alert s ntated b the FMC and

annncated on the dspla sstem to draw

fght crew attenton n the event that ANP

exceeds RNP. That alert tpcall sgnes

that the perormance o an FMC poston

pdate sensor has deterorated, and,

sbseentl, the compted navgaton

sstem accrac can no longer ensre

contanment (see g. 4).

The FMCs LNAV ncton contnall

provdes gdance to mantan the lateral

path centerlne and an devaton rom

the path centerlne s dsplaed as lateral

cross-track error. in Boeng arplanes, cross-

track error s dsplaed on the FMCs

PROGRESS page or nder the navga-

tonal dsplas arplane smbol when NPS

s on board. The dspla provdes fghtcrews wth a precse assessment o lateral

devaton, partclarl mportant n low

RNP envronments. Dspla o cross-track

error on the PROGRESS page was an

orgnal eatre n the Boeng FMCs and

contnes as a ndamental ndcaton

o path devaton.

Althogh RNP operatons are ncreasng

n nmbers and applcatons and wll provde

or the tre or PBN, RNAV s also beng

ncreasngl mplemented or operatons

where consstent grond tracks are desred.RNAV approaches, standard nstrment

departres (SiD) and standard termnal

arrval (STAR) procedres are beng

prodced prmarl throghot the unted

States and n selected areas o the world.

RNAV leverages the orgnal path manage-

ment capablt o the FMC and, nlke

RNP, lateral contanment was not speced.

From an operatonal pont o vew, RNP s

RNAV wth contanment. i a path s dened

and actve n the rote, the FMC s desgned

to mantan the centerlne o the path. That

basc operaton has not changed snce the

orgnal 767 FMC.

COnTinUED FmC mODERnizaTiOn

The 737, 747-400, MD-80, and MD-11

FMC nctons that enabled RNP were

reasonabl robst or the ntal RNAV and

RNP operatons, bt each o the Smths

(now GE) and Honewell FMCs on Boeng

arplanes contned to be pdated wthsotware mprovements and new hardware

versons wth enhanced processng power

and memor. Some enhancements

speccall related to RNP nclde:

n Vertcal RNP introdced the capablt

wth whch to dene contanment relatv

to the compted VNAV path (see g 5).n Rads to x legs implemented the

ARiNC 424 leg tpe that provded a xed

rads grond path (smlar to a DME

arc bt wthot the rered navad).n En-rote xed rads transtons

implemented a xed rads transton

between en-rote path segments, to

enable the mplementaton o redced

rote spacng n hgher-denst trac

envronments (crrentl 737 onl).n GPS avalablt Rened algorthms

that enhanced the navgaton peror-

mance or ver low RNP procedres.n LNAV trackng Enhanced the pre-

cson and aggressveness o LNAV

path trackng.n NPS Provded data to the dspla

sstem or lateral and vertcal path

devaton scales, devaton ponters,

and sensor perormance ndcatons.n RNP rom the NDB Enabled appl-

caton o RNP vales coded n the NDB

or rotes and procedres.

Fgure 3: Jueu, al: ste o tl

RnP certfcto eort

RNP enabled an approach to rnwa 26 and

access to Jnea that n some weather condton

was not otherwse practcal.

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As a reslt o these enhancements

and addtons to other FMC nctons, the

modern FMC s well-epped or RNP

operatons that wll enable tre arspace

management concepts.

THE PROmisE OF PBn

PBN, whch comprses both RNAV and

RNP speccatons, provdes the bass or

global standardaton, whch wll acltate

tre arspace desgn, trac fow, and

mproved access to rnwas. Ths change

oers a nmber o operatonal benets,

ncldng enhanced saet, ncreased

ecenc, redced carbon ootprnt,

and redced costs. To ll reale these

benets, operators ma need to make

changes to ther arplanes and operatons.

The prmar premse o a PBN sstem

s to move awa rom restrcted, sensor-based operatons to a perormance-based

navgaton sstem that ncorporates

RNP as the ondaton and a sstem n

whch operatonal cost ecences are

emphased (see g. 5). Accordng to the

internatonal Cvl Avaton Organaton

Perormance-Based Navgaton Manal,

arspace procedres shold be desgned

to redce track mles, avod nose-senstve

areas, and redce emssons throgh

the se o ecent descent paths b

mnmng termnal area maneverng

(.e., nwanted throttle movement) and

perodc alttde constrants.

aiRsPaCE mODERnizaTiOn

The crrent arspace sstem o arwas

and jet rotes has not changed sgncantl

snce the ncepton o non-drectonal

beacons and VORs n the mddle o the

last centr. incremental mprovements,

Fgure 4: RnP prctce

RNP denes the path and allowable tolerance or contnos operaton (+ 1 RNP). Contanment to

ensre obstacle clearance s dened as + 2 x RNP. ANP less than the prescrbed RNP provdes poston

assrance or contned operaton.

ANP contanment rads

RNP and ANPdsplaed onthe FMC CDu

ANP 1 x RNP orcontned operaton

Lateral bondar = 2 x RNP(arspace and obstacle)

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Fgure 5: Beeft o PBn

These actal trac plots at a major arport demonstrate the ecences that can be realed when a PBN desgn s mplemented.

Track mles can be sgncantl redced throgh redced vectorng, savng tme, el, and emssons. Addtonall, convectve

weather, restrcted arspace, and nose-senstve areas can be avoded sng ether desgned procedres or dnamc rerotng.

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sch as RNAV en-rote waponts, RNAV

SiDs and STARs, FANS dnamc rerotng,

and q-rotes, have been mplemented, bt

the general strctre o the arspace stllrefects hstorc ATC methods.

in a drect contrast to the PBN approach,

the ncreased trac snce the earl 1990s

has necesstated more complex arrval and

departre procedres procedres that

reentl nfct a penalt on el ecenc

wth an added conseence o ncreased

potental or fght crew error.

The PBN concept s centered on

operatonal ecences. Several sccesses

have alread been realed. Procedre and

arspace desgners n Canada and Astralahave worked wth operators to plan rotes

and termnal area procedres that redce

track mles whle addressng envronmental

sses that are recevng ncreased scrtn

b the pblc and government. Both

Erope and the unted States are mple-

mentng RNAV and RNP procedres.

FUTURE COnCEPTs

Advanced arspace envronments ncldethe FAAs Next Generaton Ar Transpor-

taton Sstem, whch wll transorm the

crrent grond-based ATC sstem to

satellte-based, and Eropes Sngle

Eropean Sk ATM Research (SESAR).

Mgratng to these envronments wll

rere ndamental changes to ar trac

management methodolog. The arspace

strctre, procedre desgn, and trac

control methodolog wll need to ocs on

saetandecenc capactes are to

ncrease at major arports and operators areable to mantan el costs wthn reason.

Concrrent wth the arspace evolton,

the FMC wll contne to rere enhance-

ments that ether control or partcpate

wth other onboard sstems or new trac

control methods. These methods nclde

tme-based meterng, mergng and spacng,

sel-separaton drng contnos descent

arrvals and/or drng the nal segment,

atomated dependent srvellance

broadcast, and cockpt dspla o trac

normaton. New termnal procedres, schas a hbrd RNP procedre that termnates

n an nstrment landng sstem or a global

navgaton satellte sstem landng sstem

nal and atoland, are alread n the FMCs

repertore. However, consderatons to

the assocated fght mode annncator

changes drng the transton rom FMC-

based gdance to atoplot gdance on

short nal and other crew dstractons wll

rere attenton. The new 787 and 747-8

FMCs are addressng some o these sses

and mplementng enhancements that

poston those models or tre PBN

operatons. Addtonall, each o the FMC

desgns has ncorporated growth optons

so that changes to the FMC can be made

wth mnmal mpact to the FMC sotware.

Flght crews wll see sgncant mprove-

ments n speed, capablt, and operaton

o the 737 FMC and the new FMCs n the

787 and 747-8 arplanes. Althogh modern

n ever respect, each o the FMCs s oper-

atonall smlar to the orgnal 767 FMC

o the earl 1980s. To address sstemcomplext and enhance the operatonal

capablt o the fght crew or the transton

to the Next Generaton Ar Transportaton

Sstem, Boeng and ts partners are

nvestgatng new fght management meth-

odologes that ocs on fght path trajector

management and ease o operaton. Sch

new sstems wll assst the fght crew n

managng the trp costs and contrbte to

a sae conclson to each fght.

sUmmaRy

Flght management sstems have evolved

to a level o sophstcaton that helps fght

crews f commercal arplanes more sael

and ecentl, whle enablng PBN throgh

applcaton o RNP and the evolton to

tre arspace management sstems.

For more normaton, please contact

Sam Mller at [email protected].

Contributors to this article: John Hillier,

chie engineer, Flight Management SystemsCenter o Excellence, Honeywell Aero-

space; Robert Bush, sotware tech lead,

737 Flight Management Computer System

GE Aviation; John C. (Jack) Grifn, associate

technical ellow (retired), Boeing.

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