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EE6900 Flight Management Systems
“Flight Deck Systems – Part 1”
Dr. Maarten Uijt de Haag
Ohio University
Boeing 737NG
2
Boeing 737NG Flight Deck
3
B737 Flight Deck
4
B737 Display Units/Panels
5From: B737-700/800, Flight Crew Operations Manual
B737 Display Units
6From: B737-700/800, Flight Crew Operations Manual
Multifunction Display
(MFD)
Forward Electronic Panel
Control Display Unit
(CDU)
Main interface with Flight
Management System
B737 Display Units
7From: B737-700/800, Flight Crew Operations Manual
Captain
Primary Flight Display
(PFD)
Captain
Navigation Display
(ND)
First Officer
Primary Flight Display
(PFD)
First Officer
Navigation Display
(ND)
Upper
Display
Unit
Lower
Display
UnitCaptain
Control Display Unit
(CDU)
First Officer
Control Display Unit
(CDU)
Information Reference Frames
• Inertial frame
• Earth frame
• Navigation frame
• Body frame
• Geographic
• Etc.
8
Inertial Reference Frames
9
• True inertial:
– the frame does not accelerate (rotate) w.r.t. the fixed stars
– only frame in which Newton’s laws are valid (non-relativistic)
• Earth Centered Inertial (ECI) or i-frame:
– at the start of navigation the
• z-axis is aligned with the earth’s spin axis (Polaris)
• x,y-plane is the equatorial plane
• x-axis points to a fixed star called “the first point in Aries”
(or Vernal Equinox); thus the axes are centered in the
earth but they do not rotate with the earth
ECI – i-frame
10
ECEF Frame
11
• Earth-Centered Earth-Fixed (ECEF) or e-frame:
– rotates with the earth (in GPS-parlance, this is known as
ECEF coordinates)
– x-axis aligned with prime meridian (Greenwich)
Greenwich
meridian
ex ey
ei z,z
Pole
ie
ix
iy
Navigation Frame• Navigation frame (NED) or n-frame
– origin within INS, local-level frame
– +z-axis “down (D),” direction of gravity vector
– +x-axis points north (N), + y-axis points east (E)
12
ex ey
ei z,z
ie
ix
iy
R
h
N
ED
NED Up-close ……….
13
ex ey
ei z,z
ie
ix
iy
R
h
N
ED
Body Frame – Attitude and Yaw
14
• The body-frame (b-frame) has its origin at
vehicle center of mass– Often principal body axes
• Aircraft convention:– + x-axis is longitudinal (roll) axis (out nose)
– + y-axis is lateral (pitch) axis (out right wing)
– + z-axis is down (yaw axis)
– Why not pick z to be up instead? The axes are
chosen such that positive rotations produce positive
Euler angles (pitch, roll, yaw)
Body Frame (rigidly attached to aircraft)
15
x
z
y
*Courtesy of NASA (Flight over Lake Tahoe, GVSITE 2004)
Right Hand Rule
16
x-axisy-axis
z-axis
Geographic Frame
17
N
ED
navigation frame /
local geographic frame
L
Longitude
L Latitude
Transformations – No Wind
18
Navigation
Frame
Body
Frame
“Wind”
Axes
Velocity
Axes
𝐂𝑛𝑏 = 𝐂𝑥(𝜙)𝐂𝑦(𝜃) 𝐂𝑧(𝜓)
𝐯𝑏 =𝑢𝑣𝑤
= 𝐂𝑛𝑏𝐯𝑛
𝐯𝑛 =
𝑣𝑛𝑣𝑒𝑣𝑑
𝐂𝑎𝑏 = 𝐂𝑦(𝛼) 𝐂𝑧(−𝛽)
Euler angles
(roll, pitch, yaw)
Airflow angles
(angle of attack, sideslip angle)𝐯𝑎
𝐂𝑣𝑎 = 𝐂𝑥(𝜇)
Bank angle
𝐂𝑛𝑣 = 𝐂𝑦(𝛾) 𝐂𝑧(𝜉)
Velocity angles
(flight path angle, track)
𝐯
X axis is aligned with aircraft
centerline (pointing out of the nose)
X axis is aligned with
true north
X axis is aligned with
velocity vector
rotation around
velocity vectorRoll angle: rotation around
aircraft centerline
Where …
19
𝐂𝑥 𝑏 =1 0 00 cos 𝑏 sin 𝑏0 − sin 𝑏 cos 𝑏
,
𝐂𝑦 (𝑏) =cos(𝑏) 0 −sin(𝑏)0 1 0
sin(𝑏) 0 cos(𝑏), 𝐂𝑧 (𝑏) =
cos(𝑏) sin(𝑏) 0−sin(𝑏) cos(𝑏) 0
0 0 1
Information Geometry
20
True
North
𝜓
Aircraft center line
(body x-axis)
East
Aircraft right wing
(body y-axis)
z-axis is pointing into the paper
21
True
North
𝜓
𝐯 = 𝐯𝒆
𝛽
East
Aircraft center line
(body x-axis)
Aircraft right wing
(body y-axis)
𝜉
Information Geometry – No Wind
22
True
North
𝜓
𝐯𝛽
East
Aircraft center line
(body x-axis)
Aircraft right wing
(body y-axis)
𝜉
Information Geometry – Add Wind
𝐯𝑒
𝐯𝑤
𝐯
𝐯𝑒
Air-relative velocity (airspeed)
Earth-relative velocity
𝐯𝑤 Wind velocity
𝛿 Drift angle
𝛿
23
True
North
𝜓
𝐯𝛽
East
Aircraft center line
(body x-axis)
Aircraft right wing
(body y-axis)
𝜉
Information Geometry – Add Wind
𝐯𝒆
𝐯𝑤
𝐯
𝐯𝒆
Air-relative velocity (airspeed)
Earth-relative velocity
𝐯𝑤 Wind velocity
𝛿 Drift angle
True
North
−𝐯𝑤
𝑤𝑎𝑤𝑑
wind angle
wind direction 𝐯𝑤
𝛿
𝜃
Information Geometry – Side-View
24
Aircraft center line
(body x-axis)
Down
(body z-axis)
North-East plane
Body y-axis is coming out of the paper
𝛾𝜃
Information Geometry – No Wind
25
Aircraft center line
(body x-axis)
Down
(body z-axis)
𝛼𝐯
North-East plane
Body y-axis is coming out of the paper
𝛾𝜃
Information Geometry – Add Wind
26
Aircraft center line
(body x-axis)
North-East plane
Down
(body z-axis)
𝛼𝐯 𝐯𝑤
𝐯𝑒
Body y-axis is coming out of the paper
𝛾𝜃
Information Geometry – Add Wind
27
Aircraft center line
(body x-axis)
North-East plane
Down
(body z-axis)
𝛼𝐯 𝐯𝑤
𝐯𝑒
Body y-axis is coming out of the paper
𝛾𝑒
Earth referenced flight path angle
Air mass referenced flight path angle
𝛾𝜃
Information Geometry – Add Wind
28
Aircraft center line
(body x-axis)
North-East plane
Down
(body z-axis)
𝛼𝐯 𝐯𝑤
𝐯𝑒
Groundspeed
(horizontal component)
𝐯𝑔
Furthermore: Airspeed: 𝑉 = 𝐯
Groundspeed: 𝑉𝒈 = 𝐯𝒈
29
True
North
𝜓
𝐯
East
Aircraft center line
(body x-axis)
𝜉
Information Geometry – Math
𝐯𝒆𝛿
𝐯𝑛 =
𝑣𝑛𝑣𝑒𝑣𝑑
=
𝑉𝑔𝑐𝑜𝑠 𝜓 + 𝛿
𝑉𝑔𝑠𝑖𝑛 𝜓 + 𝛿𝑣𝑒,3
Note: 𝜓 + 𝛿 = 𝜉
𝛽
Information Geometry – Math
30
True
North
𝜓
𝐯𝛽
East
𝜉
𝐯𝒆
𝐯𝑤
Aircraft center line
(body x-axis)
𝐯𝑛 = 𝐯 + 𝐯𝑤 =
𝑉𝑐𝑜𝑠 𝜃 − 𝛼 𝑐𝑜𝑠 𝜓 + 𝛽
𝑉𝑐𝑜𝑠 𝜃 − 𝛼 𝑠𝑖𝑛 𝜓 + 𝛽
𝑉𝑠𝑖𝑛 𝜃 − 𝛼
+
𝑣𝑤,𝑛𝑣𝑤,𝑒𝑣𝑤,𝑑
Note: 𝜃 − 𝛼 = 𝛾
𝛿
Primary Flight Display
31
Near term,
tactical information
Primary Flight Display
32
Flight mode
annunciator
Airspeed/Mach
indicator
Attitude indications
Altitude indications
Vertical speed
indications
Heading/track
indications
Autopilot/flight
director status
𝑉 = 𝐯
Airspeed Tape
33
Selected speed
Speed trend vector
Calibrated airspeed
Maximum operating speed
Maximum operating speed
Speed bug (see selected speed)
Current Mach
For takeoff and approach additional symbology is used: more on that later.
Predicted airspeed
in the next 10
seconds; based on
current airspeed
and acceleration
𝑉 and 𝑑𝑉
𝑑𝑡
Speeds in kts
Altitude Tape
34
Selected altitude bug
Selected altitude
Current altitude in feet (ft)
ℎ𝑏𝑎𝑟𝑜
Current altitude in meter
(if selected on EFIS control panel)
Selected altitude in meters
Pressure in hectopascal (more later)
Attitude
35
Bank scale(marks at 0, 10, 20, 30,
45 and 60 degrees)
Pitch limit indication(at this point the stick shaker
would be activated)
Flight Director Bar(steering commands)
Horizon line(zero degrees pitch)
Pitch scale/ladder(2.5 degree increments)
Flight Path Vector (FPV)
Bank pointer
Slip indicator
Airplane symbol
Flight Path Angle wrt horizon line
Drift angle wrt display center
Attitude
36
Bank scale(marks at 0, 10, 20, 30,
45 and 60 degrees)
Pitch limit indication(at this point the stick shaker
would be activated)
Flight Director Bar(steering commands)
Horizon line(zero degrees pitch)
Pitch scale/ladder(2.5 degree increments)
Flight Path Vector
Bank pointer
Slip indicator
Airplane symbol
Flight Path Angle wrt horizon line
Drift angle wrt display center(crosshair version)
Heading and Track
37
Current heading(black triangle)
Current track
Selected heading
(digital)
Selected heading
MAG: heading wrt magnetic North
TRU: heading wrt true North
Navigation Display
38
Strategic information
Navigation Display
39
Groundspeed and
True Airspeed
Wind Direction/Speed
and Arrow
Weather
Range scale and track line
Airplane symbol
Map source
VORTAC symbol
Navigation Display
40
Active waypoint/ETA/
Distance-to-go
Active LNAV route
Position trend vector
Vertical deviation scale and
pointer
Compass Rose
Selected Heading bug
Vertical Situation Display (VSD)
41
Selected altitude bug
Baro minimum
Selected altitude (ft)
Waypoint ID (plus
optional altitude
constraint)
B787 Display Units
42From: B787, Flight Crew Operations Manual
Left side:
Primary Flight Display
(PFD)
Multifunction Display
(MFD)
B787 Display Units
43
B787 vs B737
44
B787 – Navigation Display
• Multiple variations of the ND exist even on one
aircraft:
– Map Mode
• Presented track-up: shows airplane position relative to the
route of flight against a moving map background;
• Recommended for most phases flight.
– Plan Mode
• Presented true North up.
45
B787 – Navigation Display
46
Expanded
Map Mode:
B787 – Navigation Display
47
Centered
Map Mode:
B787 – Navigation Display
48
Expanded
Map Mode
+ Weather:
B787 – Navigation Display
49
Plan Mode:
Head Up Display (HUD)
50
In a head up display system
flight data symbology is
projected onto a transparent
glass “combiner”: screen in the
pilot’s forward field of view.
This allows the pilot to see the
data while looking through the
forward windscreen.
The optics in head-up display
systems are used to “collimate”
the HUD image so that
essential flight parameters,
navigational information, and
guidance are superimposed on
the outside world scene.
Head Up Display (HUD)
51
B737 ExampleB787 Example
Head Up Display
52
Same symbology as on head-down PFD, just projected
on combiner glass in green.
Head Up Display
53From: C. Spitzer, The Avionics Handbook, Chapter 4 by R. Wood and P. Howells
Head Up Displays
54From: C. Spitzer, The Avionics Handbook, Chapter 4 by R. Wood and P. Howells
Reflective Type HUD
Collimation of the light causes parallel light rays, causing the lens of the human eye to
focus on infinity to get a clear image. Collimated images on the HUD combiner are
perceived as existing at or near optical infinity. This means that the pilot's eyes do not
need to refocus to view the outside world and the HUD display.
HUD Field of View (FOV)
55From: C. Spitzer, The Avionics Handbook, Chapter 4 by R. Wood and P. Howells
HUD - Other Considerations
• Luminance/contrast – Displays have adjustments in
luminance and contrast to account for ambient lighting,
which can vary widely
• Boresighting: – the accurate alignment of the HUD
components with the three axes of the aircraft. This way,
objects projected on the combiner and actual visual
align. Example accuracy: ±7.0 milliradians.
56
Synthetic Vision System (SVS)
57
Besides the normal primary flight symbology, visualize additional information such
as a synthesized version of the “outside world”
Synthetic Vision System (SVS)
58
B737B787 SVS
Examples
Examples
Why Synthetic Vision?• Often quoted reasons:
– Compensate for the lack of direct visibility
– Provide better visibility than is possible with the out-of-the-
window view
– Intuitively depict non-physical constraints and threats
• Expected results:
– Improved terrain awareness
– Improved conflict/threat awareness
– Increase in safety and operational capabilities
• SV is seen as an enabler in various CONOPS, both civil
and military
– Functional requirements differ between CONOPS
– The requirements drive the design!
61
Classification using 3 layers
• Top layer: Primary Flight Information
• Intermediate layer: Guidance preview
• Background layer: Awareness (terrain, obstacles, threats, conflicts)
SVS – Visualizing Constraints• Static non-physical constraints:
– Restricted airspace
– Threat volumes
• Dynamic non-physical
constraints:
– Space where loss of separation
with other traffic would occur if
maneuvering in that direction
63
• Converted into 3-D object
• Rendered in the background layer
Realism: Photo-textures
• Sources
– Aerial photography
• Very realistic synthetic
environment
• Issues:
– Never the real thing, e.g. due to
seasonal effects
– May weaken terrain shape cues
as compared to regular patterns
– Uncontrolled cue type and
strength
Enhanced Vision System (EVS)
• Use information from aircraft based sensors (e.g., near-infrared
cameras, millimeter wave radar) to provide vision in limited visibility
environments.
• Can be visualized as a raster image on the HUD (or on HDD).
• Aircraft equipped with certified EVS are allowed Category I
approaches to Category II minimums.
65
See: http://article.wn.com/view/2013/10/11/Rockwell_Collins_Unveils_New_EVS3000_Enhanced_Vision_System/#/video
Rockwell-Collins EVS-3000
Information Requirements
• Information is provided by various avionics
“boxes”
– Air Data Computer (ADC or ADRS)
– Inertial Reference System (IRS or ARU)
– Global Navigation Satellite System (GNSSS)
– Distance Measuring Equipment (DME)
– VHF Omnidirectional Range (VOR)
– Radio (Radar) Altimeter (RADALT)
– Flight Management System (FMS)• Does some “sensor integration”
– Data Links
– Multifunction Control Display Unit (MCDU)• Human input
– Flight Control Computer (FCC)
– Thrust Control Computer (TCC)
66More on those in the “Avionics Summary”
Information Sources – Air Data
67For example: ARINC706 – Digital Air Data System
Information Sources - Inertial
68For example: ARINC704 – Inertial Reference System
Typically the IRS is connected to ADC.
Information Sources - Inertial
69Attitude: roll and pitch
Information Sources - GNSS
70For example: ARINC743B
Information Sources - GNSS
71For example: ARINC743B
Information Sources
72
Fault Tolerance
Flight Deck …. Behind the Scenes
73
FMC#1
FMC#2
FCC#1
FCC#2
MCDU “A”
MCDU “A”
CAPTEFI
CAPTEFI CTLR
FOEFI
FOEFI CTLR
FCCSCTRLR
GNSS#1
IRU#1
ILS#1
ADC#1
VOR#1
DME#1
TCCIRU#3
VOR#2
ILS#2
DME#2
IRU#2
ADC#2
GNSS#2
ACARSCMU #1
PropulsionData
Engine-Indicating and Crew-Alerting System (EICAS)
74
B787 EICAS
A380 Display Units …
75