INSTRUMENT PROCEDURES LANDING FEDERRL AVIATION …

AD-IBS 523 BOEING 727 MLS (MICROWAVE LANDING SYSTEM) TERMINL 1/3

INSTRUMENT PROCEDURES (.. (U) FEDERRL AVIATIONADMINISTRATION TECHNICAL CENTER ATLANTIC CXT.

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Wul Boeing 727 MLS TerminalInstrument Procedures (TERPS)

I Approach Data Collectionand ProcessingData Report

Edward J. Pugacz

DTICMay 1987 S OCT 0 11981WDOT/FAA/CT-TN87/9

This document is available to the U.S. publicthrough the National Technical InformationService, Springfield, Virginia 22161.

Approved fox public relooI% o L-*" Dbributio- ,Unbimited .,c4,

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Technical Center.% Atlantic City International Airport, N.J. 08405

NOTICE

This document is disseminated under the sponsorship ofthe Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorse productsor manufacturers. Trade or manufacturer's names appearherein solely because they are considered essential tothe object of this report.

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BOEING 727 MLS TERMINAL INSTRUMENT May 1987PROCEDURES (TERPS) APPROACH DATA 6. Performing Organization CedeCOLLECTION AND PROCESSING, DATA REPORT C14

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16. Abstract

This report documents the approaches portioln of the Fixed Wing Microwave LandingSystem (MLS) Terminal Instrument Procedureg,.(TERPS) data collection and processing.project using a Boeing 727 (B-727) aircraft./f' This is one part of the Fixed WingMLS TERPS data collection and processing program being performed at the FederalAviation Administration (FAA) Technical CenteiL. The program was undertaken tocollect flight test data in various aircraft to establish a data base fordevelopment of MLS TERPS criteria.

Data were collected during both missed approaches and landings using glideslopes of3', 3- CAT 1I, 3.5", and 4' with all flights being tracked by ground based tracking

systems.

Statistical processing was performed on both the airborne and tracker data, andvarious graphical plots were produced. The processed data were delivered toAVN-210 for inclusion in the MIS TERPS criteria development data base.

17. Key Words 13. Diesilihvie Staement

Fixed Wing MLS TERPS This document is available to the U.S.Microwave Landing System (MLS) public through the National TechnicalTerminal Instrument Procedures (TERPS) Information Service, Springfield,

Virginia 22161

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TABLE OF CONTENTS

Page

EXECUTIVE SUMMARY vii

I NTRODUCTI ON 1

Background and Objectives 1

SYSTEM/EQUIPMENT DESCRIPTION 1

MLS and Precision Distance Measuring Equipment 1

Test Aircraft 1

Airborne Data Collection Equipment 2Aircraft Tracking Equipment 2Test Location 2

PROCEDURE DEVELOPMENT AND EVALUATION 2

OPERATIONAL PROCEDURES 5

Subject Pilot Selection 5

Subject Pilot Briefing 5Data Collection Flights 5

DATA PROCESSING 6

Flight Test Data 6

Subject Pilot Questionnaires 6Plan and Profile Validity Plots 6

Merge 7Fill 7Data Partitioning 7Statistics 8

RESULTS 8

Statistics Printouts and Tapes 8

Composite Plots 12Isoprobability Plots Dzin 12

Landing Segment Scatter Plots 12

Deliveries 12

APPENDIXESAccesion For

A - Subject Pilot Information Package NTIS "-i aB - Flight Logs DTIC TA

C - Subject Pilot Questionnaire DIIC 7,El

D - Sample Validity Plots U LlE - Sample Summary Statistics J -- .....................

F - Minima AnalysisG - Composite Plots ByH - Isoprobability Plots i to:, II - Sample Landing Segment Scatter Plots

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LIST OF TABLES

Table Page

1 Airborne Data Collection Parameters 4

2 Sequence of Approaches and Depa.:-tures 6

3 List of Usable Runs 7

4 Standard Statistics 8

5 Standard Statistics Equations 9

6 Parameters for Statistical Calculations;

Intermediate and Final Approach Segments 10


Missed Approach Segment Longitudinal Bins 11


Missed Approach Segment Vertical Bins 11

9 Parameters for Statistical Calculations;Missed Approach Segment Minima Analysis 11

V

EXECUTIVE SUMMARY

This report documents the Federal Aviation Administration (FAA) TechnicalCenter's Boeing 727 (B-727) Fixed Wing Microwave Landing System (MLS) TerminalInstrument Procedures (TERPS) approach data collection and processing project.This is one portion of the Technical Center's MLS TERPS data collectionprogram. As the implementation of KLS approaches, the application ofInstrument Landing System (ILS) TERPS criteria to MLS guided procedures has

become inadequate due to the MLS's more extensive guidance capabilities. TheTechnical Center's Engineering Division, ACT-lO0, was tasked by the StandardsDevelopment Branch, AVN-210, Aviation Standards National Field Office, throughthe Navigation and Landing Division, APM-400,with collecting and processing MLSTERPS flight test data in a Boeing-727 heavy jet aircraft. AVN-210 will usethe data collected during this project, and additional projects being conducted

in various aircraft by the Technical Center and other organizations, to developMLS TERPS criteria.

During this flight test series, various approach and departure procedures were

flown in the Technical Center's B-727 (N-40) to and from runway 13/31 at theAtlantic City International Airport (ACY). The departure procedures flown will

be the subject of another report. A Bendix Basic Narrow MLS was used, alongwith a Bendix MLS receiver and precision distance measuring equipment (PDME)interrogator. Approach angles of 3, 3 CAT-II, 3.5, and 4 ° were used forboth missed approaches and landings. Seventeen subject pilots from industry

and government completed the entire flight test series, with three othersflying partial missions. All flights had aircraft parameters recorded by anon-board data collection system, and were tracked throughout by ground basedtracking systems.

The airborne and tracking data from each flight was checked for validity,

merged, and gaps in the data were filled by either linear interpolation or aleast-squares quadratic polynomial curve fitting routine. The data werepartitioned into bins, and statistical calculations were performed. Plan,profile, composite, isoprobability and scatter plots were drawn. The processeddata were delivered to AVN-210 for inclusion in the MLS TERPS criteriadevelopment data base.

Vii

INTRODUCTION

BACKGROUND AND OBJECTIVES.

As the implementation of the Microwave Landing System (MLS) approaches, theapplication of Instrument Landing System (ILS) Terminal Instrument Procedures(TERPS) criteria to MLS guided approaches and departures has become inadequatedue to MLS's more extensive guidance capabilities. The Federal AviationAdministration (FAA) Technical Center's Engineering Division, ACT-100, wastasked by the Standards Development Branch, AVN-210, Aviation StandardsNational Field Office, through the Navigation and Landing Division, APM-400,with collecting and processing MLS TERPS flight test data in a Boeing-727(B-727) heavy jet aircraft. AVN-210 will use the data collected during thisproject, and other projects being conducted in various aircraft by theTechnical Center and other organizations, to develop an MLS TERPS criteria database.

SYSTEM/EQUIPMENT DESCRIPTION

MLS AND PRECISION DISTANCE MEASURING EQUIMENT.

The "Basic Narrow" MLS used for this project was developed for the FAA by theCommunications Division of the Bendix Corporation. It consists of azimuth andelevation subsystems in a noncollocated configuration. It providesproportional guidance through +40" of azimuth and 0' to 15" in elevation in thePhase III signal format. An I-ternational Civilian Aviation Organization(ICAO) signal format MLS could not be procured in time for this phase of theproject. The precision distance measuring equipment (PDME) ground station wasdeveloped for the FAA by Cardion, and was located near the MLS azimuth site.Aircraft guidance was provided by a Bendix Service Test and Evaluation Program(STEP) MLS receiver and a Bendix STEP PDME interrogator.

TEST AIRCRAFT.

The test aircraft was the Technical Center's B-727, registration N-40. This isa large commercial jet aircraft with a maximum gross weight of 160,000 pounds,a cruising speed of 350 knots, and approach speeds in the range of 130 to 140knots. The aircraft is standard, except that the electrical system has beenupgraded to handle the additional loads of project equipment. For project datacollection purposes the aircraft's avionics were augmented with a Litton LTN-51Inertial Navigation System (INS) a Collins ADC-80F Digital Air Data Computer(DADC), and a Bendix MLS receiver and PDME interrogator.

AIRBORNE DATA COLLECTION EQUIPMENT.

The airborne data collection system (figure 1) is controlled by a Norden PDP

11/34M ruggedized minicomputer. An ACT-140 developed aircraft systems coupler

(ASC) retrieves analog, synchro, discrete, and serial digital aircraft sensor

data along with time code generator data, and formats it in 16-bit parallel

form for processing by the computer. The data were recorded on a Kennedy

9-track tape recorder five times per second. The parameters collected are

listed in table 1.

AIRCRAFT TRACKING EQUIPMENT.

In order to assure continous tracking of the aircraft during all maneuvers, two

different tracking systems were used: Extended Area Instrumentation Radar

(EAIR) and a laser tracker.

The Technical Center's EAIR is a precision C-band instrumentation radar system

that was designed to measure and record an aircraft's position in slant range

and azimuth and elevation angles. In the primary tracking mode, EAIR has a

maximum range of 100 nautical miles (nmi), and a minimum tracking distance of

I nmi. This was the primary method of tracking the aircraft at distances of

5 nmi and greater from the ground point of intercept (GPI).

The pulsed infrared laser tracker is positioned approximately 0.5 mile north of

runway 13/31. A mirrored retroreflector was mounted below the cockpit of the

aircraft to return the laser beam. Slant range and azimuth and elevation

angles were recorded as for EAIR. The laser tracker generally provided themore accurate tracking data at distances of 5 nmi or less from the GPI, and at

these distances is preferred to EAIR data. Parallax corrections for MLSantenna and retroreflector locations were not made because of their relatively

close proximity.

TEST LOCATION.

All procedure development and data collection flights were flown to and from

runway 13/31 at the Atlantic City International Airport (ACY), which is locatedon the grounds of the FAA Technical Center, Egg Harbor Township, New Jersey.

PROCEDURE DEVELOPMENT AND EVALUATION

The procedures for this flight test series were developed by Mr. John Ryan,

ACT-630, FAA Technical Center, and personnel from the Standards DevelopmentBranch, AVN-210, located at the FAA Aeronautical Center, Oklahoma City, OK.

AVN-210 personnel were at the Technical Center during the procedure evaluationflights using N-40. The procedure evaluation flights were flown by Technical

Center pilots to and from runway 13/31. Approach angles up to 5" were flownbefore the final determinations were made. After considering a number of

factors including safety, minimum power settings to operate deicing equipment,and approaches during tailwinds, it was determined that the maximum operational

elevation angle (MOEA) would be 4. Since the shallowest approach angle would

be 3, it was obvious that the midpoint elevation angle should be 3.5 ° . At the

2

Master Floppy NORDEN POP11/34M Aircraft AircraftDisc Drive Systems Signals

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FIGURE 1. AIRBORNE DATA COLLECTION SYSTEM

3

TABLE 1. AIRBORNE DATA COLLECTION PARAMETERS

Parameter Units Resolution

Time Hours, minutes, seconds,

1/10 second 0.1 sec

True airspeed (TAS) Knots 1.0 knot

Vertical velocity Feet/minute 20 ft/min

Aircraft heading Degrees a

Barometric altitude (29.92) Feet 1 foot

Radio altitude Feet 1 foot

Vertical deviation (flight Crosspointer deviation

technical error (FTE)) in millivolts (mV) 0.5 mV

Lateral deviation (FTE) Crosspointer deviation (mV) 0.5 mV

MLS azimuth Degrees 0.005*

MLS elevation Degrees 0.005"

PDME Nautical miles (nmi) 0.01 nmi

Pitch angle Degrees 0.02"

Roll angle Degrees 0.02*

4

same time, two departure procedures where evaluated. They will be discussedin the B-727 "Departures Data Report."

OPE RATIONAL PROCEDURE S

SUBJECT PILOT SELECTION.

The subject pilots for this flight test program were taken from the ranks ofcommercial airline pilots, except one who was an FAA aircraft certificationpilot. In all, 20 subject pilots were used, with 17 completing the full set ofruns, and 3 completing only a portion of the runs. All pilots were qualifiedB-727 captains, and had no previous experience flying MLS procedures.

SUBJECT PILOT BRIEFING.

When a subject pilot arrived at the Technical Center, he received a thoroughbriefing by one of the project safety pilots. Included in the briefing was anexplanation of the operation of MLS, a review of aircraft operating procedures,and a review of the procedures to be flown. A sample of the information packetgiven to each subject is in appendix A.

DATA COLLECTION FLIGHTS.

In addition to the subject and safety pilots, each flight had a test conductorand a data collection technician on board. The test conductor recorded eventmark times and other observations on a flight log (see appendix B), operatedthe MLS receiver control head, and ensured that the test flight was conductedaccording to plan. The data collection technician operated the data collectionsystem and monitored all project equipment. The project safety pilot handledall communication with air traffic control (ATC) and the tracking facilities,monitored the subject pilot for safe operation of the aircraft, and operatedthe vision restricting goggles.

Instead of conventional vision restricting goggles or a hood, an electronicallycontrolled set of instrument meteorological condition (IMC) simulation goggleswere used. These goggles have the ability of simulating runway visual range(RVR) of 0 to I mile. They can also be instantly cleared to simulate breakingout of clouds. The goggles have a sensing switch that allows a portion of thegoggles to be clear while the subject pilot is looking at the instruments, butcauses the goggles to completely fog over if the subject lifts his head to lookout of the cockpit. Since the goggles were operated by the safety pilot, thechances of cheating were reduced, and a more natural flight environment waspresented. Therefore, the subject pilot was able to concentrate on flying theaircraft and not have to worry about removing a hood at decision height (DH).During the approach, the visibility was set to zero. When the subject pilotreached DH, the safety pilot simply cleared the glasses for a landing or keptthem fogged for a missed approach. This was important since the subject pilotdid not know if the procedure would terminate in a landing or a missed approachuntil reaching DH.

5

Each subject pilot flew 15 approaches. Nine resulted in missed approaches andsix were flown to landing. In addition, six departures were flown and will bediscussed in the B-727 Departures Data Report. The sequence of runs is listedin table 2.

TABLE 2. SEQUENCE OF APPROACHES AND DEPARTURES

Session 1 Session 2

1. Shuttle departure 11. Course reversal departure2. 3" Missed approach 12. 4* Missed approach3. 3.5* Missed approach 13. 3* Missed approach4. 30 CAT-II Missed approach 14. 3.5* Missed approach5. 4 Landing 15. 3" CAT-II Landing

6. Shuttle departure 16. Shuttle departure7. 3.5" Missed approach 17. 3* Missed approach8. 4 Missed approach 18. 4 Missed approach9. 36 CAT-If Missed approach 19. 3* CAT-If Missed approach

10. Shuttle departure 20. 3.5 ° Landing

DATA PROCESSSING

FLIGHT TEST DATA.

Flight test data came from four sources: an airborne data tape, an EAIRtracking tape, a laser tracking tape, and observer flight logs. The airbornetape contained the aircraft parameters collected on board the aircraft duringthe data collection flights (table 1). The EAIR and Laser tracking tapescontained tracking data that had been converted from slant range, azimuth, andelevation to X, Y, and Z coordinates using the Technical Center coordinatesystem. During processing the origin of the tracking data was translated tothe appropriate GPI for each glidescope angle. The observer flight logscontained the times for specific events during the procedures and any otherpertinent information about the flight.

SUBJECT PILOT QUESTIONNAIRES.

At the conclusion of the second flight session, the subject pilot was given a

questionnaire to fill out (see appendix C). These questionnaires asked thepilot his opinions on the flyability of each procedure. The completedquestionnaires were forwarded to AVN-210 for tabulation and analysis.

PLAN AND PROFILE VALIDITY PLOTS.

For each approach, plan and profile view validity plots were generated (seeappendix D). These plots depict vertical and lateral aircraft position and thecorresponding azimuth and elevation crosspointer deviations, with respect tothe intended path. The plots determined which runs contained valid data. Runsthat had bad tracking data were incorrectly flown due to ATC instructions, or

6

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were invalid for other reasons were eliminated from the statistics pool. Thetotal number of runs flown and the number that were usable are shown in table3.

MERGE.

In order to process data that came from three different sources, it wasnecessary to merge the data from the airborne, EAIR, and laser tapes into onefile. When recorded, each record on each tape had been tagged withsynchronized time. Thus, it was possible to merge the data from the threedifferent tapes into one data file. The time on the airborne tape wasconsidered the "master," and the data from the tracking tapes were aligned withthe data from the airborne tape. A mode flag was created for each merged datafile to indicate which tracking data sets were valid. Tracking data wereconsidered invalid only if there were no data with the proper time tag.

TABLE 3. LIST OF USABLE RUNS

Total Number of Pilots: 20Total Number of Approaches: 303Number of Missed Approaches and Landings

Providing Usable Data: 291Number of Missed Approaches Providing Usable Data:3" Missed Approaches: 5430 CAT-II Missed Approaches: 543.5" Missed Approaches: 564" Missed Approaches: 55Total 219

Number of Landings Providing Usable Data:30 Landings: 1830 CAT-Il Landings: 18

3.5" Landings: 184" Landings: 18Total 72

FILL.

Occasionally, gaps were present in both the airborne and tracking data. To

provide as continuous a string of data as possible, two methods were used to

fill in these gaps. If the gap consisted of only one missing record, linearinterpolation was used to calculate the missing data. If the gap was between2 and 20 records long, a least-squares, quadratic polynomial curve fittingroutine was used. If the gap was greater than 20 records, the gap was too longfor the filling routines and was left in the data base.

DATA PARTITIONING.

In order to compute the required statistics, it was necessary to partition, orbin, the data horizontally (perpendicular to the intended flight path) andvertically (parallel to the ground). For horizontal bins, the first bin (binzero) is located along the system x-axis (runway centerline) at the point wherea line dropped from the theoretical threshold crossing height (TCH), which Ls50 feet above ground level (AGL), intersects the X-axis. Each subsequent binwas located at 50-meter intervals, with positive bins located on the approach

7

side of bin zero and negative bins located on the landing, or missed, approachside of bin zero. Additional bins were located at the following points:

1. Intermediate approach fix2. Final approach fix3. Missed approach point (DH)4. Missed approach boundary

Vertical partitions were established for missed approach segments. Thevertical bins were located at 10-meter intervals AGL while below DH(100 or 200 feet), and at 25-meter intervals AGL above DH to 2000 feet AGL.

STATISTICS.

Statistical calculations were performed on the data in each bin. Theparameters calculated are in table 4.

To aid in the calculations for skewness and kurtosis, the first 4 moments aboutzero were calculated. The equations used to calculate the standard statisticsand first 4 moments about zero are shown in table 5.

TABLE 4. STANDARD STATISTICS.

Parameter Notation

Number of data points NArithmetic mean X IMaximum value XmaxMinimum value mjnUnbiased estimate of variance Su 2Biased estimate of variance SbUnbiased estimate of standard deviation SuBiased estimate of standard deviation SbSkewness blKurtosis b2

RESULTS

STATISTICS PRINTOUTS AND TAPES.

The statistical data were delivered to AVN-210 in two different formats. A setof summary statistics and the minima analysis were printed to allow a quickoverview of the statistical data. The full set of statistical data wasrecorded on magnetic tapes due to the extensive volume of paper that would beneeded to print the complete set. Examples of the summary statistics printoutsare provided in appendix E. The complete set of minima analysis printouts areprovided in appendix F. The parameters for which statistics were calculatedare listed by segment in tables 6, 7, and 8. The parameters for the minimaanalysis are listed in table 9.

11 'll l l l I 1, 8

TABLE 5. STANDARD STATISTICS EQUATIONS

Arithmetic Mean (first moment about zero): x M1 E X

Second Moment About Zero: M2 = zx2

Third Moment About Zero: M3 = EX3

* -w

Fourth Moment About Zero: M1 = X

Biasd Etimte o Vaiane: S2 M -M1

B iased Estimate of Variance: Sb2 2 -S2

* N-i

Biased Estimate of Standard Deviation: Sb -\fM2 Mi2

Unbiased Estimate of Standard Deviation: Su - r5b ):N

N-1

Skewness: b, M3 - 3MI112 + 2MI3

(M2 - M12)1.5

Kurtosis: b2 - 14 -4MIM3 + 611 2M2 -3M,4

(M12 - 1112)2

9

TABLE 6. PARAMETERS FOR STATISTICAL CALCULATIONS:INTERMEDIATE AND FINAL APPROACH SEGMENTS

Parameters for Statistics Intermediate Final

Crosstrack Position (feet) Yes Yes

Altitude (feet) Yes Yes

Azimuth TSE (degrees) Yes Yes

Azimuth TSE (feet) Yes Yes

Azimuth. FTE (degrees) Yes Yes

Azimuth FTE (feet) Yes Yes

Azimuth FTE (% full scale) Yes Yes

Azimuth NSE (degrees) Yes Yes

Azimuth NSE (feet) Yes Yes

Elevation TSE (degrees) Yes

Elevation TSE (feet) - Yes

Elevation FTE (degrees) -Yes

Elevation FTE (feet) - Yes

Elevation FTE (% full scale) -Yes

Elevation NSE (degrees) - Yes

Elevation NSE (feet) - Yes

TSE - Total System ErrorNSE - Navigation System Error

10

TABLE 7. PARAMETERS FOR STATISTICAL CALCULATIONS:

MISSED APPROACH SEGMENT LONGITUDINAL BINS

1. Crosstrack position (feet)

2. Altitude (feet)

TABLE 8. PARAMETERS FOR STATISTICAL CALCULATIONS:MISSED APPROACH SEGMENT VERTICAL BINS

1. Along track position (feet)

2. Altitude (feet)

TABLE 9. PARAMETERS FOR STATISTICAL CALCULATIONS:

MISSED APPROACH SEGMENT MINIMA ANALYSIS

1. Altitude at DH (feet)

2. Along track deviation at DH (feet)

"3. Crosstrack deviation at DR (feet)

4. Along track deviation at lowest altitude (feet)

5. Crosstrack deviation at lowest altitude (feet)

6. Lowest altitude (feet)

7. Height loss (feet)

8. Radio altimeter at DH (200 ft AGL (tracker))

9. Baro altimeter at DH (200 ft AGL (tracker))

10. Radio altimeter at lowest altitude

11. Baro altimeter at lowest altitude

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COMPOSITE PLOTS.

To see how the subject pilots performed as a group, composite plots of eachtype of approach were produced and are shown in appendix G. These plots are anoverlay of each of the individual plan and profile view validity plots andprovide an indication of how much airspace needs to be protected for apart icular procedure.

ISOPROBABILITY PLOTS.

A graphical presentation of the computed statistics was performed by theplotting of +6 standard deviation isoprobability plots. The complete set ofisoprobability plots is included in appendix H. Some of the final approachsegment plots have a spike at 2 nmi from the GPI. This was caused by the

switchover from EAIR to laser tracker at this point. This particular bin usedboth tracker's data to interpolate to this bin, which caused a larger thannormal dispersion of data points than in the other bins. This caused a smalldeflection in plotting the mean, but was exagerated by the effects of plotting

+6 standard deviations.

LANDING SEGMENT SCATTER PLOTS.

Due to the relatively small number of landings performed during this flighttest series, no statistical analysis was done on the landing segment data.However, landing segment scatter plots with a 95 percent error elipse on eachplot were generated for both horizontal and vertical bins. Samples of thelanding segment scatter plots are shown in appendix I.

DELIVERIES.

The following plots and processed data were shipped to AVN-210 on January 15,1987:

1. All validity plots for missed approaches and landings.

2. All isoprobability plots for missed approaches and landings.

3. All composite plots for missed approaches and landings.

4. All summary statistics printouts for missed approaches and landings.

5. All minima analysis printouts for missed approaches.

6. Complete standard statistics on magnetic tapes for missed approaches and

landings.

7. All landing segment scatter plots with 95% error ellipses.

The archival tapes will be delivered to AVN-2l0 after the approach dataprocessing for all aircraft being flown at the Technical Center is completed.

12

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APPENDIX A

SUBJECT PILOT INFORMATION PACKAGE

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Project: Fixed Wing IlLS Steep Angle Approaches f or TERPS, T0603F

Task: ILLS Steep Angle Approach Date Collection

Sponsor: FAA Navigation and Landing Branch, APII-410

Monitor: FMA Standards Development Branch, Aviation Standards National FieldOffice, AVII-210

Objective:

To provide flight data suitable for procedures specialists to develop criteriafor IlLS guided approaches and departures for heavy jet aircraft, and updateTerminal Instrument Procedures (TERPS) for fixed wing aircraft.

Operational Areas Include

1. IlLS Precision Approaches2. Normal and Steep (30 and greater) Approach Gradients.3. Height Loss at Missed Approach Point4. IlLS Azimuth Departures

Technical Issues

1. Pilot Workload

2. Aircraft Performance Limitations

Location

Federal Aviation Administration Technical CenterAtlantic City Airport, NJ 08405

Project Personnel

1. Mr. Bob Pursel, ManagerGuidance & Airborne Systems Branch, ACT-140(609) 484-6918

2. Hr. Ed Zyzys, Technical Program ManagerIlLS Fixed Wing TERPS Flight Tests, ACT-l40(609) 484-5707

3. Mr. Ed Pugacz, Project ManagerIlLS Fixed Ving TERPS Flight Tests, ACT-lAO(609) 484-5707

4. Mr. John Ryan, Project PilotFlight Test Pilot, ACT-631(609) 484-6466

5. fir. David F. Reuter, Project EngineerIlLS Fixed Wing Flight Test, ACT-l40(609) 484-4614

ATTACHMENT #1

VOLUNTARY FAA DPLOYEE

Background

In order to cover our legal obligations io you duritu your participation inthis project, you will be required to complete a request for personnelaction. Completion of said form will make you a WITHOUT COMPENSATIONVOLUNTM EMPLOYEE with the FAA Guidance and Airborne Systems Branch, ACT-140,Atlantic City, NJ without compensation during the term of involvement in thisproject, which is scheduled to be 3 days.

Employee Status

A WITHOUT COMPENSATION VOLUNTEER is NOT a Federal employee for any purposesother than injury compensation or laws related to the Torts Claims Act.Service is NOT creditable for leave accrual or any other employee benefits;however, travel orders will be issued to you, and thereby, provide a methodto reimburse you for travel expenses as described in attachment #2.

Employee Duties

During your involvement in this project you will perform the duties of pilotfor a Boeing 727 aircraft, including preflight planning, aircraft control,navigation, and communication. You will be assigned to perform the technicalinxfllght evaluation of various ggince and airborne systems. You will

normally be assigned to work beeween the hours of 8:00 am to 4:30 pm, however,not to exceed 8 hours in any day." You. will be the pilot of the aircraft,however, the project pilot will bi- pilot-in-command at ALL times.

Qualifications

You will be required to meet the following minimum qualifications toparticipate in this project:

1. Hold a valid FAA Pilot Certificate with Instrument Multiengine andBoeing 727 type ratings.

2. Hold a valid FAA Medical Certificate.3. Meet the recent flight experience as required by FAR 61.58.

Termination

Upon the expiration of the assignment your employment will be terminated withno further obligation to either party.

A-2

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ATTACIRIENT #2

TRAVEL EXPENSES

You will be reimbursed for normal travel expenses incurred while participatingin this project. A U.S. Government travel voucher, Standard Form 1012, hasbeen provided for you to record expenses and submit upon the completion ofyour participation in the program. The following is a list of importantinformation to keep in mind while on government reimbursed travel.

1. Itileage for actual miles driven in your own car is reimbursed at 20.51 permile.

2. Air travel (if necessary) should be via coach class, and at a discount orexcursion fare, if available.

3. By Federal Law, the HAX41I ALLOWABLE AMOUNT you can be reimbursed forlodging and meals during any one day is $126.00. Of that amount, $33.00is a flat reimbursement for meals and incidental expenses, except for thefirst day of travel, which is limited to *16.50. The remainder, $93.00,is a maximum amount reimbursable for lodging. All other reasonableexpenses (car rental, airline tickets, tolls, etc.) are reimbursed at fullrate.

4. All receipts for airline tickets, lodging, taxis, and tolls must beremitted with your travel voucher. Receipts for meals are not required.

5. Upon completion of the form, mail to the following address in the postagepaid envelope provided for your convenience.

Edward PugaczFAA Technical Center

ACT-140Atlantic City Airport, NJ 08405

A-3

ATTACHMENT #3 U

HOW TO FIND THE FAA TECHNICAL CENTER

- Take the ATLANTIC CITY EXPRESSWAY to EXIT 7S which is the GARDEN STATE PARKWAY.

- Take the GARDEN STATE PARKWAY to EXIT 37.

- Turn right and proceed approximately 1/4 mile to the first traffic circle, KEEP

RIGHT and take the FIRST EXIT off the circle.(ROUTE 563).

- Continue on ROUTE 563 (approximately 1 1/2 miles) to the traffic circle. Againkeep right and the TECHNICAL CENTER entrance is the second exit off thecircle.

- Proceed to the main gate and indicate that you have an appointment with JimEnias, ACT-140, Building 301 (Hangar). Parking is across the road from thehangar.

- Once at the hangar, proceed across the hangar floor to the elevator and we are on

the THIRD FLOOR, ROOM 305B.

HOW TO FIND THE PIER 4 HOTEL

- Take the GARDEN STATE PARKWAY to EXIT 30.

- When you leave the toll booth proceed straight ahead approximately 3/4 mile to

the STOP sign. Proceed straight across that intersection to the Somers PointCircle. The PIER 4 will be directly off your right.

- Telephone (C,9) 927-9141

PIER 4 TO TECHNICAL CENTER

- Proceed back to the GARDEN STATE PARKWAY.

- Take the GARDEN STATE PARKWAY NORTH to EXIT 36.

- After you exit the Parkway TURN LEFT onto Route 563 and proceed under the Parkwayto the first traffic light (approximately 1/4 mile) and TURN LEFT and followthe Route 563 signs.

- Proceed approximately 1/2 mile to the traffic circle, KEEP RIGHT and take theSECOND EXIT off the circle (R',ute 563).

- Continue on Route 563 (approximately 1 1/2 mile) to the traffic circle. Againkeep right and the TECHNICAL CENTER entrance is the second exit off thecircle.

- Proceed to the main gate and indicate that you have an appointment with Jim

Enias, ACT-140, Building 301 (Hangar). Parking is across the road from thehangar.

- Once at the hangar, proceed across the hangar floor to the elevator and we are onthe THIRD FLOOR, ROOM 305B.

A-4

Loki& q. ~ ~ "~-

tZ,.v!!STATIVE INFORMIATION

NAME (Last, First, Middle)

Street address or RFD no. (include apartment no., if any)

City State Zip Code

Birth Date *Social Security Number

Position and Current Employer

Work Phone

Flying Experience:

Military Experience: ___________________________

-Civilian~ Experience: _________________________

Other Flying Affiliates: ________________________

A-5

.a.if

BOEING 727 MLS FLIGHT TEST PROGRAM

OPERATIONAL PILOT'QUALIFICATIONS

AFFILITATION: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

ADDRESS:

CITY: _______________STATE: ________ZIP: ____

PHONE:

FMA RATINGS: (Private, Comm, ATP, ETC)

TOTAL FLIGHT HOURS:__________________ _________

TOTAL BOEING 727 HOURS: ________________________

ACTUAL MJP HOURS:- -

HOODED IYR. HOURS:

PERIOD OF FAA FLIGHT TEST (weekc of):__________________

A-6

ATLANTIC CITY(ACY)

0 L - Y3 ATLA14TIC CITY, NEW JERSEY

* flIC CITY APP CON* 124 6 383.5

ATLANTIC CITY ?OWE118.9 229.0ONOQ CON

* 121.9 284.6CLNdC 08 L

2155

AIS 106.6

C H A N 6V

Misse -prah Climb,

M-ACY -Azm hI O006 10

Ir -

i2100! 0

Mise Ap ah 200m (L0EY 76

Headig 308to 200fee3080C

*M C TEST 00 ONLY12

GS 3.012

CATICOYAATLANcTIC CIG . C

A-A

- - ~. p~ *.* ~ - V p 1- "

ATLANTIC CIY(ACY)

MLS RWY 31 (CAT 1!) ATLANTIC CITY. NEw iJSEY

ATLANTIC CITY A"P CON* 124.0 3 5.$

ATlLAN IC CITY TOWN116.9 239.0GtNo CON121.9 284."CIviC Ott

AIl 10.6ROWV

Glidepath3.O

A "Sep

1." AC n-=. FAP

ACV

-'" .RADAR REUI RED

Missed Apprgach: Climb E1EV 76Heading 308 to 2000feet M-ACYfor radar vectors. 7.3DME

% -~ ,' MLS 000 1800 1I20

1.9 DME233

GS 3.0 y( " J

CATIGORY A I C 64 ~ i.l

-MLS 31 168/24 100 RAJOO Aq

MLS TEST VFR ONLY Toz/ct 1-Y 13"'It 1wlt 4 72 andt 1331

Category J1 ML -Special Aircrew andAircraft Certification Required

39"27"N - 74'33'W ATLANTIC CMrr, NEW JESSE14ATLANTIC CITY(ACY)

A-8 ~l.. - . - ,

-- ~ MM MW V~W V*W £7WVW' -~ MW W wvvwvJwIVIjwr wUwMwwrw M~wkxwwRrw Ply Wm pWy r~g- 7 'LWK - WKrL K~ -. -. -

- TLANTIC .CIIY(ACY)

* . LS RWY 31 ATLANTIC CITY."(aw jiustyK ATLANTIlC ITY APP CON

O~ CON121.9 234.6CiNC DIL

ALI 105.6

AC31

for4. ACTa Lectors 7.3D

Readng 38" t 200fee3080C

2. MC TEST 00R 2100A 2

3927N-743V ATANI CID NW(A

-MLS 31 26AILA00 (C0-11) (ACA

A-9 T

*~~~~~~6 30/ ,- :~v ..

MLS RY 31ATLANTIC CITY(ACY)ML~mIY31ATLANTIC CITY. NEW I~p$fy

* A AlC CITY Apr CONI

2*-w 3.3

*ATLANTIC CITY TOWIN111,9 229.0G1 0 COM12119 284.6CL14C OIL827 U

AT$$ 103.6 T

Gl idepa th4.O0

22

Kissed Apprg8ach: Climb EL~ 76Heading 308 to 2000feet M-ACYfor- radar vectors. 7. 0 OME

M-ACY . ~ MLS 000 2300 A1 2

re

S-MLS 31 264- 200 (200-11) 9 A

3080IOZICtIt 13.~Wlt "I's 4.22 *nd 13-1

A ~MLS TEST vrR ONLY ____________

Knt AP tg MA0 4M

30*27'N - 74*3S'W ATL.ANTIC C1 TY. NEW ) IISE TATLAMIC CITY(ACY)

A- 1

AL .~'

.*~.. .-

ATLANtIC CITY(ACY)

- S SHUTTLE DEPARTURE(PILOT NAY) ATLANTIC CI. NIV hu

* AtLANTIC CItY APr COild.6 383.SATLA'tMIC City TOWM120.30ONO CONI 1.9 284.6CINC OftI I

II I

As

~7oI I~i00

.. I ( 7 CRO AV" * /CHAN 630

TAK F s Nag 133eat 28wyhedn 2

A-- -A-- - -- ITS D12 0 6 1 5 .5

a0 0 A AP c0im

15.50

. liueo CotiueClm toasge liue 2TAKE-OFF RUNWAY 13: Depart runway heading 280and track outbound n the M-ACY 000 Azim'uth, climb

to 2000 feet before reaching the 6.0 POME, maintaii I A A 120

•.altitude or continue climb to assirned altitude. 2__3S

~~~~~~At the 5.0 PDtME turn left to a heading of 0780 - .'..,

and intercept the R20a Azimuth outbound, at the

1S.SPDIIE hold as depicted or proceed inbound on Is?93A

the 000 Azirith as directed by ATC.

Note: Holding Airspeed 230 Knota; 1

Inside Turn Bank Angle 20Outside Turn Bank Angle 16, 1/l h 13 1

in a no wind condition.

k.f 0 20 30 too

3?'27'N - 742r5wV ATLANMIC CITr. NIWI ilIStATtANIIC CITY(ACY)

A-1l

ATLAN IC CITY(ACY)

MIS COURSE-REVERSAL DEPARTURE (PILOT NAV) A nLA IC CIIr. P4w J t131.1?

A"LAN"IC CIY APP CON174 6 265.5

* ATANTIC CITY TOWS116.9 739.0I.GI~ CON131.9 76d.6CINC oil

-ICROWAVE

M-AC -

LbY

1 66 AACV

7AKE-OFF RUNWAY 13: Depart runway heading 1280

and track outbound on the M-ACY 000 Azimuth, climb

to 2000 feet or as assigned. At the 10.0PoIE turn A120I left 800. upon completing the turn, turn right 2601 133 te

to intercept the 000 Azimuth and track inbound. 0 '- 'At no time during the manuever exceed the RigoAzimuth or the 17.0 POME, adjust turn rate as 0.4

eces sa ry.

Note:Manuever Airspeed 230 Knots; 167

i8amum Turn Bank Angle is20 in a No Wind Condition. TOM or 1

L 40 1o 90 2 1o 01 1'do

3927"N- 74"35'W AlUNIIC CIY. NtwfS[94AT(ANTIC CITY(ACY)

A-12

APPENDIX B

FLIGHT LOGS

4j14

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Ie V

APPENDIX C

SUBJECT PILOT QUESTIONNAIRE

0 60 w

%I F V' ed-,&JlkjrlL I

Pilot Questionnaire

Date _____ Steep Angle Approach E nl

Pilo_ Wind f/

All questions relate to [MC MLS operational performance.I

Too shallow About Right Too steep12 3 4 5 6 7

2. Could the EL angle be steeper? I_ I yes 1_ 1 no

3. Indicate the difficulty experienced in intercepting and maintaining

the glide path angle.

Very easy About Right Very difficult12 3 4 5 6 7

4. Indicate the difficulty experienced in keeping the AZ needle centered in

relation to the EL angle being used.

Very easy About Right Very difficult1 2 3 4 5 6 7

5. Indicate your assessment of the stabilized power setting relative to

operational procedures.

Too low About Right Too High1 2 3 4 5 6 7

6. Compare the difficulty of visual transition and landing from a____

angle to a normal 3 degree ILS:

Much less Same Much More

12 3 4 5 6 7

7. Compare the workload of a GS to a normal 3 degree ILS.

Much Less Same Much More1 2 3 4 5 6 7

8. Was the GS intercept distance from OH

Too Short About Right Too Lonq1 2 3 4 5 6 7

9. What is your recomnendation for the maximum allowable rate of descent:

fpm.

10. What is your recommendation for a minimum at DH?

I-I 100 I_- 150 I 200 I_- 250 I_. 300 I-I Other

11. Was this DH satisfactory for the execution of a missed approach?

C-2

APPENDIX D

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APPENDIX E

SAMPLE SUMMARY STATISTICS

,a

,C.

V, v v - - - qgmr -,

3-727 3.0 OEGREE MLS APPRCACH

DECISION HEIGHT 200 FTSTANCARO STATISTICS SUMMARY

LONGITUDINAL BINS FOR INITIAL APPROACH SEGMENT

AZIMUTH TOTAL SYSTEM ERROR (DEG)

DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORTP NJ 08405

FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN #THETA DEVIATION

63096.56 15. -0.014 0.396 -0.099 2.270 499

63053.39 16. 0.148 0.753 2.126 7.998 498

62889.35 18. 0.126 0.700 2.226 8.812 497

62725.31 18. 0.119 0.690 2.156 8.543 496

62561.27 19. 0.329 1.159 2.433 8.482 495

62397.23 19. 0.318 1.142 2.427 5.516 494

62233.18 19. 0.30L 1.125 2.424 5.564 493

62069.14 19. 0.297 1.107 2.423 8.623 492

61905.10 19. 0.287 1.089 2.424 8.691 491

61741.06 19. 0.277 1.071 2.427 8.771 490

61577.02 19. 0.268 1.05.3 2.434 8.863 489

61412.98 19. 0.258 1.035 2.442 3.962 488

61248.93 19. 0.248 1.017 2.450 9.063 487

61084.69 19. 0.239 0.999 2.460 9.167 436

60920.85 19. 0.229 0.932 2.472 9.280 485

60756.81 19. 0.22C 0.965 2.436 9.405 434

60592.77 19. 0.046 0.496 0.795 4.113 483

60428.72 19. C.03; C.4 I Z.709 3. 7 4 4S2

o0254.o3 19. C.D3% C..66 3.62- 3.653 431Z-I1

B-727 3.0 DEGREE MLS APP;OACHCOMPOSITE DATA FILE DU2:CFB2IA.CSLQECISION HEIGHT 20 FT

STANDARD STATISTICS SUMMARY

LONGITUDINAL BINS FOR INITIAL APPROACH SEGM;NT


DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405

--------------------------------------------

FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN "

THETA OEVIATION

or

60100.64 19. 0.026 0.453 0.553 3.470 480

59936.60 22. 0.189 0.818 2.701 11.318 479

59772.55 22. 0.182 0.804 2.710 11.392 478

59608.51 22. 0.175 0.791 2.713 11.438 477

59444.47 22. 0.169 0.777 2.714 11.464 476

59230.43 22. 0.162 0.763 2.713 11.476 475

59116.39 22. 0.157 0.750 2.711 11.476 474

53952.34 22. 0.151 0.736 2.706 11.458 473

53788.30 22. 0.146 0.723 2.697 11.416 472

55624.26 22. 0.140 0.710 2.683 11.346 471

58460.22 22. 0.134 0.698 2.665 11.252 470

58296.18 22. 0.128 0.686 2.642 11.136 469 r

58132.14 22. 0.122 0.674 2.617 11.001 468

57968.09 22. 0.116 0.663 2.588 10.846 467

57804.05 22. 0.110 0.652 2.555 10.668 466

57640.01 22. 0.105 G.o41 2.518 10.463 465

57475.97 22. 0.10C 0.631 2.475 10.233 464

57311.93 22. 0.-'4 0.520 2.429 9.9?3 463

57147.a8 22. . .1 2.333 ).743 462

Z--2

Q-727 3.0 DEGR=E MLS APPROACHC-CMPOTTTT ATu A-F --2 -A- -. C SrtDECISION HEIGHT 200 FT

STANCARO STATISTICS SUMMARY


AZIMUTH1 TOTAL SYSTEM ERROR (DEG)


FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN 0THETA DEVIATION

56983.84 22. 0.084 0.600 2.339 9.508 461

56819.80 22. 0.079 0.591 2.294 9.270 460

56655.76 22. 0.074 0.581 2.245 9.014 459

56491.71 22. 0.068 0.572 2.191 8.733 458

56327.67 2Z. 0.063 0.563 2.132 8.431 457

56163.63 22. 0.057 0.554 2.069 8.112 456

55999.59 22. 0.051 0.546 2.001 7.780 455

55835.55 22. 0.045 0.538 1.929 7.435 454

55671.50 22. 0.040 0.530 1.352 7.076 453

55507.46 22. 0.035 0.522 1.769 6.707 452

55343.42 23. 0.006 0.515 1.678 6.344 451

55179.38 23. -0.002 0.512 1.532 5.341 450

55015.34 23. -0.010 0.510 1.370 5.366 449

54851.30 23. -0.017 0.509 1.197 4.939 448

54667.25 23. -0.024 0.503 1.017 4.573 447

54523.21 23. -0.032 0.508 0.833 4.277 446

54359.17 23. -0.04C 0.509 0.649 4.055 445

3,195.13 23. -C.C47 3.510 .4o6 3.912 444

34G31.09 23. -1. 3 0.511 :.23o 3.945 443

E-3

" '.-'.';" - ' ": :' 'F-: - -' ,2" " ' ;, L -v- ' " F-X,; - A', , A'! "- -i- d-L ' k ". " A": " '" * A.: " A" s L

*.. - t = = . ., , , = . . , , . . . ,: , ,, '

5-727 3.0 OEGRE- MLS APPROACH S.

COMPOSITE ZATA FILE OU2:CFEZIA.CSL

DECISION HEIGHT 2Q0 FT _"

STANCARD STATISTICS SUMMARY

LONGITUDINAL SINS FOR INITIAL APPROACH SEGMENT


------------------------------------------------------DATA COLLECTED AND PROCESSED AT:

THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405

FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN "THETA DEVIATION

53867.04 23. -0.061 0.512 0.109 3.856 442 -

53703.00 23. -0.067 0.514 -0.066 3.937 441

53538.96 23. -0.071 0.515 -0.235 4.081 440 -

53374.92 23. -0.G75 0.515 -0.398 4.274 439

53210.88 23. -0.078 0.516 -0.553 4.502 438

53046.83 23. -0.082 0.518 -0.697 4.750 437 ',

52882.79 23. -0.085 0.519 -0.830 5.014 436

52718.75 23. -0.088 0.521 -0.951 5.285 435."

52554.71 23. -0.091 0.522 -1.062 5.564 43 ".

52390.66 23. -0.094 0.523 -1.164 5.851 433

52226.63 23. -0.095 0.524 -1.262 6.150 432

52062.58 23. -0.095 0.524 -1.354 6.456 431

51898.54 23. -0.094 0.524 -1.442 6.767 430

51734.50 23. -0.093 0.524 -1.523 7.088 429

51570.46 23. -0.091 0.523 -1 .602 7.430 428

51406.41 23. -0.08E 0.522 -1.680 7.782 427

51242.37 23. -0.084 0.521 -1.751 3.116 426

51078.33 24. - .10 6 1.514 -1.719 3.222 425

50914.29 7. -C. .' .439 -1.794 . 52 424

E-4

'.- ' ... .. " " .,

3-727 3.0 DEGREE MLS APPROACHCOMPOSITE DATA FILE OU2:CF52IA.CSLDECISION HEIGHT 200 FT

STANnARD STATISTICS SUMMARY


AZIMUTH TOTAL SYSTEM ERROR (DEG)_


FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN 0THETA DEVIvATION

50750.25 27. -0.077 0.488 -1.912 9.483 423

50586.20 29. -0.058 0.475 -2.040 10.205 422

50422.16 29. -0.063 0.468 -2.171 10.770 421

50258.12 29. -0.061 0.470 -2.1*8 10.744 420

50094.08 32. -0.048 0.465 -2.029 10.480 419

49930.04 32. -0.045 0.468 -2.016 10.389 418

49765.99 32. -0.042 0.471 -2.002 10.297 417

49601.95 32. -0.039 0.474 -1.989 10.216 416

.49437.91 32. -0.036 0.477 -1.980 10.161 415

49273.87 32. -0.032 0.480 -1.972 10.130 414

49109.82 32. -0.028 0.482 -1.965 10.113 413

48945.79 32. -0.025 0.484 -1.955 10.088 412

48781.74 32. -C.022 0.487 -1.939 10.041 411

48617.70 32. -0.02C 0.490 -1.919 9.970 410

48453.66 32. -0.017 0.403 -1.898 9.838 409

48289.62 32. -C.015 0.496 -1.877 9.817 408

43125.57 32. -0.012 C.499 -1.,950 9.780 407

47961.53 32. -C.3c0 0.501 -1.848 9.7Q0 406

47797.49 32. "C.0 0.5C2 -7..344 .2 405

E-5

B-727 3.0 0EGREE MLS APPROACHCOMPC3ITE DATA FILE DU2:CF52IA.CSL

DECISION HEIGHT 200 FTSTANDARD STATISTICS SUMMARY





47633.45 32. -0.002 0.503 -1.347 9.921 404

47469.41 32. 0.002 0..04 -1.855 10.003 403

47305.36 32. 0.005 0.505 -1.867 10.078 402

47141.32 32. 0.008 0.506 -1.882 10.150 401

46977.28 32. 0.010 0.507 -1.900 10.223 400

46813.24 32. 0.011 0.507 -1.920 10.296 399

46649.20 32. 0.013 0.507 -1.941 10.368 398

46485.15 32. 0.014 0.508 -1.963 10.434 397

46321.11 32. 0.016 0.508 -1.986 10.503 396

46157.07 32. 0.018 0.508 -2.014 10.596 395

45993.03 32. 0.021 0.508 -2.048 10.724 394

45828.98 32. 0.033 0.502 -2.176 11.497 393

456o4.95 32. 0.039 0.502 -2.221 11.703 392

45500.90 33. 0.12C 0.6C3 -0.685 8.587 391

45336.36 33. C.123 0.598 -0.794 3.636 390

45172.82 33. 0.126 0.593 -0.895 8.635 389

45008.78 33. 3.129 0.589 -0.996 8.767 388

44844.73 33. C.131 0.5i3 -I.39 8.894 387

4468C.69 33. .133 :. 73 -1.2C2 O.C63 335

E-G

5-727 3.0 DEGREE MLS APPROACHCOMPOSITE DATA FILE OUT.CF-IA.CSLDECISION HEIGHT 200 FT



AZIMUTM TOTAL SYSTEM ERROR (DEG)

DATA COLLECTED AND PROCESSED AT:

THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405


44516.65 33. 0.135 0.574 -1.295 9.254 385

44352.61 33. 0.138 0.570 -1.371 9.446 384

44188.57 33. 0.141 0.567 -1.435 9.642 383

44024.52 33. 0.145 0.564 -1.491 9.836 382

43860.48 33. 0.148 0.562 -1.542 10.013 381

43696.44 33. 0.150 0.559 -1.596 10.177 380

43532.40 35. 0.141 0.543 -1.592 10.168 379

43368.36 35. 0.144 0.545 -1.661 10.360 378

43204.31 35. 0.147 0.541 -1.729 10.561 377

43040.27 35. 0.149 0.537 -1.793 10.760 376

42876.23 35. 0.152 0.533 -1.846 10.933 375

42712.19 35. 0.154 0.530 -1.839 11.072 374

42548.14 35. 0.156 0.528 -1.9Z5 11.188 373

42384.11 35. 0.159 0.525 -1.959 11.299 372

42220.06 35. 0.161 0.522 -1.993 11.409 371

42056.02 35. 0.163 0.519 -2.C22 11.5C4 370

41891.98 35. 0.166 0.516 -2.046 11.576 369

41727.9% 35. C.loe 2.513 I2.' 2 !1.62_ 3

415 3. 6 35. 0. 17 3.1 -2. 07^, 1 .41 -- 7

E-7

B-727 3.0 CEGREE MLS APPROACHCOMPOSITE DATA FILE 0U2:CF321A.CSLDECISION HEIGHT 200 FT ._


LONGITUDINAL 3INS FOR I ITIAL APPROACH SEGMENT


------------------------------- - - - - - -- - - - - - ---DATA COLLECTEO AND PROCESSED AT:

THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORTP NJ 08405

FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN .THETA DEVIATION

41399.85 35. 0.172 0.508 -2.06P 11.631 366

41235.81 35. 0.173 0.505 -2.061 11.602 365

41071.77 35. 0.174 0.503 -2.052 11.566 364

40907.73 35. 0.175 0.500 -2.044 11.525 363

40743.6J 35. 0.176 0.497 -2.033 11.46 362

40579.64 35. 0.177 0.494 -2.017 11.389 361

40415.60 35. 0.178 0.491 -2.000 11.308 360

40251.56 35. 0.178 0.487 -1.984 11.230 359

40087.52 35. 0.177 0.484 -1.964 11.134 358

39923.47 35. 0.177 0.481 -1.940 11.009 357

39759.43 35. 0.177 0.47S -1.912 10.854 356

39595.39 35. 0.176 0.476 -1.878 10.667 355

3?431.35 35. 0.174 0.474 -1.837 10.441 354

39267.30 35. 0.172 0.472 -1.788 10.174 353

3q103.27 35. 0.16; 0.471 -1.735 Q.876 352

3 939.22 35. .167 0.470 -1.680 9.563 351

32775.18 35. C.16 5 0.470 -1.619 9.222 35C

3 3 1.1 5. 1. t2 ).,.71 -1.5 53 5.361 349

36447.13 5. .I01 1.434 .4S 346

%-%

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. _ r . . . .- -. . ;

8-727 3.0 OEGREE MLS APPROACHCOMPOSITE DATA FILE 0U2:CF62.-E2ICSLDECISION HEIGHT 200 FT



AZIMUTM TOTAL SYSTEM ERROR (DEG)


FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN #THETA DEVIATION

38283.05 35. 0.157 0.473 -1.416 8.121 347

38119.01 35. 0.154 0.474 -1.342 7.748 346

37954.97 35. 0.149 0.477 -1.263 7.375 345

37790.93 35. 0.145 0.479 -1.184 7.010 344

37626.89 35. 0.140 0.482 -1.109 6.664 343

37462.84 35. 0.134 0.484 -1.038 6.337 342

37298.80 35. 0.129 0.436 -0.969 6.034 341

37134.76 35. 0.123 0.489 -0.901 5.749 340

36970.72 35. 0.118 0.491 -0.832 5.482 339

36806.68 35. 0.112 0.494 -0.762 5.234 338

36642.63 35. 0.107 0.498 -0.695 5.010 337

3o478.59 35. 0.103 0.500 -0.632 4.808 336

36314.55 35. 0.098 0.503 -0.571 4.621 335

36150.51 35. 0.093 0.506 -0.511 4.440 334

35986.46 35. 0.090 0.509 -0.460 4.267 333

35 2Z.,3 35. 0.038 0.513 -0.426 4.109 332

35658.38 35. 0.089 0.517 -0.403 3.962 331

-: ~. 2.:.; -. 7 ~ 3. 217 33

3SZ32. 3 35.. .5E -0.353 3. l7 329

-9

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6-7Z7 3.0 OE3REE MLS APPROACH

CMPOSITE DATA FILE DUZ:rFB2IA.CSLDECISION HEIGMT 2 09FT


LONGITUdINAL 3:NS FOR INITIAL APPROACH SEGM!NT

AZIMUTh TOTAL SYSTEM ERROR (DEG)


FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN 0TmETA DEVIATION

35166.26 36. 0.0!1 0.522 -0.292 3.661 '328

35002.21 36. 0.08C 0.523 -0.259 3.601 327

34838.17 36. 0.08C 0.524 -0.223 3.551 326

34674.13 36. 0.080 0.524 -0.189 3.510 325

34510.09 36. O.8so 0.524 -0.154 3.469 324

* - * - - - - h -. *~ * - N

ppp

APPENDIX F

MINIMA ANALYSIS

p'S

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B-727 3.0 DEGREE MLS APPROACHCOMPOSITE DATA FILE OU2:CFc2-MA.CSM

MINIMA ANALYSIS STATISTICS

OECISICN HEIGHT 200 FT


ALTITUDE AT DECISION HEIGHT (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS46. 201.36 9.98 3.97 17.68

ALONG TRACK AT DECISION HEIGHT (FT)

POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS46. 3589.37 873.61 -2.36 8.54

CROSS TRACK AT DECISION HEIGHT (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS46. -19.99 50.41 -1.03 4.86

ALONG TRACK AT LCWEST ALTITUDE (7",)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS46. z7zz.32 617.41 -1.07 5.4Z

CROSS TRACK AT LOWEST ALTITUDE (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS46. -20.12 41.50 -0.19 3.12

LOWEST ALTITUDE (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS46. 16o2.l1 7U 5 4. .,9!U

F-I

!-727 3.0 DEGREE MLS APPROACHtv POI c ~Air"NA r-ILt LD=i-rFB2M-A7C3M---_


DECISION HEIGHT 200 FT

DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORTo NJ 03405

HEIGHT LCSS (FT)

POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS46. 39.20 17.30 -0.40 2.60

RADIO ALTIMETER AT DECISION HEIGHT (FT)


BARO ALTIMETER AT DECISION HEIGHT (PT)

POINTS MEAN STO. DEV. SKEWNESS KURTOSIS

COARSE BARD ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS4is. 39.02 5. 34 -0.33 2. 1.

FINE BARD ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS4bo 41lUt. 6) I.UZ -Uuy 3002

RADIO ALTIMETER AT LOWEST ALTITUDE (FT)

POINTS MEAN STO. DEV. SKEWNESS KURTOSIS40. 2).1 . U,56 3.65

F-2

.... .... ... .- .. . - . .. ..- . ..-% . .- %. ..-.- - - -. . . . . - -% . - , % -

B-727 3.0 DEGREE MLS APPROACHCOMPOSITE DATA FILE DU2:CFB2MA.CSM


DECISICN HEIGHT 200 FT

.,

U'.

DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPCRTP NJ 08405

BARO ALTIMETER AT LOWEST ALTITUDE (FT)

POINTS MEAN STD. 0EV. -SKEWNESS KURTOSIS

46. -82.62 991.17 -2.93 9.60

COARSE BARO ALTIMETER AT LOWEST ALTITUDE (FT)

POINTS MEAN STO. DEV. SKEWNESS KURTOSIS46. 34.93 4.66 -0.84 3.67

FINE BARO ALTIMETER AT LCWEST ALTITUDE (FT)

POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS46m 411U.40 I.Y4 U.Ul 7.3U

T-,-

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,J

.

.-.

w% F-3'" .

-V~~~ ~ ~ ~ -w -LK L

!-727 3.0 DEGREE MLS APPROACHCCMPOSITE DATA FILE DU3:CF83MA.CSM

MINIMA ANALYSIS STATISTICS'




POINTS MEAN STD; DEV. SKEWNESS KURTOSIS47. 101.60 10.76 4.85 26.48

-ALONG TRACK AT DECISION HEIGHT (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 1772.30 603.82 -1.85 5.23


POINTS MEAN STD. CEV. SKEWNESS KURTOSIS4(. -14..5 id.53 U.UT 5.61

ALONG TRACK AT LCWEST ALTITUDE (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS4(, 14,41-016 U.T -1.04 4.UZ

CROSS TRACK AT LCWEST ALTITUDE (FT)


41. -9.65 z7.08 0.08 3.60


POINTS MEAN STD. DEV. SKEWNESS KURTOSIS

47. 66.18 13.07 0.97 5.51

F-4

B-727 2.0 DEGREE MLS APPROACHCOMPOSITE ,ATA FILE 0U3--CFB MA-.C-SM

- MINIMA ANALYSIS STATISTICS



HEIGHT LOSS (FT)



POINTS MEAN STD. DEV. SKEWNESS KURTOSIS4fe .1 I1.04 5.6Z( 35.52

SARO ALTIMETER AT DECISION HEIGHT (FT)


COARSE BARO ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STO. DEV. SKEWNESS KURTOSIS41. ,Y. r4 Z.63 -1.50 (.5V

FINE BARC ALTIMETER AT DECISION HEIGHT (FT)



POINTS MEAN STO. DEV. SKEWNESS KURTOSIS4('. o4.43 y..S U.67 4.U9

F -5

B-727 3.0 CEGREE MLS APPROACHCOMPOSITE DATA FILE DU3:CFB3MA.CSM



DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTER.ATLANTIC CITY AIRPORTo NJ 08405


POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS47. -149.53 959.88 -2.97 9.84


POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 27.81 2.56 -0.34 4.89

FINE,6ARG ALTIMETER AT LOWEST ALTITUDE (FT)


p,.

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F-6

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3-727 3.5 DEGREE MLS APPROACHCOMPOSITE CATA FILE CU4:CF24MA.CSM





POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. 203.92 18.43 3.21 11.63


POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. 3177.48 677.19 -3.49 17.10


POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. -12.8d 54.60 0.04 2.82

ALONG TRACK AT LOWEST ALTITUDE (FT)


49. ZZUZ.34 464.98 -2.14 11.54

CROSS TRACK AT LOWEST ALTITUDE (FT)


49. -7.97 48.71 0.36 3.30


POINTS MEAN STO. DEV. SKEWNESS KURTOSIS49. 155.54 19.62 2.14 10.66

F -7

, vJ~ - - . . .

B-727 3.5 'WE5REE MLS APPROACH _____________

CO)MPOSITE Z4TA FILE 0 U 4 C A54-Z4T M



- - - - - -- - - - - - - - - - - - - - - - - - - - -


------------------------------------------- - -- -- ----

HEIGHT LOSS (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS4Y. 48.39 23.39 1.20 6.44


POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. 210.069 18.85 3.16 12.43

BARD ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS

4y. 1 5-.-l lio .41 J.U51U.3

COARSE BARD ALTIMETER AT DECISION HEIGHT (FT)


FINE 8ARC ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS4Y. 41U6.IU 1.1-U.UZ e.ou

RADIO ALTIMETER AT LCWEST ALTITUDE (FT)

POINTS MEAN STD. CEV.' SKEWNESS KURTOSIS4eZ .U) -1.74 14.61

F-8f

6-727 3.5 D3GREE MLS APPROACHCOMPOSITE DATA FILE CU4:CF84MA.CSM



DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPCRT, NJ 08405

-1 - -.- -.-.- -.-.- -.-. - -.-. . -.-. . -.-. . -. -. . -. - -. -. - -. -. - -. -. - -. -.


POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. -72.48 952.55 -3.05 10.32


POINTS MEAN STO. DEV. SKEWNESS KURTOSIS49. 33.69 6.36 -3.23 17.23

FINE 8ARC ALTIMETER AT LOWEST ALTITUDE (FT)


F-9

'.. ,% . ' - . %* ~. .V % N V -

E-727 4.0 ZEGREE MLS AP;0ACH__________________ -- MPC5:TE ATAFLu -L5:C:-5 ,..CS. __________



DATA COLLECTED AND PROCESSED AT:_ThEF AIL IECHNIrAl CENTER

ATLANTIC CITY AIRPCRTP NJ 08405


POINTS MEAN STO. 0Ev. SKEWNESS KURTOSIS1,7- 00 11 In.7 AS 44-4/


POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS47. 2845.35 327.13 -1.40 7.93


POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS47. -11.2C 48.85 -0.68 3.50

ALONG TRACK AT LCWEST ALTITUDE (FT)

POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS47. 1837.65 372. 61 -0.37 2.71

CROSS TRACK AT LCWEST ALTITUDE (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS o47. -13.11 47.82 -0.17 3.37


POINTS MEAN STO. 0EV.- SKEWNESS KURTOSIS47. 1 52.&C 2 4.c2 1.99 11.73

F-10

8-727 4.0 DEGRE- MLS APPRCICH

__________________~______. CP m



DATA COLLECTED AND PROCESSED AT:

ThE--FAA-4T-ECH N-! CA'L CE NTERATLANTIC CITY AIRPORTP NJ 0S405

---------------------------------------------------------- - -- ------ - - -- -- --

HEIGHT LOSS (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS.7~ 7 33I -I _ 14 t .s



BARO ALTIMETER AT DECISION HEIGHT (FT)

POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS/7- -11 ; 2 A -;-97 9. s

COARSE BARO ALTIMETER AT DECISION HEIGHT (FT)


47- SOS -.l43 2-25

FINE BARC ALTIMETER AT DECISION HEIGHT (FT)


_47- 410.8 -71 1.40 O.l2 2-39


POINTS MEAN STO. DEV., SKEWNESS KURTOSIS47. 13-4.._ 22 20 12.43

_____

. , .

5-727 4.0 ;E REE MLS APPROACH_P. I __ Tz-A U5::F55MA.C5M



DATA COLLECTED AND PROCESSED AT:THE FAA TIrENTCAI CENTER

ATLANTIC CITY AIRPORT, NJ 03405

BARD ALTIMETER AT LOWEST ALTITUDE (FT)

POINTS MEAN STO. 0EV. SKEWNESS KURTOSISL 7. 979-04 -2-97 9-R4

COARSE BARD ALTIMETER AT LOWEST ALTITUDE (FT)

POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 34. 2 4134 -0.77 3.61

FINE BARO ALTIMETER AT LCWEST ALTITUDE (FT)

POINTS MEAN STD. OEV. SKEWNESS KURTOSIS47. 4111.49 2.13 -0.00 1.51

F-12

-'v*.-w.' vL- V-. P.; W-J 777 ~~ ~- . -,.7Z7F

APPENDIX G

COMPOSITE PLOTS

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