AD-IBS 523 BOEING 727 MLS (MICROWAVE LANDING SYSTEM) TERMINL 1/3 INSTRUMENT PROCEDURES (..(U) FEDERRL AVIATION ADMINISTRATION TECHNICAL CENTER ATLANTIC CXT. UNCLSSIFIED E JPUGACZ MAY 97.DOT/FAA/CT-TN87/9 F/G 17/7. 3 L
AD-IBS 523 BOEING 727 MLS (MICROWAVE LANDING SYSTEM) TERMINL 1/3
INSTRUMENT PROCEDURES (.. (U) FEDERRL AVIATIONADMINISTRATION TECHNICAL CENTER ATLANTIC CXT.
UNCLSSIFIED E JPUGACZ MAY 97.DOT/FAA/CT-TN87/9 F/G 17/7. 3 L
451 2-B 2.
m It III
IIO
V V V V W V V v -V W -W w ~
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,
Fe" Avtl AdmistwLT
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.
*. N'II iu t F7~ 1R J Lq X - rUVW~nx- . 1Wg Wv VW W V 1J1
T~chnieI bpet Decametuion Peg*1. Repast No. 2. Gvernment Accession Ms. 3. Recpet'sCatalog M.
DOT/FAA/CT-TN8 7/9 jj _/ $ m'h_________d. Title end Subi .Rpotnt
BOEING 727 MLS TERMINAL INSTRUMENT May 1987PROCEDURES (TERPS) APPROACH DATA 6. Performing Organization CedeCOLLECTION AND PROCESSING, DATA REPORT C14
At an i Cit Internationa Airportie R.ep0405rt e...
12. Peforming Argenizaio Na. a d A fld. Techok ni e TAS
Department of Transportation Fbur 96-Jnay18Federal Aviation Administration 1.c"eto in o
Washington, D.C. 2059015. Supplementary Noes
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
19. S*Curney CI...,g. (o.es r. off)'t 20. Security Cless. (of 11%46 Peg.) 21. Ne. of Pesos 22. P--c.
Unclassified Unclassified 253
Form DOT F 1700.7 (172 IRepfle9ie" of completed Pae authorized
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
Akgq&&,t AIM+ SV
D4
-t , i. J r
i-i
.. .. ... . ...... - . . . . .
.6
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
7 Parameters for Statistical Calculations;
Missed Approach Segment Longitudinal Bins 11
8 Parameters for Statistical Calculations;
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
Mini Computer Coupler
Slave Floppy 32K. WoAnalogSDisc Drive Floating Point
Arithmetic . Syncro/
Hardware Resolver
Tektronix SerialRuggedized Controller Digital
SGraphics Controller
Terminal ' t-.- %Discrete
RS232 Serial L2!!iInterface
Real Time KennedyClock g-Track
DigitalRecorder
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
-WV w L7nx W01 WW VT V. WW W1 " - VW
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
PtI
w~l- f1
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
F, Xjrm VR- WKVWVl myqn um mmn p pv mann pr m w uuoi j~ P6
APPENDIX A
SUBJECT PILOT INFORMATION PACKAGE
W~dMi fl~N!.WVWWJvwv V WW%~ uvW r -ww Wv WW'dVM-vvw..~*~~, ,-
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
% % %-Z 2 -; ', . -: - .''.-? ~ '.' . • . .'/ . . : . \ % "
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
0 C4cak
Ij ri
oL3 %j
4,
I-.
liii
NB 1
44J4
4j~j
k vi"%0
%. z.
I ml ~ "41 "4 n'r4 I'
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
SAMPLE VALIDITY PLOTS
0
21)
C)
C) -
IL O)-~
00
0~
.:, C ..
-r-
z N
01 01c 01 0 U 0 0, 0 21 0 z1 0 0
,C II C)o
D-
z.
CA)
Io II0_
Io =
:
CD
--J
LJ CC!
z z D
LA-)
>- n
A
CA-- U- <L
z
C)1 .v)NIVAA ~iAI
)-D-2
cc C)
C)
cr 0
:.) 0
<C Z J Ci
W U
A+A
wf
< 0fl
EL z 0
r 00 - 07.0>-i -ct ,v 300 0
0A (1- A±.) 1 VIS10 MN j o
- D-3
e r rr;
0
c) L.)
I.,
I <
I D
CD
< cr(fC
LL(
(0
V) A
I- CLJ
W- <AC
c n 0
CL- C
C)1 I vn 0OII iwz
Li~ D-4
vt I W-W-K-W ITF, K--N0
0
0
0-
0C/)
0,1
0
r))
0 PO
A
w tw C-mo 0
z r- 0< 0 I)>-z
w Z
c' * Z
w~ crLUI
0n 0
00-L 0*
cflq
UI) A
- JZ< 0
0: :D LUWLL
0
00,092 00 002 00 0'e 00-021 00 -0ai 00,09 0010
0 1 (IOV I 'AV.l III
ripI 0W~ .,I 1
0
I 0 ,
ID =
w U-)
< A~
cn 0
<D :DN
0z~
0.
Ln A4: A
Ln 0CLz I
(0 0NJ CD 0
oo- Oi(,[0 o~ 1 0 I - 0 q?-
I-D-A
rv -- -W wv- w Q J %W vv 71. or iN- _
I I I,0
I0 I
00 0 0
0'-
0 0O
A -
m 0~
z D
ON 0<iC)-
w -umr- An
A
0 uj
LU)0
cnon
0 vn OII I 0 GHm iz
~~D-0
MP U- I-W WV- -L- W P6- Wr -J F - NrP'Y MrVI1VV W WVW.-WVW%, JW.-i VKm -a m '-% -. %.m n'a rm-w ' J -r - . .T - -.- -
0
C) /
CD)-
~Lc)
(D 2:1
I, 0
<~C
LD Dw
C). r-)
L- A -. A
-j C)
>- U-
DD
I- O~C)- 0~0
1_ 1A- A 3 l M njs oj
C) LiiD-8
C
C)n
LCr
(30 C)o <
CD
roLfA
Lli w
7-) (n 0
z -
>-) A) -
I- UJ..
zz z
o C
Cn A
CL LL
DJ C
(- o i
0 Zv I A a iII
Lf
F AM
to 0
w 00<0
aLL±
-D-
0 0(1Ln 00
z 0:
MD 0 to o
U) A-
0J ci~- u.Ja-
CD CDOa. z~
0
z
0 *~ 0
(A CDD-10
0
co 0 <a))
I CL
CL -0
c 1: 0
DO
zzc',J0 0
Z,0<
m C A -
A
o ~- 0
z Cre
~ 0
if A A+A] N I II M n ,,
D-1
0C)
02:
CL)2:
LnC)cf
w CL
cr a:
L/ I C0
K-.' 0
U A
>- D.
lcz .0
lz C)*
ID -C1
SW
du
0Cf
C)
<
CP 0
UC)W
A --
(1) 0(
. C.
r.C
00(LJ0 0Z
.- A Y
V ) 00<-
or A o -
A0
00 z4 00- C 0ol 0 00 00.G I~ n ci C n ii
.5, )D.13
* en
I 0 ,
CD
1-0 20
cr--
m0(0
>- -J
w- X
w 0C)
wmc
CL nU- <0 D
z Dn
LUn
0- 1 vn)N I i I 0A OI VA7
Lii 00D-14
.V p. V ,ILiolI L I .r.W rL
0 U0,
0 -
0(1
IC <
N 0
LU C
0
>- Zcr z
Z)
LU
I- 0 0
cr mn <
V) A-I- . A C- :
0 -A
- 0CL LL<.
.- V) C or
o D <UL
00
0000 L 0t' 00q 00, - 92O0 -~OL (I]i)]ONVISJG AVtMNnli sso~o
D -15
0C)
I0 -J
I 0(1<
m 0D
. z D
0<
0 c0
- r- ozl A
. A
CD U
CL C)-<
0 -'* V
LI') A.
00 oJ o- 00 0, 0 q- '0 9' 0
,0 1 V() 0 1 5. OH~NZ
D-1
CD
CD
a) LLJ
CD
0 <'
'KI'
zC -
cr- D U)LAJ'N
W xN
C> 00
a- CDQ- m 'V
LuAI- A Q
CD LLI.
- -I- C)0
D uk
0 C0
a CC)
-D 1
I C:
(DIN CD
m C-)
> r-III I
cc z
00Z -D
Dcn
N C
-L 0 <
ZO Ln~Q (A A -IIIC
- - n
CD (\J. < I -i F
$.- L iif
(A A -
C) A a
- ILz L
I-In0o 0
o0i** (vA) N01IVIAIO NOIVA]%-
D-18
00
0-
0
0
0
cn
C:DId-)
0
L1U AA
<r c-a) uJ.C
m c 0
~z-
-j C~
AJ (L (r
Q- J CL
- Ac U;C LU- < 0.
I-- L L(
Q- Z U-%
C)
00
9z < 0 z0 0 00 Iq Ov- 9zO
(IOi IBONVISIG AVtlNfl sso~oD-19
I 0-
CD
CO 0
I -J
m 0
z Z))
I) .) 4o
A CL
OL N.. 0 < F
If)
z Z0
Ioq 000q
D-2
IC 0
0'-
0
C) -JN, C)<
a)/
r) I C
0 m 00NdD 1
to v
<I l 0..
0 0-
A +~z ctr
- u 0
C0 I.- _ ,C
-J J r-
z/ A) Z :I- W. n
-0 0
91 0 -q -- qz Iz0 1 -9 00- 9 0
0-21
%0
I
I I I 0
I 0
Laa
I I 0
I -z
zz
IU 0
WI z
V)/
0 0
I D
DO
0
IC 0
0
I 00~
00Z
If)<
a)
0.
Li A
< LLJ CLo a00
WL D
- zz
-IJ 0 0
A -1/) .A Z (rI.- Lii <0 ..- <
-J - w 0V
0.- V) 0 II/
zL - r>)
0
If)
00O09C 00O002 ooloI 00,08t OOO0it 000q 000
D-23
%A ILX IL -w .r
I 0
000
a)-
I D
Ir I
0 0-
0~~
VI 0
I DZ- c- enI
D-2
aC
0-* 0
t0 I
0,
07
oLJ
CD)
CD
0 <
Ni A
m 0<
-1 0
a- A c
L0r- 0
. A
CL 0
n CD\ W
C:) AD - L LU- A ClL
0 fu * ,
-J .- a.<0
0
00O092 OU 00C OO*O 00,081 . OO*O1 00109 0()0
D -25
e1 '.-F "" or ,.r** r
0 /
I')
QO 0
00 r0a)LL
- C-)
CD
01- zzz
w r
CO
T_0I- A
U) CD
c r z w
to I V0 V A 0I 0_ _
Lii D-26
* LI
* C00)
* I 0
I--
o~J
C)-
-p.J
- C)D.1 J A
W A-
< :mo0
>- E i.)
z Z
tL cn
~C)C) AU -
CQ LLU C)C
CL)
100V9 ~ 0 00,0 1- LSE 0 0- 92 0 q,OL (LLhi - ONV.iSf1 . V!Nnl is o, o
D -2 7
0I 0
0
I 0 -
0
0)LLJ
C)
0
co2
CD -
cn
- C)wu A -
I- A
I C0cr Dnul0LL Z
z* ) Ck
a- 0ocoI-
< CA
LL LL<'
o Z) LU
zn D
0I 0
OO0 SO 0O OOq I- OCI0 (VIM NOTIVIA]C HLONIZV
D-28B
~~% v* -rip '*/,. ~ ~ r~~4'e~-.( f
~.. .r . - ii - 'r * ~ . - . ~ - C. . e v< -.0
00
71
0
0 U
cLLC)
:
0~
oZ<
1: 0<
-r z
0 W0
>- r i-
L-j OZ
r-
(I) A
0- AL -
X w A 0-
C) D.L<JLA
0- z 0 JW' a. ::) <
D-CD
I0 0
I~ <.
14 LoaLLL
(n 0)
x ND
z DDI) 'cr
<0
Lij C
1< Ll .
I 0
zD
0
DI30
*JNW C).--jj-i
0(J
C)-
zCD
D
0<
LU A -- A
C) LLIC)
>- Z -C)
CL: z
z DT
CD 0
Q~C)CL mf<' LL~
(A A
CD -LJ 0 C
CL - - < w
C:) D UJWLL
-r CLz 0(
Lfl
*92-09 [0,~ e 0010 q,- OI- V 0t- 9".09-,
D-3 1
I 0
0
I 0
0
C-)
0
0
cnr
0<
q U
WA A -
<
)- z-I
z DD cc
Q- ZD
A 0- I
.A A-
- Ar
0L LLU <0
0
0~~ ~ ~ ~ 1 r)N VI ] i
o D-32
,~J- Q%
J.I
.'%
a'.
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
AZIMUTH TOTAL SYSTEM ERROR (DEG)
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
LONGITUDINAL BINS FOR INITIAL APPROACH SEGMENT
AZIMUTH1 TOTAL SYSTEM ERROR (DEG)
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
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
AZIMUTH TOTAL SYSTEM ERROR (DEG)
------------------------------------------------------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
LONGITUDINAL SINS 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 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
LONGITUDINAL SINS FOR INITIAL APPROACH SEGMENT
AZIMUTH TOTAL SYSTEM ERROR (DEG)
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN 0THETA DEVIATION
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
STANCARD STATISTICS SUMMARY
LONGITUDINAL SINS FOR INITIAL APPROACH SEGMENT
AZIMUTM TOTAL SYSTEM ERROR (DEG)
DATA COLLECTED AND PROCESSED AT:
THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
FEET FROM POINTS MEAN STANDARD SKEWNESS KURTOSIS BIN 8THETA DEVIATION
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 ._
STANCARD STATISTICS SUMMARY
LONGITUDINAL 3INS FOR I ITIAL APPROACH SEGMENT
AZIMUTH TOTAL SYSTEM ERROR (DEG)
------------------------------- - - - - - -- - - - - - ---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
%-%
r . - -t . _A . - .. . -- *- - .i l -
. _ r . . . .- -. . ;
8-727 3.0 OEGREE MLS APPROACHCOMPOSITE DATA FILE 0U2:CF62.-E2ICSLDECISION HEIGHT 200 FT
STANCARD STATISTICS SUMMARY
LONGITUDINAL BINS FOR INITIAL APPROACH SEGMENT
AZIMUTM TOTAL SYSTEM ERROR (DEG)
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
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
, 'W . . -" .'. -" .'.. w' " .." ... " .', , ." . ." . .". ... '..' ., .'. ."." '.. ".t ,,P ." . ,-. '.. ,, w",'. J',. ... " "_, .',, i.
6-7Z7 3.0 OE3REE MLS APPROACH
CMPOSITE DATA FILE DUZ:rFB2IA.CSLDECISION HEIGMT 2 09FT
STANCARD STATISTICS SUMMARY
LONGITUdINAL 3:NS FOR INITIAL APPROACH SEGM!NT
AZIMUTh TOTAL SYSTEM ERROR (DEG)
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
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
p
I~.
~ .5%.'%fv ~ ~.5p ~ - ~* ~ . .. ~. ~ ~ ~ ~' ~
B-727 3.0 DEGREE MLS APPROACHCOMPOSITE DATA FILE OU2:CFc2-MA.CSM
MINIMA ANALYSIS STATISTICS
OECISICN HEIGHT 200 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
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---_
MINIMA ANALYSIS STATISTICS
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)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS46. 207.34 13.74 1.86 7.09
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
MINIMA ANALYSIS STATISTICS
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-,-
-. ,
,J
.
.-.
w% F-3'" .
-V~~~ ~ ~ ~ -w -LK L
!-727 3.0 DEGREE MLS APPROACHCCMPOSITE DATA FILE DU3:CF83MA.CSM
MINIMA ANALYSIS STATISTICS'
DECISION HEIGHT 100 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
ALTITUDE AT DECISION HEIGHT (FT)
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
CROSS TRACK AT DECISION HEIGHT (FT)
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)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
41. -9.65 z7.08 0.08 3.60
LOWEST ALTITUDE (FT)
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
DECISICN HEIGHT 100 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
HEIGHT LOSS (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 15.42 13.95 2.11 10.47
RADIO ALTIMETER AT DECISION HEIGHT (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS4fe .1 I1.04 5.6Z( 35.52
SARO ALTIMETER AT DECISION HEIGHT (FT)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
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 STD. DEV. SKEWNESS KURTOSIS47. 4117.28 3.32 0.76 3.09
RADIO ALTIMETER AT LOWEST ALTITUDE (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
MINIMA ANALYSIS STATISTICS
DECISICN HEIGHT 100 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTER.ATLANTIC CITY AIRPORTo NJ 08405
BARO ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STD. 0EV. SKEWNESS KURTOSIS47. -149.53 959.88 -2.97 9.84
COARSE BARO ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 27.81 2.56 -0.34 4.89
FINE,6ARG ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS47. 4120.06 3.50 0.25 2.61
p,.
p
. ... . . . . . . .._ . _
F-6
.-4",, • "." ." " - ," -% "- '3,% ." v =..'.' 'o ', .- ' -. '..-.", ,.*, " '," ,- ,,,..%''.,%
3-727 3.5 DEGREE MLS APPROACHCOMPOSITE CATA FILE CU4:CF24MA.CSM
MINIMA ANALYSIS STATISTICS
OECISICN HEIGHT 200 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORT, NJ 08405
ALTITUDE AT DECISION HEIGHT (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. 203.92 18.43 3.21 11.63
ALONG TRACK AT DECISION HEIGHT (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. 3177.48 677.19 -3.49 17.10
CROSS TRACK AT DECISION HEIGHT (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. -12.8d 54.60 0.04 2.82
ALONG TRACK AT LOWEST ALTITUDE (FT)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
49. ZZUZ.34 464.98 -2.14 11.54
CROSS TRACK AT LOWEST ALTITUDE (FT)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
49. -7.97 48.71 0.36 3.30
LOWEST ALTITUDE (FT)
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
MINIMA ANALYSIS STATISTICS
OECISICN HEIGHT 200 FT
- - - - - -- - - - - - - - - - - - - - - - - - - - -
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPORTP NJ 08405
------------------------------------------- - -- -- ----
HEIGHT LOSS (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS4Y. 48.39 23.39 1.20 6.44
RADIO ALTIMETER AT DECISION HEIGHT (FT)
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)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
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
MINIMA ANALYSIS STATISTICS
OECISICN HEIGHT 200 FT
DATA COLLECTED AND PROCESSED AT:THE FAA TECHNICAL CENTERATLANTIC CITY AIRPCRT, NJ 08405
-1 - -.- -.-.- -.-.- -.-. - -.-. . -.-. . -.-. . -. -. . -. - -. -. - -. -. - -. -. - -. -.
BARO ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS49. -72.48 952.55 -3.05 10.32
COARSE BARO ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS49. 33.69 6.36 -3.23 17.23
FINE 8ARC ALTIMETER AT LOWEST ALTITUDE (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS
F-9
'.. ,% . ' - . %* ~. .V % N V -
E-727 4.0 ZEGREE MLS AP;0ACH__________________ -- MPC5:TE ATAFLu -L5:C:-5 ,..CS. __________
MINIMA ANALYSIS STATISTICS
DECISICN HEIGHT 200 FT
DATA COLLECTED AND PROCESSED AT:_ThEF AIL IECHNIrAl CENTER
ATLANTIC CITY AIRPCRTP NJ 08405
ALTITUDE AT DECISION HEIGHT (FT)
POINTS MEAN STO. 0Ev. SKEWNESS KURTOSIS1,7- 00 11 In.7 AS 44-4/
ALONG TRACK AT DECISION HEIGHT (FT)
POINTS MEAN STO. 0EV. SKEWNESS KURTOSIS47. 2845.35 327.13 -1.40 7.93
CROSS TRACK AT DECISION HEIGHT (FT)
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
LOWEST ALTITUDE (FT)
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
MINIMA ANALYSIS STATISTICS
DECISION HEIGHT 200 FT
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
RADIO ALTIMETER AT DECISION HEIGHT (FT)
POINTS MEAN STO. DEV. SKEWNESS KURTOSIS
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)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS
47- SOS -.l43 2-25
FINE BARC ALTIMETER AT DECISION HEIGHT (FT)
POINTS MEAN STD. DEV. SKEWNESS KURTOSIS
_47- 410.8 -71 1.40 O.l2 2-39
RADIO ALTIMETER AT LOWEST ALTITUDE (FT)
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
MINIMA ANALYSIS STATISTICS
DECISION HEIGHT 200 FT
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
" - '' . " -. '- . . ' " .. " - - ". '- " " . • "- ", " • " " . " " . •• . , .
cf)
CC)
Co of
RD-RIS5 523 BOEINO 72? MLS (MICROWAYE LANDING SYSTEM) TERMINAL 21'3I INSTRUNENT PROCEDURES (..(U) FEDERAL AVIATIONI ADMINISTRATION TECHNICAL CENTER ATLANTIC CIT..
UNCLASSIFIED E JPUGCZ MA 7DOT FA A/CTTN9 F/17/.3 NL
wJuwzmxjww
ILA
Iu I
I C)
I0 U
CI I C
C-))
: WI I I-
LA-/
Ca cc 0
G-2I
0
C:0
0'-1
0 L
CD)
I-
C
CL.i o cc
L.
C'C)
V.C.-
'7 ow0 "0 * -tq00 - l(.*09
AL-L A C)NVi 0 VM n s~
- I~ ~ G-3
oL)
V()
CD
CD
C)
C:))rn0
005 g0- o 0-s0 ' - '0. 1- '0 q
-G-4
0
*1J
I 0 L
z -C4
<0'-A
C))
G-5-
0IRII WA RI IR F R i i
I3 I"
I&I
C0
Io 00I I0-s o -' o-l- soi* (n) N01VIA0 NOIVA31
I I IG-6
II-0
-j 0
zz<0u)
U.~
w C a
u La Z
r- cr-0
zn91,9 t *1F - Z 0 10 9,-OZ- L 0 r 91 0 0zpi (13 IOVSCIAMn8s n
G-7<
-M I -lF~W rrWw
a II 8
Ia I II ICI
I~C I f)
In I.-I Ia usIj I I
ti CA m2cII
CA LI"
Ij Ir C3
oolz 0. oos 0000- S 1- 0I s zI0 vnN01I3 inwz
I 0G-8
I C) J)
I C) :
C) -
Io <
C)
0 L0J
* C)DLLJI
0 0
Cl).
0--
0~~ I II U
I I C DC)
C)C<
Ii CA- mW
0 W 0G. L) Uc3
-j 1: f14'
00131--, oo- l 0 , j' 0 3 T 1 0 q1 000
0 1 (v ) N0 1IV A C NO iVAz
GG -- 110
I C )
I( Z
aU.CD
0 L4:
5,3.
9'~o ,rCco0000z 39 9
ONVSIG VM~n ssn
I 0 0
I C)
0 0 II o C 00 0qi- oC
G-12.................
0
0,
I I C)
C()
ClD
M LI Z
0-- <
ca . ) LAc-
0
'00 q 1,I0
oo) 00- Iozvn ow<VAI I IVA
. G-13
CD
CD
C)C
C-
CC)
I' K0 LcC
LL. o-j<0
N C
IG 1
FWP.mn u II% L M~x PR nrJAU
0
0C)
C) :D
CD
C) -
o <r
Z C) u4
D -- C) (ce CA- m W
0 -<
0-0
d9 0- - 00* q Z"0z- s0v- 9 9
Ci ) (1 -.W ) 3N I S1 V isoj
-J T:&G-15
I I 0
oI I I
o 0
IC)<
I I- I.-
U0U -j
00
I 0
I C)
00,~ oo 0s 0q- 0 qi-q
1G 1
I 0I
* z
CD
0
C 1C2zz
L 0 -J
0 cr- 0 c
- I<d I.-
00 092 00-0C 0 o 001 0- 00 n0. - a. (DO 3A 3n l
< LG-17
I pI I IC)
I I I
I- IIn w
x~ In
I I . I
CD
I -)
0
040
0 0
-j 0
w 0 X
G-19.
mm"Pwainn~~~~~ WmWrrWmm m" E1 pinnPl i R O
LOLi
C))
r 00(W C
C3C
00- z ~~~ oo 0- 09 '0S '- 0 J
C-20
00
z
0 ()
p.l
3
CD
0<
40
S.-I. -
DA -jC)C
-j -L -j
'I -C 0 LJC~) w r
r- -J) V)~U-J0- *
00 <t,0JC ooz 0 0 0o 0 ,90 1
0 aov'.ii~
G-21W,7
Ic LLI
I I I
I~ U 0
I I I 0
I. U
Io~ I z o l 00 o 0st 00-4
G-22)
I I I zm
-0../
0
oC)0f
* Co -J
*~ 0<
0A 0
* zIZ Q0kJ±
n~ LJ 0~
U . - L
Q. L) ( LL)r W. ) (A
4c r)i~
910 llP 00 0010 IZlOtz- Y&O9-zOlo (1T]AA) ]ONViSICI AVMNfld SS0803
G-23
Pin J~~ ~~YU-r ~ , WINW - WU~r" v lvql~utiqI MRi rlR WW11 WrUWU VJWUwF --3 Fly 7%N rJ 'Jx T\?ywrwr
CD
Io Z
I0 Iw(1
0
I I 0
0<
a Ij
I. I
I 00
1o 0 I'- 'C . -
2G-2
N* WU -v Prg-W~llIPIT - , , --. -.- * . M X. IM IM MWp IMJ~u 10 O, W. PL- VV va, pw Pr. mm, . uw~uwv~v V ' Wq
I0 00,
0 -
CD
* 0-
011
C) LAJ )
CDD
G-25
0
I 0I0 0
o*)U
U- I-- >
I 0 w
< <<
Q 0i00
-cc
0
G-26
'I..........
0
0-0
0-
0
-)
01)
0~
0
0 L0<
-1 0w OL m 0
< 0LAJ
-I W 0
0
92096 00,0 gz*o 9z09-
zOl* (il]) ThDNVISfI VMNfld SSdoo
G -27
c)U
C)
CD
0
1 -J
<
z CD CD
I.-
C:)
00 q 00 09 0 oq
Lot (V ) N lij0I l N
crG-28
0 )
C-)
0
z CD )
z C)
U- a-
r cr- C) -
CD - <
C)
00 09E 0 oo~ 0 0 01081 0 010 zI or 09 o 0
i-oniii
* G-29
I. C)
C-)
I I 0
I -1
C)
U-U
01 vn N011VIA OI I V a. J-
I G-30
I~ UI
0
C)
C)
QLJ
C)
* 0(/
02C)
C),
C)4
z 0
9, - C)-C
a i I
- 1 -< La.J0
0. L) LU WA
0
1.O -1 J l ) ID NVYIS 10 AVM Nfl S S 0,d
G-31
IL')
C. I I )
I~ D'
C,
I C)
In I.
I C)
u CI
r. WI C
00~ giCf 0o 00 .- 00 9t- '0r
t*i C)n NOIIVIA-1 Hin)
..- IG-32
APPENDIX H
ISOPROBABILITY PLOTS
00
ap
4 i u
I.. -0)Z
00
L) U
0-0
ji
UZ
M r
(n -g 0
zr T
C -
Ok -jUi L
'H-
000
U+
CD
-<
0 0
w
* C-
I.-z %
I cC.)Y
z (z
P- CL 4C I- L4cz J
I C -. -V.)
z~H-2
I.
A.;
LW 4
C,
LU L
z z
S 0
z-PZm
w-
CLi
LO rr
Sr
*( w
-n W
CH-3
ui CL. )jP J i 'Ws/ ? ? , M f E
0
ha7
u j L
w
a)
1%
4-
o) D
Acx
rr
<%J
cr.5
z LAz
wn
V , -C (
0. 0
X ccJ 4
w CL -iCL <
<F
M (.X
H-
V z
wwL
0 .
U U-
12xt
0
z<
4. w LlbL
U0
4<
a:0
I.-
J
.4<
4
* C V
. j 0
I-
-. L LW Jcr.
4L LU
cr r*u L . -
< 0
wv8 a 660- 9 CCU z
-H-0
UA
r)
I-II
U
z zAt -c
9- w l
uj*
4Z
* 000
zzz
II-
zmw<
win
CLC
0.
r w
I..-.
(n=
cnn-wX I-I
V) < (n (
CL W CI
c~cz cCO L9 2LrLO-Oc~ 98
W~~~ -6- 4
I.))
(1)0
'aO
4c4 4J <~
0) Z
00 .-
L4:
4m
w I.o C)
f-(t (1
* c?w 0
w rc
CL a,
r- 0
LU (0
w aL9-.
0 DN i D n iZV
Q 0-f~ S%)IOIN0i-wI HiWZ<(
H-
V)t4
+00
-9 z 9
~~00mM:
U-.
cr C4
0 0wp
w o
I- I.-(4 C/)
L) z 0
- 0
<, zzn
w <
0-- r0
L%
U0 0
w0
+ 0-
z _j
4w
Xo <0
I- I.f)
* .
CL I'-
*J w
z V)
C-)
r-zAl w)V) < r
V) -0
CN 0~ z 0z 89zt- 9 'Z
C C
* r)- rw uJ9
LIZ)
n I-
Lid w '
UC
4Z
4.0
*- <
U 0
-
<
< U')
W X J
w 0 kX - - -II
(0z
I,-
4.))
U LO
Cl 0
hi.*
r-C-
L) 0
0
W ~CL
L))
zzzz
/ /
0 z0 iJ .n i
0
U'
U U L
U) V
300
Z--
WI-
4z
m
VA M
VA - I --
L)
4w
0*q
-j 0
cr)(r+
* zz C.
U .r
C.D0Ww
P.-
ww(
uz 9f wD1-(3 ) K JJ 3 S
H--
I~ CfW
Ul
U (
hir
-9 U -u
Sn
4L
4 0
&000
U-C
w uo 0
o0C - Ilk-
*j 0
z cr.
w
-
((.0
0... La..
- w-8
P--
=C~fl11-13
z16
697 .-UF
LOA L
40lG.
WC
an-UU.
0.0
w w~on zo 0
0 0
0a X
(0 0 azW- X
w z.z-cww <U
*. Ii= *z
N w z S9Z
Z < V3[N331iHOI Hiwiz
w ) (3G 0a0r jL
Hw1
I'.)
LO
Id
-
C
LL. 0
C)'
Co 0L- W'
Z 0r)
cnJ
CC , cc
I-
S0- 0
cv w w
lia1
LO)(D0
LO)
Cl
- J - a
CC
o 00
o 00
r - pi -
0
w( .
CKK
a--
w0
x r
LU -L -
w (.) U (
Q -O
cm ~ z S % < VOIH 3 in f v
= (H-16
r .* f- % -rb
aa
U.
+sz
B- Cl
4c
o 0oL or
I- .
W- wi
w~ M.
-Cz D
co - 0
o <
zH 1
-, I)
Ul
I"r
U-)
J L
CCD
* 00
zzz
w D
--.
CDU.)
U..
0. C
w
w
- U)U..
L I CL /<
Cn
cr) - <
(. l - I F-1
C~ LA zr Z 8 2I--t Ii dJO8dd W]Bi S S NO I iV AV N HiAL.-1Z'v
H-i18
U-
.c
w
64
qz z
w J *
* U,<
b4m
40
* CJ
I- I-
LLJW
I-.
C.,
LA-
0u- >
z
0)r- x*
C) 4 b.- I.-0<W C z (
= ~ 9 L u z _- v '0 Ot 0- z
U') lp
0,-
30 (A0o
CI)
4<
0000 _jee
0.*'4
40
cr-)
a_ W0 0
U- LL)
0.-U(n V)C . > -Izzz
cnJ
r (\J M
f. c: - 8co LL - Z8 9c
CD0.
-H 2
%P.. e, I
- ( (
Le - UL L
hi0 U-)
- 00
'4 (%J) -
C C))
:c- X
L LLUC'
o 0
z
LLJ a_ -j
c <1
z 06 7
o z 00 oiA~
C-,S
U'
z z
ochi.._
4Z
zhi
r fluU1t
w n
u CD0 0 -
zLLLU
(n C%J<
.- 0l
L U., -
L if- (D
< 0;:- 60 8.g go0
-J-2
z -
0,
U U L
U, -
CC
Vo <
Cu (I)
zzLLILU
Z ZD
(I) CD
a-Q
C-)
(LL L
C-)
a- -
<z (.0
cr~- < CD
Nw (J z >SK, Iv I Z t 606 - S? 69t'
I ~ ~ (9 CD P.-O[NHO -i iHO I NO I VA 1M In -- U W
H-23
- LV)
U-0)
IL-C
cl
4r
4. I LL
w w
U, I
0~00
00._
-C"4i
z
LU L
C CD
CL wC-
>~(n
zz
LU
L)Z
CL 0 M
cr cr
- a- I-
w 0-0
H-244
(~L% N
44 LOl
LOl
4c<
m 00
W<
z =>U 4 ,
C))
a-
uJ
I-~ ( r)Z~ + L
<%4
L ) M L(%
CL z
<~ -J ~ lSSN~V[V OiA
In n n -jV
il-25
z
o j
4L
(DN
00
CCD
0
LU L
-I-
a- 0 -
< z Wu
N 0 )1
z < z
H--
wnrv 7 o~ 9T -%p rx rx 'xY X --F--. 3r I- ' .IT VTil V X.WV12X NXkXl 7 "V ' r~ I% VIL P.-, P? W-1 " MIT U- r x' T R a,- p ,
C.)j
A~00
C--
4e- +N
00
* or-
aa
0
o 0
a- ~
a. C 0
W- w
w o.,zi-U--
< 7,C t
CU L)
<C0r i J
H-2
.v vww( w
00
4
- --
U L L()
to (
(NJ~. C)
Lii D
o 0)
0-) c) L* *
)-'CD (0
00)
Lnz--
w L
< 0I UL i Q8 s~
>.LOL
CH-2
-O~JM -1,-F J-% w~lwr Wn %. 07. -- 17.91fr W-
0
Re 0
U-C
.LJ LI'
0~*,
n (.
>to (DY- + . V) 0
. 00
b LUJ
L))
< -O
ULJ
I V)00
LL)V)< V
CL w Lcr dr (
cc a
< 00
LUQDL
-C
05
a)a
, + c
I 'S-d w .
4C
0-S
LO L
I V)=- w -
(.1 <
CL 0
LLJ L -
<z (n
I- <
OLAJ .01 o v91' 9
rN
4 I0)
=00
LA. 00
+
(0
zn.
a.,-
pU U-)
p 0NJ
w CD
I cn
>-0 (0
< z (zW~0
-D z ,-z
~ W CD Z- v9
0Z
cn
0H.3
NOa.
a-C
rl10)
- (D0C
w 00
+
o z<- -
zz
LLJ LJ LU
zr0
o
-
L C
w c- a. <
z n C- ,00
rN
I CflH-32
6(
0 0
RC
00
U, z
CC'
0 00
0 0
CL I
C/) V/)(
- . .\1)-~O ~o
CC
I-.
Li z
L&U
a-CM
w - N.
oK z-j LLU C
cr- -
- N. U
- 0
H-3
-Fr TV-
z
00
4.
0j0
+ 00
*d LU I LJ
0 00
zz
L)< <)
a_ C.D
0 :D
a..
LL)
* 4Z
4f z00
0 G-6z
N-2 U)O I LUwi ,'1 < C
~H-34
z
a1)
z z
-
a_,
a_
.-
LU I
z *
z
V)r LU
L)U
a- z
CL4
C -D N.
z Z
- z L l HUAHj)-L (0?' - J J]
H-3
.4: %
U C)L.A
S.o
< c
-C M
I-<
or_~
0'< D
I. x--
V) Ctu
L - coZUZZZ<:
a- UL c
LU zr .
H-36
%U
A.4
c
Lj 00
Ltd~ a) L i L
0~00
* a))
LuLDo C
z C~
LU)
CZ.
L. z
L C
-
< <
(n z 00
*.L a -10
-L C 7
(* CL L!)
c- z < 7J
LuJa)r
Lu-3
Ul
0
UZZ
5 a)L) L
-
zzzLLJ
LJJ
Li
:
cr
zz
CLI)
H-3 %/
z
U Ul)
zC
LJ
Lo LiC
S. j
0 0
I--
zz
* CV
LLi
Ln
Q0
CLC
-J=
C- J-'
NH-3
z
-VJ
z(.C'
If)
0
Id +
L 4J
4C
d<
O.
I 0)
CA--
zzzn
<'J
-- - Z < -+C
N '0
46 ..-
-I J LA
r3)
+
S. 0
'A.
* '.* I~t-* 'AS
pCDS.-
* L LL
V) - f)L
*
-. P
C-
*j z ]IW14LU
b Hz4
ip.
B.
La
Lj
4c
z -,
U
a - I- *(-)0
LA-~LA 4 I
zz
LU C
Cc-
H-4
z
U-
-
02(
XCC
.9 LL)
+ 4
.. w LJUj
I-~
C (l .D CxjLL-i -V)Z
9,-qL
zz
L ) u
r
A
clC-7
-% 1
-H-4
- -
. 4
00 C.
U-o
00
(0
C,
14
-
LL. >r T
w) u
a_~ (_ll
*A CL Co <
I- CLM
c2 Z <
CZ r14 j
-H-4
-J .rJII-e2
,404.O
ICC
.4
z 0
*L - J LI L
S. .4
.4
< LA C
cr--
* < L)
0 0
*L <
-. A
cc <Q-7
Dz
* ~ .- <
* z -4-.e
-Jr
2. .3
U U LL
z z
T- :
-)
4.i
n<- )- C-
< 1 7- /L ) -
, : - z
- I-
( -,
COC
c
IL
LJ LUJ
o oo
* )(O (D
* LLU
LII~c ZI *
oz C~z
Q*z
7L4
U'
.z z f
C) =
"i i
< CD
Z0* -
* z
C/2
- -- 7
IH--
", z ,- '?-b" -. P" .
Q.. C ~%
L.r
U,'')
* Lo
LU LL)
* 000
uLJ
NI <
z U
LUJ
CLCL
U-
CL
- c -
u LJ
0- L:cr- C
-I 1) z -6L0C
< - NO iAb
Ul
4A
44
00
- + !
~C M
oor-
05- 4
< C6
zz
rrzk
C V) -i- 4
CL 0 0
X CD
OL L - U..d
-L D = -
CD - _j-
, N.
4.
00
*a Z
z
LU U4~
C)~
CLD
<. 0
LU C\j<
UU
(L)
V) LL Z
V oz9 9
H-5
% %
4
U.)st
ui V-)
u
IL
00w D (
inN <
U, .U.
4c
C
a-
< CUz w
C',l
LL.' - r
L) z
cn v)
LU
t o -
CD 0 <0~ -w CD -.8 o S z 6 t s0t'6
0~ z
CH-5
.pp p -. F. . - -~~W. w-.z .- '-' W. 7 71! TT~ VI W. Nr N 7, )V, bM l~ W. itP-T
w
* LI
C 0
Y- +
uJ j 4. LJL
Uo <
L 4:
4m
w
.- I-j
UJ
C) 0
-,a-
CD
z w
U)
cr- w
w ~ a-
CL<
< z L
w Cf U)----
-r < -
OI-- (n
!!I L?. I
I.')
at
IL
U L L
a 0
In m
L4L
0c <
zzLLLU
ccr
z(LiO
w
zz(n 0
u.,
< - nC
wa-
CL <
-j LU
w =) LrOf
u C ><III-C~ jQDz- 9 0 6 0tZ8ct 96Z - 126 -)9z0 -)
0 j(z J8J ~SSNtVIV ~iA
M ) - Z'
11-54
~*. .%VV' ~ \ 1' ~% 1. V . w
1)~
U C0 o
cn'
Lid LUL) L
o of
* z z
-z
cr9-
a-
C, zj
U) <
0 (.n
H--',4 ',
'I) L)
C
Id
-CD
CD
UJ Z
LU W
o Ca- I
cdl C/)* CD
w
z
a _ a
.- -< LV) C
C',J '009 26 Z 2 1
-I
11-5
00Vp1--- 0
U)20 0
w N
r-1CIf)
-<I I
CL (0 6
CL - I.- -
*) <
<0
wz
H-5
UAC
0ov -
U'
4 L L
4.0
aI.)(D W
mL- (D+U
IA z (l
wA -
0-IL
a)-~
a.4
4
CI'
LUo LU
I (no oo
cr -V)
w CL 0
rr L).<
uj 1 (i') >3V 4iONOJ
M Fn V)D
H-5-FC , .rr eo,
lU . . . . .Ca zr.
* 0
000
44.u.-
U- (
LS
0 I L
"I - -0
CC
o0 Z
oo Cr
wLL O
a-4 I C D
-, z
P-)
0
< W.
0- CLCOJLr L
Wjc- (0(. D2
CD I.- MIO
H-5
Xpw- Z<--e O
300
00
IL4
4.
00
+ ~0z
0~00
4z
z m
U <
Uo z
c- b -
CL N
LUJ
zz
I-
7
0
IC (
0- CIrCL
wLL.
-j LU 0 0 L (D
C-1) Ckf
UIC .4 0wz) n crV)
(iH-60
%OO6t O~
~ ~ (AAI
a
'a
U U r)
w~00
00
III
U
0')
4- ..~w<UL
* Fn
* LU-- cY3
Czr
w a I. -j
< .- I-w z (
M 0
-4.CD NJ**
rH 6
re)
gO J LL
IIU
+(00z 7-
L4L
)
ot c
2:~ PI) -j
U <zzz
< CD
z w2::(3
C/ UJ
L) U .- (N
LU < -
(n LU L
0n0
z<
H-6
w
U L L
0 (Nj
Si.
ODIY,
Z: z<
SI' U-4. 4J
4 m
Sn <
CL
w, L ui CD
0U 0
oi w
LLJ'I
z
CL a
r a
U) z )-
0 zDu"L u Z' 6 98
-, zn u
CH-6
--R
T Fr .V. wvfV
3a
Ua
c\J300
00
* a:
In U
i
L
* CCD
LU)
C: zz
CL 00
w -
Lu z ti -
V ) DL L
-- <
U C -
Pu)z <-JV 1N OM n U-)<
ADm-A1lS 523 BOEING 727 MLS (MICROWAVE LANDING SYSTEM) TERMINALINSTRUMENT PROCEDURES (..(U) FEDERAL RYIRTION
ADMINISTRATION TECHNICAL CENTER ATLANTIC CIT.
7 UNCLRSSIFIED E J PUGACZ MAY 87 DOT/FRA/CT-TNO7/9 F/G V7/7. 3 L
IW
ago i le
w w w w w v --- 1U l
I 7WF AXMM
hi0
aza
.4r
hin
LA 0
C'.
o 00
zzz
z zw
C,,
-% N
I--
w) 0 L
w I.w. (0
-WCL 0-C
.) L C.L)0<CnM0 ~~cnw 4c
Cfl.W P- to
H1-65
w~
c,.
z
(D Z
mC <
'Sin
- 0)
0~* f0
U-r
CC
0 0)
w w
o zon 0:I-- :L
J) w 0
zrrWO
H-6
-
3 i L
z -
L 4
4w
4m
a.
w w&
I-- -
I- ww+
zzM a-
wz c(nW 0cr
0 D
I r
rnvmw m wg
I',
(0)
IAO
3 J Ll
Cu 0D
00)
C
o to
- -
*c C
0.)
-
w 0cr
w(L
W
Cr 0 Xu0 I
w0
H--
I0
LL
4 L L
C4
$4 -)
+~z z-
W ' 4 l
4Z
In
o 00
0 4D
_ -. 0
zzz
rra-~
0 z
uiz (
W
-J <
f., L z < 3onii i,
H-6
hiD
o
Ul)
U L L
a +z4
ul w 0,
00
g,-C <I
I-.
0 0cr
o a
(nw
w CLJ
- <~ -
nw- -n
C ~ ~ 27 z 80's ZV069 g(030) 60683 W31SAS iIOI HIAWIZV.
H-70
U-
w w
- +
< 4
-0
w CD
a-.0
4c
4c L
nn
a ZJ
w 4 w-
U) W
-r V)zzz
1 nz <0aw - i)683W1 V~ iwz
-J -jV
C., H071Cj)l
U)
zi .
30
.4)
4.O
C-
CII D
hi D
C-.
4C
CL
w u
c* x
wA~' ~zzn -a--
0 o
wi <0 0z
z <-J
H-72a
LI)
w e.
CD
w
U.) zI
U,--
C))
c..
W L
C o 0-
LLJ < 0
C 0
H-7
aa
II
L%
< AC <
U, 0
0~00
LJt
LU L
o oo o
I-CDcr. Cla_ *(0
).C (0
0 Z
- z
LAJ Z C) -
V)LU - U
CL) D (I
0 Z0Z 9 c z 8 o S
z -S-% OJlI I 1N 3 1 IH iWIZ
I* -
= H-74
-l xwmx~wmWPvnn FAAMAwnlwRA%&IRWA . % L r D M"RANMM16
KW
LO~
300
Lfl
=~
4 U LL
M.
W
z z ;
m d LL
~, ~ LI.
.34*
a-.
L4
w
w wo 0
0 0
zz
LoU
ii z (
0 z
f- Liiz1 (31S N 1V0 VN i
H-7
Q 116
0)
zo (.o
Cka~
aL
w 4L
-L
.. >
4m
00_
o) N
CL) (I<
I
L) z
0
-AJ Z V)
- cLDQ 8 91
t, a z< j S S N3 iV IA N i,,IZUi
H-7
U U)
w LO
V )aWa.L
+
U- 0
O~.U =
W<
UA U CC
LLI (N
CLI
o 0
LL.
I-
Cz z
a- r CLm
cr- CL
pI.
0 0
-H-7
)
IL
4a)
CC
Lig
V)0'
a:VL)
0~a-B- 4L
4.
40
< W'Jz a:
a--5
w Z L
q6 rZ-z 0+ Z OI S '
r- &J I 1Z<J& O1 V 3Irrr,-
________-78
0 C0
/ 0)
(D c(DJ
00
a_ 0
* <
LLJ LJr~<+ n
x az
Oslo-
I zU)Z -z ji )iI i
fi-7
Ul
Ul
0~
C a)
4 z
e L. L L
oP <
zz
w 0w r
CL (NZ
-C CK
-j 0
-J <
z
<L L
Co 0- -
< s-- -
Q0 C 0-l
0 .- ZjM jn CC
r ~ ~Ha:0
.A
U-
V) U
+z
ii-)
I-..-
U0'.5'.<
4z
LA- C D
KL c
CL w
cc I
r-CL
C_12 ;I O L - -J
* 0
-.j -A
4 L(
£0
'Jo
I4.
.14
Ca LLcm (
.L1)
o~ 0jL L
Cc _joC <1
zzz
CKw00
o.,
zz
Lnw- V)-
LL C
P-- -'
U, 0. c\J
.aJJ< 0ij
ff-8zAl~ilil 112IN % W.NI
oI
z
C)Z
-aaz
4. I 4.0
CL C,
-aLn
CL -I 1M
ma_
C..j
-- 1LOJ Z IJ
o Io k5 &%ZN
U U
z z
4..
'U.7<
r
4~- IL(
a'70
tiC.I
w 7v
W -
-H CL
zz -q
zzz
-H-8
0 C)
I--V
h80.
0~C,
C',
w<
z
7 /0CD
I- -j
IA -
(n
0~0
C~
0
C- a- ...'
-x CI
"i o<J A- - -- ~ -- - - --
L&- I- -
H -85
Wp. -- Ir.~v rw N ~1 ~VV~W V m-WW.UWJU~ vW5. Vj V'~ UWVNT WIRU n~' www 4-2urmU
C
ILI
4,.i.
. L
U I-
- ~ C)
-I I<z . C)
uj uJ,o o
o<
I U- )
Cj
z) 0<-
C)
L C
Li.C
w <-
L- A
L C.. -'
H-86
Er *.IS~
U C)
-C
E
e C)
0 C
UJ C
+ L
z
4.- NU
'A
L)
0CLa_.a_
< i
*~V1V)
a-.H-8 7
IJJ
UJ
00-a<
.04
4.m
- C*0-
C 0L) Z
cr x~zzzn
LE S L
< C:ji CL V i
H-8a-
C4
W
46
UC
La rJ
00
Ln
u
N a-
I-. C)
z -
4 -<
a-.
FfO-8j
Iao
C)
0 0z 7o.JJ
Ia0
In7 <
LC)
.J __o 0
LL LL, o
LD ULL L
u')Cu
Z' A .
- z
H-9
PJI AAI P.R RANMR. ~K~~rARXIiNAuJA xm rKR R""F1 O um L% R oY ML ~
00
NLa-
0
a +
C.13
CD C
(n w
u+ 0-
- c
Q:w" i a - -
<l
C---------
IH-9
41F t U~ W ~ W U F~r I W WJ W I W3 ru~- z rjw, , w,~'~~~.b- ~ .~.'. . ~ -
wC
20
0
3 dLJu4L
- 07)
U-r
3.4x
LU LU
o) Z
r.r- I- -=
i w IV<
)(O (0Dz -t
z <zww.wJ(0 (l J l V IH 3 H I iwizrr6 wLU n
H-92
U3i
+~00
hii
U<
*C w
.-
0-S)
U--
a_<
w wj
I- <
u, () co
) I.- I.- -
WWLL
CL o-
U, U--
w 0
U C3
- 0 <
H-9
Z (),iz ~ L
00al
a-C
U-C
0~00
C~
< <
o oo
w _*
)-'~D (<w,
WWL
C-:
w04cr r
Cf)
SCfl u
(n LL t
wL 0< I--
- 0
w -<
cz <0 2r4 ON0iiO iwz
_j CLZ
00H-94
wo
vwgn pI- ~ . ~ll4vx~F lv rI lw wwuIa
"aj
(NI
(D.4D0 -
0
o 0o
o 0.
LAJ~
wU JJL~
zrr (Dz
-uJ LA
u zU
(/L 0 1
(-
0M
z <
H-9Pz ci-. * d
La
A 0
41V
'-
40
Lii Lii
+ 00
o z
-7 <
z _j
LLLu
cr
0- Z'CC
w u-
o ncw wl
CLi
<z VV))
f lf l - 0
(N wz 1 - 9
c'suiezH-96WO1 wIi 42d,41ASNIVIVNH NZ
w0
3 L L0 L
(D (
+
12 z z< 9
4 du &4..I
SiMa<
44
a::
L to
C)
C 0 0_
_j UJ
P,_ 0 o)O ~ i s o i
'I _j r)Z(.
H-97<
%z
INN
- ~ -31 X INO-3 .) x"M N- P -WW - - ' -V'V I. %74 V -19 P~ % T R,
a4
4
IL
W LU
oV <I-. en
(D
LCLJ
0wCL
o 0
U-
zcn~Q7 Z
-J L&J 00tA0
N0 Z < '
1--98
suZ 51! ohpi *. L P.M~ W~ PIVwrI~rrpm- m PJ' w ' WJP XF Kr -%p F Mi pwtmv - WW VVM MCM vv v wt WWV VUw M Kwr mv VSWJ- ir- wuzw -. r -g- wa
H;O4O
4.LL
I.L.uj+
z z.LawjL
9.4i
4'
~00w Lj
C' <
* W -
LLiJ
9.-
0
CL
Lii
CL C M
w a.
-~ 0
X- -C
l9.9
~KK!Qtl
U
z
<4 Ka dWLIu
LU L<
zz
00
L U
CLC
C-)-j
c U-
- xU
rI CLWJ
L n V
CL U~ 0
ir a:~
LL .9. -i <j -K
0 Irs 62 '9 *1 V '
4a
164
4.
U. L
)I DU+f
0~0a-Z
00
o D
* 0
CL cc
wz
W 0Az
C1- -
wL
0
00) 8 J~i VINHOi IH I J Hiwiz
UA
Ul4r
4. ) LL0'
(D t
<N -w
Ld U LU Lo 0
zzz
w r CD
cn z
LL..
0
rrQ:
I-.
UU,
u z
= c -J
C- W- )< c -cn U.gi w L
00J 0M < -UJu 0 -I
C\ w z Z zzz1 6 i 6988 C6cn z 0 1 V 031 iO iw
Lu0U
H-102
SW ~ for,
w~ rv ~ N ~ --,~J .s NJNJ ~ U UIN~ ~ ~ XK~7NKU NA N' .~U..9 J~ .PhI UJ UZ K~ U~ F! ~!h~'RJ ~ m j~.~KW~WU00
U L u
~(.
L)
- -,-
SZ
4m4.0
w
wWD - ~
LL 0
B-j
(n WI
oL CoL <
-, U-
x <
)- wC. z '.01 z 9 go8 e g p
0 z <
H-10
% %
L()
IC
U J
0 z
coJ
w__w
Ci C
0 X
a- w
CL C
Kz D
=~ 0
-J r(NJ LU0z1 00 90
0z < ]-~3Wi N~VIV iwzC/n
H-10
UJ
100
4A
m -
0i
'as-j
9. a-,'
z
c'J
-p ~C*u~J u<
0Z
D + I--
ULU0
< wJ
Z I.
= -(()
cnL)=
tn -v)w-
CL 0 M .-
.5 z t
L 02 0 '
/) (m2w . D 6C t6
H-105
-. o JLW
PIN wir vw-vw .wi w w--w--twvpir~~ng AMMIMWMA WT io PUIP pui Mi(l W--7w Oa
C.-C
0i ItD
En.
3L nI+
010hto
0~00
N-
1.Dw
LU LU
< w
r-CL (x A
LA w)I (n (
(z (U~JL Z
(<1
-w LOI~
LUJ
=~ w 0 >M - --jV)L
H-106
=00
U
hi i toJL
I-L
ZR:
4m
U0-
w D
cn -C
a _ '
cr-.
w Lai
L . I-
a0 CO
*L <
o 0<
H-107
300
z. I+
z3
d LIJ U.J L
o oo
(n LU
< Sr
0. 0
a. C O
m- X
-, CLC
zL- -
- z
u ., 00V
C LL) z -- 9 1 Z , 8 lJ9
ai , - Zn 0
H-108
itO
14.
h. I -
z S4 dLjU
a-LC0
w<
0~00
K-
LJ
Q
4
CC
r- (x
*a L,, (I
CL 0M 0
r-O Dr
w C * Ii-CCL zzL
W o CZ) C4;' 0r
X <
0 z - - -
H-109
o 04%0
I.1
U U
U
Y-+P
00
aI--
UX,
w cr-L LU
0 LO
I-..
LLJ LL
< z Vz
zz-J 0
LU < I-
H-110
(D(
z z
cJco
.- ,
~Z:
uJ
00Q) (Y-
L JLi W)CL U'
CL 1 z W
< 0J
C <
C. - (0GZJA ]i SN V V OIiA
oo
4.P
UJ
4.00
0F
Ie I)
w =M
4.J+.
zwe. L L
1=U
0~00
(\J
. D C
(n LU-
0 0r
Q- I-
LU--
m (rp
LLJ (L LU
<%J
C <
C, -. -- 1 l W i N I V I V O i A
M~ w - V
*Hc11
00
1 L LwM
M,4a4.D
I.(.SL+..
4
U-7<
0 004j
< 0
aa-
* -
*i I b0
(n <
4cU z n
Cz
H-113
z
w ~ L)..
LuL
4<
z~CD
00
0
ac
LJ Cw
u ZCL 0
ui- c 0)-
ULJ - fI rN A 816 88s o' zP lzz< z:
--j LU<0
-114~SIN V
04 0n
30 0lU L (NJ
I. - r-)0LJ
+
z
0 00
*i 0
CLL
1-0
CL - -
-C-
-j LLJ-i LMI
a r <N.0 1 1 Iolv~j S'00
Vwvw wvwff VA" n VV'- 7w2w Iw 7Rjrvry
C
C
I.I
000
'.4)
LUJ LJCC
0 00 0
S+ Il
L&ILAJ LJJIzrL-
L-uJ
zzLLUr
L)
0
L I -,4c,
CA~
LLJ L z 4.c~
668 -60 £6L 8O--8- O'
0l CD - C
H-116
APPENDIX I
SAMPLE LANDING SEGMENT SCATTER PLOTS
(0
00
U";
-9-
00
Ic 0o
0)
LO~
LOL
<0
w ~C< Enh
z
w<
w - ( 0V o (NJ (0LL
0z 0(NJI.
-J8Z6Z 06 2 6 96
<Loni iJ
I 00
00)
ORN.
ILU-0
an
4.L
aaun j
C)=
z L&
zQ
N
LLI CLL
(n LLr <
1-2C
wZ C
Irw a)
a)
04
W..
I L -00.
SI 0
a-00
4N
att
a)
I,-,
L*Lj
-~ 9. * eCVcr- 00
C) z
- I-
w
Pz
-1-
v
Ir
C
U.L
4.L
.nL)
ICIO
00
a- c
4') < 0'L ' J
77 16 6
= 1-4
a)
(IVU:v
UU
(0
-q5-
(nn
CD0
0 a) 0P
z-
*0 L
L)9 w
(In c-C-<
crCL
0.-
CD 0)CD
< ]o In i
I *A
-C
Laf
0
00 U
zto
- -
C)\
I u
Z)aL)
0,
a-' <fCL
0
I---
IL a
LiL
1-6~
x r)
4 C,z C
0; L
I
U, ,Ur
7 0-
CL
CL M
w< - 7
- 0 9 y;
0z T o69 Z8 0
7.Ln ii I
1-
f-7U
weY
w 0X
0-(z
Q M
W -
cr..
1-8-
-%L
U
mI~J
q
'p
4
* J
.1
4
U..
..~w ,~ -~ - V. '*a~ ~J..' 'V~ V