7/17/2017 0 Comments 747 Precision Simulator DownloadIFly Jets - The 737NG for FSX The iFly Jets: The 737NG is a super sophisticated and complete 737NG addon for Microsoft Flight Simulator X. High accuracy. Downloads for FSX. PMDG software products for Flight Simulator X (Requires FSX be updated to SP2). Download the free trial version below to get started. Double-click the downloaded file to install the software. Contribution of Flight Systems to Performance- Based Navigation. Flight management systems have evolved to a level of sophistication that helps flight crews fly commercial airplanes more safely and efficiently. PBN is a concept used to describe naviga. For transport airplanes, it typically is specified in terms of required navigation performance (RNP). The PBN concept defines navigation performance in terms of accuracy, integrity, availability, continuity, and functionality. These operations provide a basis for designing and implementing automated flight paths that will facilitate airspace design, terminal area procedure design, traffic flow capacity, and improved access to runways (more information about PBN can be found in AERO second- quarter 2. The PBN concept is made possible largely by advances in the capabilities of airplane FMS. Dassault Mirage: http:// Dans ce package, vous pourrez voler aux commandes du fameux Mirage F.1CG pour. Aerosoft - PMDG 747-400 Queen of the Skies X - FSPilotShop. Commercial Aircraft Flight Simulator X. FSX Addons & hardware, yokes, pedals, scenery, aircraft. Flight Management Systems (FMS) and associated airplane flight systems are the primary navigation tools on board today’s commercial airplanes. This FSX sound pack contains engine sounds for heavy aircraft that have whistling engines when running at full thrust, such as the Boeing 747, 777, Airbus A340, A380. FSX - Microsoft Flight Simulator X Steam Edition - FSXSE - FSPilotShop. Flight Simulator X FSX Steam. FSX Addons & hardware, yokes, pedals, scenery, aircraft. Ultimate Airliners - The Super 80 Professional simulates the latest cockpit upgrade given to the MD-80 series. It includes a full Electronic Flight Deck (EFD) that. This article helps operators better understand how the FMS and other airplane flight systems have evolved over time, how they contribute to PBN opera. Early “turn and slip” indicators and ground references such as lighted beacons enabled aviators to fly coast to coast across the United States. However, these early flights were filled with uncertainties and their use of visual flight rules soon gave way to reliable attitude indicators and ground- based navigation aids, or navaids. Non- directional radio beacons and the airplane’s airborne automatic direction finder equip. Non- directional radio beacons are still being used today throughout the world. In the 1. 94. 0s, the introduction of a radio- magnetic indicator or dual- bearing distance- heading indicator facilitated the use of ground- based navaids, including the very- high- frequency omni- directional range (VOR) navigation system and dis. VORs came into wide use in the 1. VOR and DME provided the framework for a permanent network of low- altitude victor airways (e. V- 4) and high- altitude jet routes (e. J- 2), which are still in place today. Long- range navigation over remote and oceanic areas, where navigation radio transmitters did not exist, was originally accomplished by dead reckoning and celestial navigation. ![]() The introduction of the inertial navigation system (INS) on airplanes facilitated long- range capability by providing a continuous calculation and display of the airplane’s position. Flight crews could enter waypoints and the INS would calculate heading, distance, and estimated time of arrival to the respective waypoint. At the same time, the 1. As a result, avionics manufacturers began producing performance management computers and navigation computers to help operators improve the efficiency of their airline operations. Boeing’s initial entry into this arena was represented by the implementation of the early Sperry (now Honeywell) automatic navigation systems on the 7. During this same time, Collins produced the AINS- 7. RNAV) computer on the DC- 1. Each of these steps reduced the amount of interpretation by the flight crew by presenting more specific indications of airplane positional and situational status. Even so, the reliance on the flight crew to manually interpret and integrate flight information still provided opportunities for operational errors. Typical VOR installation By 1. VOR were in operation. A DME transmitter was usually located on the ground with VOR stations. DME transmitters would respond to interrogation by transceiver equipment installed on airplanes and provide the pilot with a reliable distance in nautical miles to the transmitter. Pilots operating in areas where VOR and DME coverage was available had both distance and course information readily available. THE FIRST INTEGRATED FLIGHT MANAGEMENT COMPUTERWhen Boeing began work on the 7. FMC) and the control display unit (CDU) (see fig. Boeing merged previous designs of the performance management computer and the navigation computer into a single FMC that integrated many functions beyond navigation and performance operations. The company used experience gained from Boeing’s other research projects to develop advanced implementations of performance manage. ![]() The new FMC system was envisioned as the heart of an airplane’s flight planning and navigation function. FMC CDU One of the first implementations of an FMC CDU was designed for the 7. While Boeing was continuing work on new commercial airplane navigation systems for the new “glass” flight decks, a debate was under way among the airlines about the need for a dedicated flight engineer crewmember. In July 1. 98. 1, an industry task force determined that two- crew operation was no less safe than three- crew operation. This decision would have a profound effect on the design of all Boeing commercial airplanes, including a short- notice imple. With one fewer crewmember, Boeing engineers focused on a flight deck design that would reduce crew workload, simplify older piloting functions, and enhance flight deck efficiencies. The early 7. 67 FMC provided airplane performance predictions using stored airframe/engine data and real- time inputs from other onboard systems, such as the air data computer and inertial reference system (IRS). This performance function replaced flight crew back- of- the- envelope- type estimates with relatively precise time and fuel predictions based upon actual airplane performance parameters, such as gross weight, speed, altitude, temperature, and winds. Then, as now, the navigation function was based on the IRS position and used ground- based navaids (e. DMEs, VORs, localizers) to refine the IRS position and correct for IRS drift. A navigation database (NDB) was included in the FMC’s memory and contained approximately 1. The NDB allowed flight crews to easily enter flight plans from takeoff to landing and make real- time route changes in response to air traffic control (ATC) clearances. The FMC also provided guidance to the flight plan route using the lateral navigation (LNAV) and vertical navigation (VNAV) functions. Initially, the FMC was equipped with LNAV only. VNAV was a new challenge and required a significant effort on the part. Boeing and Sperry (now Honeywell) engineers to make the vertical guidance component operational. After the development of the 7. Boeing also worked with Smiths Aerospace (now GE Aviation) to develop an FMC as part of a major update to the 7. The operation of the 7. FMC, the appearance of the CDU, and the CDU menu structure were designed to parallel those on the 7. The FMC became part of the design of the 7. Classic family, which included the 7. The 7. 37- 3. 00 was the first of the family to be certified in 1. Boeing offered the 7. Classic family with either single or dual FMCs and with either the traditional electro- mechanical attitude director indicator/horizontal situation indication flight instrument suite or the EADI/EHSI “glass” flight deck derived from the 7. For several years following the initial FMS certifications, minor changes were made to enhance the FMS operation, but no significant hardware or software changes were made until the early 1. DEVELOPING THE MODERN FMCIn the late 1. Modern FMS equipped with a multi- sensor navi. But oceanic operations and flight over remote areas — where multi- sensor updating of the FMC could not occur with accuracy better than the drift of IRS systems — made RNAV operations difficult. Operations in these areas of the world were increasing during the 1. As a result, the concept of a future air navigation system (FANS) was conceived in the early 1. AERO second- quarter 1. Subsequently, Boeing and Honeywell introduced the first FANS 1- capable FMC on the 7. At the heart of the system was a new, more capable FMC that. Airline operational communications — Digital communication of data (data link) such as flight plans, weather data, and text messaging directly from the airline operations facility to the FMC. Controller- pilot data link communica. RNP defined the confines of the lateral route, and the FMC provided guidance to reliably remain on the route centerline. The FMC’s RNP function also provided alerting to the flight crew when this containment might not be assured. GPS was originally a military navigation sensor that was allowed for commercial use with some limitations. Integrated as the primary FMC position update sensor, GPS provided exceptionally precise position accuracy compared to ground- based sensors and enabled the FMC’s capability for precise navigation and path tracking. GPS remains the primary sensor for the current gener. Data link provided a reliable method of digital communication between the airplane and the air traffic controller. A comprehensive list of preformatted messages was imple. Concurrent with the FANS 1 FMC, Alaska Airlines teamed with Boeing, Smiths Aerospace (now GE Aviation), and the FAA to develop procedures that would provide reliable access to airports that. By virtue of the surrounding rough terrain, the Juneau, Alaska, airport became the prime candidate for the certification effort. Because the approach to runway (RW) 2. Juneau, it was selected as the most rigorous test to prove the real performance capability of RNP (see fig. In 1. 99. 5, Alaska Airlines successfully demonstrated its ability to safely fly airplanes to RW 2. RNP and soon began commercial operations using RNP, which was a first for commercial aviation. RNP: ENABLER OF PBNThe concept of a reliable and repeatable defined path with containment limits was not new. Early conceptual work was done at the Massachusetts Institute of Technology in the 1. FMC, with its position accuracy and guidance algorithms, made reliable path maintenance practical. The first demonstration of the FMC’s terminal area precision came at Eagle, Colorado, in the mid- 1. Following simulator trials, the procedures were successfully flown into Eagle and subsequently approved by the FAA. The result: reliable approach and departure procedures that provide improved access to Eagle. Although Eagle demonstrated the FMC’s capability to execute precisely designed terminal area procedures, in the mid- 1.
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