6.0 Future Work
A logical next step is to flush out the functional architecture described here and develop specific concepts for the processing and pilot interfaces required, including how they would be integrated with existing functions and features. Any proposed interface concepts must consider information transfer and communication requirements as well as data base and processing capabilities to support real time collaborative decision making in the replanning process. It does not necessarily have to assume a flight management system box, but it does have to integrate with other flight management functions. It also needs to consider the presentation of presumably much greater quantities of graphic environmental information in the context of limited display space. Differing display requirements stemming from some information supporting multiple functions (e.g., weather information serving situation awareness, flight control, and planning functions) must be considered. Just as importantly, crew procedures must be considered in conjunction with new flight replanning functionality and information management demands, in order to assess workload bottlenecks and procedural conflicts. Test of a more sophisticated airborne replanning capability to accomplish modest Free Flight goals (e.g., Free Flowing or Free Filing [Beatty, 1997]) and more ambitious Free Flight goals (e.g., free maneuvering) would be appropriate. It could be compared with current replanning capabilities, and more sophisticated systems that are ground based.
Appendix A
Current flight deck equipage relevant to flight
planning/replanning
Existing Systems
Navigator Flight Plan A flight plan is a series of waypoints that define an intended route of flight. At a minimum, each waypoint in the flight plan must be defined laterally. As an option, some navigators provide the ability to define a vertical constraint at the waypoint. The course between two waypoints in the flight plan is called a flight plan leg. The navigator calculates the course for each leg in the flight plan. The active flight plan can include the route to the primary destination followed by the route to the alternate destination. The number of waypoints that make up the flight plan varies with manufactures. The Honeywell Business and Commuter Aviation Systems FMS allows 100 waypoints per flight plan.
During flight, the active flight plan automatically sequences, so the first leg of the active flight plan is the active leg that is referenced to the guidance parameters. The flight plan may also consist of flying published procedures such as Standard Instrument Departures (SID), Standard Terminal Arrival Route (STAR), approaches, and missed approach procedures. These procedures are stored in the navigation data base and retrieved by the pilot and entered into the flight plan. This reduces pilot workload and possibility of entering incorrect waypoint names and latitude/longitudes.
The flight plan may also consist of complex types. These legs types are based on other parameters to determine when the leg sequences. For example, may missed approach procedures require the aircraft to climb to an altitude and then turn left or right and fly to a holding fix. The location at which the aircraft will reach the turn altitude is not defined as a latitude/longitude. The navigator waits until the altitude constraint is satisfied and then commences the turn.
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