Simulator manufacturers must continue to provide the customers the latest wind shear models available for pilot training. The release of the JAWS data package enabled the provision of a much more realistic wind shear package to the customer rather than just the standard six SRI wind shear profiles currently in use. In this brief presentation, the steps taken in implementing the JAWS data into the FAA 727 simulator are highlighted

Reilly, David R.

English

NASA Technical Reports Server

SIMULATOR MANUFACTURERS' REQUIREMENTS
N8 7- 25 280
David R. Reilly
CAE Electronics Ltd.
Montreal, Canada
Introduction
As simulator manufacturers, we must continue to provide to our customers the
latest wind shear models available for pilot training. The release of the JAWS
data package enabled us to provide a much more realistic wind shear package to our
customers rather than just the standard six SRI wind shear profiles currently in
use. In this brief presentation, the steps taken in implementing the JAWS data into
our FAA 727 simulator are highlighted.
Implementation of the JAWS Data Package
The entire data set was loaded into one of our development computers to conduct
some preliminary testing. We decided to select a subset of the JAWS data for the
simulator since we did not believe that it was necessary to have the whole data set
available on the simulator.
We were provided with time histories of a standard three-engine missed approach
flown on our United Airlines 727 simulator (see Figures 1 and 2), which the FAA
requested us to use as a baseline for evaluating the severity of the microburst
data. Choosing the origin of the microburst as shown in Figure 3 and placing this
origin at the touchdown point, several missed approaches were tried along the sug-
gested flight paths. The effects of the microburst on altitude, airspeed and pitch
angle are shown in Figure 4. Since there was no corrective action taken by the
pilot, and there was no provision for altering the initiation of the go-around
procedure, these results clearly do not imply that ground contact is inevitable
in this case, but only that this microburst is severe enough to indicate that
standard procedures are not sufficient to survive this encounter.
After demonstrating several of these automated missed approaches to the FAA,
it was decided to implement the entire region shown in Figure 3, which measures
6.6 km2, into the simulator. We feel that we are proyiding the EAA with a
reasonably large region of the JAWS data to evaluate which includes severe,
moderate, and weak wind shear flight paths.
Instructor Station Control of the JAWS Data
In order to provide flexibility to the instructor, the data has been imple-
mented in such a way that the origin of the microburst (whose default position is
centered at the touchdown point and orientation along the runway heading) may be
translated relative to the touchdown point, and the orientation of the data block
may be rotated, facilitating the task of evaluating the various flight paths (see
Figure 5). In addition, although physically unrealistic, the FAA requested that
the base altitude of the microburst be adjustable if necessary so as to inhibit
ground contact during evaluation and training.
173
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Figure I. Altitude, airspeed, and pitch angle time histories of a
standard three-engine missed approach.
174
ORIGINAL pAGE IS
OE POOR QUALITY
ELEVATOR ANGLE (DEG) VS TIME (SEC) | 9-Sep-83 I0:20:25
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Time
2. Elevator, flap, gear, and thrust time histories of a
standard three-engine missed approach.
175
FLIGHT PATHS OVERLAID ON HORIZONTAL
WIND SPEED VECTORS
WIND FIELD AT GROUND LEVELS
August 5, 1982 Data Set
(-4.9,-21.0) A
Y
C
G
K
J
D
Z
(-4.9,-27.6)
JAWS Data Set Coordinates
in km Relative to CP2
(see reference I)
H
L
B (l .7,-27.6)
Scale
40 kts
Figure 3. Region of JAWS data used in the simulator.
176
ORIGINAE PAGE IS
OF POOR QUALITY"
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Figure 4. Altitude, airspeed, and pitch angle time histories of a
standard three-engine missed approach flown through the
center of the microburst.
177
MBOX
MBOY
Figure 5.
MBOX - Microburst origin lateral offset
MBOY - Microburst origin longitudinal offset
o - Angle of rotation with respect
to runway heading
Parameters used to modify microburst location and
orientation.
178
To further the evaluation of pilot performance during approach and landing,
it will also be possible to superimpose a plot of the microburst region on the ILS
graph as shown in Figure 6. The instructor may then monitor the entry into the
microburst, the glidepath and localizer deviation and airspeed while flying
through the microburst and on through to touchdown or go-around. A hard copy may
then be obtained for further study.
Summary
Although we have no feedback from pilots as of yet, we feel that the JAWS
data set will provide far more realistic and difficult wind shear profile en-
counters than what is presently used and should, therefore, provide better training
value. From a manufacturers point of view, the major questions to be answered are:
l) Would an analytical model of a microburst which is under our control be
more useful in pilot training than the JAWS data?
2) Are much simpler models, which would still require similar flight path
control measures, sufficient for training purposes?
REFERENCE
1. JAWS Project Operations Summary 1982. National Center for Atmospheric
Research, Boulder, CO, 1983.
179
i-2
I
-I
2000 ft.l
MBOZ (Altitude display)
!
0 1 2 3 4
i I I i I
5 6 7 8 9 I0
Glidepath Deviation
MBOY _jLongitudinal offset)
(Lateral offset)
MBOX
Localizer Deviation
p ""
f
/
/
/
(
VREF I
Airs peed
Figure 6. Example of the ILS approach plot with the microburst
region displayed.
180


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