Upgraded Flight Management System Using Data Concentrator for GPS Navigation
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Solution Overview
Problem
Existing flight management systems (FMS) in aircraft, such as those on MD-80/90 aircraft, face limitations in navigation database storage capacity, lack of GPS-based navigation capabilities, and insufficient autopilot and auto-throttle control functions, necessitating costly and time-consuming complete replacements rather than efficient upgrades that utilize legacy components.
Innovation Solution
The upgrade involves replacing the legacy EFIS system with a data concentrator unit, integrated flat panel display, and GPS receiver while retaining the advanced flight management computer (AFMC) and other legacy components, enabling increased navigation database storage, GPS-based navigation, RNP, VNAV, RNAV, and RTA capabilities, and enhanced autopilot and auto-throttle control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the legacy EFIS system is replaced with a data concentrator unit, integrated flat panel display, and GPS receiver while retaining the AFMC, then navigation database storage capacity and GPS-based navigation capabilities are improved, but system complexity increases
Solution Approach 1:
The system is divided into legacy components (AFMC, flight control computer) and new components (data concentrator unit, GPS receiver, integrated flat panel display). This segmentation allows selective replacement of only the EFIS system while retaining functional legacy components, thereby improving navigation capabilities without completely replacing the entire FMS.
Solution Approach 2:
The data concentrator unit acts as an intermediary between the GPS receiver and the legacy AFMC, enabling integration of modern GPS-based navigation capabilities with the existing legacy flight management system architecture without requiring complete system replacement.
2Adaptability or versatility
If the legacy FMS is completely replaced with a new system, then all modern functionalities (RNP, VNAV, RNAV, autopilot control) are achieved, but cost and downtime increase significantly
Solution Approach 1:
The upgrade approach performs preliminary integration of modern components (GPS receiver, data concentrator unit) with the existing legacy AFMC before full system deployment. This allows incremental implementation of modern functionalities (RNP, VNAV, RNAV) while minimizing downtime and costs associated with complete system replacement.
Solution Approach 2:
The legacy AFMC and flight control computer are recovered and retained in the upgraded system rather than being discarded. This approach eliminates the need for complete system replacement, significantly reducing upgrade costs and downtime while still achieving modern navigation and autopilot control capabilities through integration with new components.
3Reliability
If the legacy AFMC is retained in the upgraded system, then proven performance capabilities are maintained, but navigation database storage capacity and GPS-based navigation capabilities are limited
Solution Approach 1:
The navigation system is segmented into the legacy AFMC (providing proven performance) and new components (GPS receiver, data concentrator unit providing modern capabilities). This allows the reliable legacy AFMC to be retained while adding GPS-based navigation and increased database storage through the new segmented components.
Solution Approach 2:
The upgraded FMS achieves multi-functionality by combining the legacy AFMC with modern components. The system simultaneously supports traditional navigation methods (maintaining proven performance) and modern GPS-based navigation capabilities (RNP, VNAV, RNAV), making the system universally adaptable to multiple navigation requirements.
4Adaptability or versatility
If modern components (data concentrator unit, GPS receiver) are integrated with legacy AFMC, then GPS-based navigation and autopilot control are enabled, but system complexity increases
Solution Approach 1:
The data concentrator unit serves as an intermediary that interfaces between the GPS receiver and the legacy AFMC, simplifying the integration process. This intermediary component handles the complexity of combining modern GPS-based navigation with the legacy flight management system, enabling autopilot control and modern navigation while managing system complexity.
Data Source
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AI summary
A preexisting FMS system may be upgraded to increase its functionality by optimizing the control of autopilot and auto-throttle functions and replacing other preexisting components with different components for enhancing the functionality of the FMS system. The preexisting IRU, CADC, DME receiver and DFGC in the upgraded FMS system are in communication with the legacy AFMC but, instead of employing the legacy EFIS, the EFIS is replaced by a data concentrator unit as well as the display control panel and integrated flat panel display, and a GPS receiver. The upgraded FMS system is capable of iteratively controlling the autopilot and auto-throttle during all phases of flight and of such increased functionality as increased navigation database storage capacity, RNP, VNAV, LPV and RNAV capability utilizing a GPS based navigation solution, and RTA capability, while still enabling the legacy AFMC to exploit its aircraft performance capabilities throughout the flight.