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  • 1
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    Author Correction: Exome sequencing of Finnish isolates enhances rare-variant association power (2019)
    Springer Nature
    Details
    Publication Date: 2019-11-01
    Print ISSN: 0028-0836
    Electronic ISSN: 1476-4687
    Topics: Biology , Chemistry and Pharmacology , Medicine , Natural Sciences in General , Physics
    Published by Springer Nature
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    PAPER CURRENT
  • 2
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    Exome sequencing of Finnish isolates enhances rare-variant association power (2019)
    Springer Nature
    Details
    Publication Date: 2019-07-31
    Print ISSN: 0028-0836
    Electronic ISSN: 1476-4687
    Topics: Biology , Chemistry and Pharmacology , Medicine , Natural Sciences in General , Physics
    Published by Springer Nature
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  • 3
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    Regression Analysis of Top of Descent Location for Idle-thrust Descents (2013)
    In:  CASI
    Details
    Publication Date: 2019-07-13
    Description: In this paper, multiple regression analysis is used to model the top of descent (TOD) location of user-preferred descent trajectories computed by the flight management system (FMS) on over 1000 commercial flights into Melbourne, Australia. The independent variables cruise altitude, final altitude, cruise Mach, descent speed, wind, and engine type were also recorded or computed post-operations. Both first-order and second-order models are considered, where cross-validation, hypothesis testing, and additional analysis are used to compare models. This identifies the models that should give the smallest errors if used to predict TOD location for new data in the future. A model that is linear in TOD altitude, final altitude, descent speed, and wind gives an estimated standard deviation of 3.9 nmi for TOD location given the trajec- tory parameters, which means about 80% of predictions would have error less than 5 nmi in absolute value. This accuracy is better than demonstrated by other ground automation predictions using kinetic models. Furthermore, this approach would enable online learning of the model. Additional data or further knowl- edge of algorithms is necessary to conclude definitively that no second-order terms are appropriate. Possible applications of the linear model are described, including enabling arriving aircraft to fly optimized descents computed by the FMS even in congested airspace. In particular, a model for TOD location that is linear in the independent variables would enable decision support tool human-machine interfaces for which a kinetic approach would be computationally too slow.
    Keywords: Aeronautics (General); Air Transportation and Safety
    Type: ARC-E-DAA-TN7610 , USA/Europe Seminar on ATM Research & Development (R&D) (ATM 2013); Jun 10, 2013 - Jun 13, 2013; Chicago, Ill; United States
    Format: application/pdf
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  • 4
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    Flight Management System Execution of Idle-Thrust Descents in Operations (2011)
    In:  CASI
    Details
    Publication Date: 2019-07-13
    Description: To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its error models, commercial flights executed idle-thrust descents, and the recorded data includes the target speed profile and FMS intent trajectories. The FMS computes the intended descent path assuming idle thrust after top of descent (TOD), and any intervention by the controllers that alters the FMS execution of the descent is recorded so that such flights are discarded from the analysis. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location are extracted from the radar data. Using more than 60 descents in Boeing 777 aircraft, the actual speeds are compared to the intended descent speed profile. In addition, three aspects of the accuracy of the FMS intent trajectory are analyzed: the meter fix crossing time, the TOD location, and the altitude at the meter fix. The actual TOD location is within 5 nmi of the intent location for over 95% of the descents. Roughly 90% of the time, the airspeed is within 0.01 of the target Mach number and within 10 KCAS of the target descent CAS, but the meter fix crossing time is only within 50 sec of the time computed by the FMS. Overall, the aircraft seem to be executing the descents as intended by the designers of the onboard automation.
    Keywords: Air Transportation and Safety
    Type: ARC-E-DAA-TN3279 , 30th Digital Avionics Systems Conference; Oct 16, 2011 - Oct 20, 2011; Seattle, WA; United States
    Format: application/pdf
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  • 5
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    Analysis of Flight Management System Predictions of Idle-Thrust Descents (2010)
    In:  CASI
    Details
    Publication Date: 2019-07-13
    Description: To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the predictor and its uncertainty models, descents from cruise to the meter fix were executed using vertical navigation in a B737-700 simulator and a B777-200 simulator, both with commercial FMSs. For both aircraft types, the FMS computed the intended descent path for a specified speed profile assuming idle thrust after top of descent (TOD), and then it controlled the avionics without human intervention. The test matrix varied aircraft weight, descent speed, and wind conditions. The first analysis in this paper determined the effect of the test matrix parameters on the FMS computation of TOD location, and it compared the results to those for the current ground predictor in the Efficient Descent Advisor (EDA). The second analysis was similar but considered the time to fly a specified distance to the meter fix. The effects of the test matrix variables together with the accuracy requirements for the predictor will determine the allowable error for the predictor inputs. For the B737, the EDA prediction of meter fix crossing time agreed well with the FMS; but its prediction of TOD location probably was not sufficiently accurate to enable idle-thrust descents in congested airspace, even though the FMS and EDA gave similar shapes for TOD location as a function of the test matrix variables. For the B777, the FMS and EDA gave different shapes for the TOD location function, and the EDA prediction of the TOD location is not accurate enough to fully enable the concept. Furthermore, the differences between the FMS and EDA predictions of meter fix crossing time for the B777 indicated that at least one of them was not sufficiently accurate.
    Keywords: Avionics and Aircraft Instrumentation
    Type: ARC-E-DAA-TN2053 , 29th Digital Avionics Systems Conference: Improving Our Environment Through Green Avionics and ATM Solution; Oct 03, 2010 - Oct 07, 2010; Salt Lake City, UT; United States
    Format: application/pdf
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  • 6
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    Predictability of Top of Descent Location for Operational Idle-Thrust Descents (2010)
    In:  CASI
    Details
    Publication Date: 2019-07-13
    Description: To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its uncertainty models, commercial flights executed idle-thrust descents at a specified descent speed, and the recorded data included the specified descent speed profile, aircraft weight, and the winds entered into the FMS as well as the radar data. The FMS computed the intended descent path assuming idle thrust after top of descent (TOD), and the controllers and pilots then endeavored to allow the FMS to fly the descent to the meter fix with minimal human intervention. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location were extracted from the radar data. Using approximately 70 descents each in Boeing 757 and Airbus 319/320 aircraft, multiple regression estimated TOD location as a linear function of the available predictive factors. The cruise and meter fix altitudes, descent speed, and wind clearly improve goodness of fit. The aircraft weight improves fit for the Airbus descents but not for the B757. Except for a few statistical outliers, the residuals have absolute value less than 5 nmi. Thus, these predictive factors adequately explain the TOD location, which indicates the data do not include excessive noise.
    Keywords: Air Transportation and Safety
    Type: ARC-E-DAA-TN2171 , 10th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference 13 - 15 Sep 2010 Fort Worth, Te; Sep 13, 2010 - Sep 15, 2010; Fort Worth, TX; United States
    Format: application/pdf
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