LIDS-SR-910
April 1979
Laboratory for Information and Decision Systems
Massachusetts Institute of Technology
02139
Cambridge, Massachusetts
Semi-Annual Progress Report
Simulation Evaluation of Combined 4D RNAV and Airborne
Traffic Situation Displays and Procedures Applied
to Terminal Area Manuevers
Principal Investigators:
Period:
Michael Athans
Mark E. Connelly
September 1, 1978 to March 1, 1979
Grant NSG-2180
NASA-Ames Research Center
Moffett Field, CA 94035
Massachusetts Institute of Technology
Laboratory for Information and Decision Systems
Cambridge, Massachusetts 02139
Semi-Annual Status Report
(NASA Ames Grant NSG-2180)
April 1979
Introduction
The principal objective of this research is to prepare and evaluate a set
of simulation scenarios in which subject pilots must carry out the following
critical approach functions simultaneously:
Follow a 3D terminal airspace structure and arrive at fixed
1.
waypoints within the structure precisely at pre-scheduled times in the
presence of a full range of wind conditions aloft.
2.
Monitor nearby traffic on an Airborne Traffic Situation
Display, especially during merging and spacing operations, and detect
blunders and resolve conflicts in a safe manner.
These functions represent two key tasks in the application of distributed management to the problem of providing adequate ATC capacity, safety, and efficiency
at busy terminals.
Open-loop simulator tests of the single-stage 4D RNAV algorithm developed
by the project indicate that a descending pilot can comply quite closely with
an assigned time of arrival at a 3D waypoint simply by tracking a pre-calculated
speed profile.
In these tests, the pilot cuts back to idle thrust at a given
DME distance from the waypoint and keeps the aircraft descending at constant
Mach and/or constant EAS almost solely with stabilizer trim adjustments.
Our
initial experiments show that the aircraft arrives at the 3D waypoint within a
few seconds of the anticipated time.
The presence of headwinds or tailwinds
-2-
does not affect the arrival time error as long as the wind is accurately
modeled in the descent algorithm.
The accuracy achieved in the open-loop,
single-stage descents was much better than expected.
These results all but
guarantee that a 5 second standard deviation in arrival time error can be
realized in closed-loop descents at very moderate pilot workload levels.
The
term "closed-loop" means that the descent profile required to get the aircraft
to the 3D waypoint at the scheduled time is periodically recomputed throughout
the descent and the pilot receives a continuous indication of the correct airspeed.
The principal advantage of the closed-loop approach is that errors in
wind estimation and pilot errors can be compensated for as long as the aircraft stays within its normal speed-altitude envelope.
The disadvantage of
the closed-loop technique is that an on-board computer, properly interfaced
with other aircraft systems, is required, whereas the open-loop technique can
be implemented in the immediate future employing existing hand-calculators
such as the TI59.
For all practical purposes, it appears that the main limita-
tion on the performance of an open-loop descent is the degree to which winds
aloft can be accurately estimated.
Research Activity
A.
Open-Loop Descent Algorithm Development
The following working programs have been written by the project based on
the descent algorithm analyzed in the last semi-annual progress report:
1.
Complete Algorithm for the TI59 Hand Calculator (predicts hori-
zontal distance and elapsed time for an idle thrust descent from
36,000' to 10,000' given the desired Mach during the first phase of
the descent and the desired equivalent airspeed during the second
phase).
Running Time is 5 minutes, 13 seconds.
-3-
2.
Simplified Algorithm for the TI59 applicable to a descent between
any two integer altitudes in the range 40,000' to sea level with
constant headwinds/tailwinds.
Running time has been reduced to 2
minutes, 40 seconds by using only one iteration at each altitude
level and simplifying the computation in the transition zone between
constant EAS and constant Mach.
3.
Complete Algorithm in FORTRAN for running baseline solutions on
the Adage AGT-30 computer.
The values obtained from this program have
been used to check the results of open-loop descents in the 707 simulator from 36,000' to 10,000' and to check the TI59 results.
4.
Real-time, closed-loop algorithm in Adage AGT-30 assembly lan-
guage (ADEPT) continuously computes and displays the Mach or EAS
value required to arrive at a 3D waypoint at the assigned time.
The basic building block for all of these programs is a computation sequence
which estimates the horizontal distance and elapsed time corresponding to a
given Mach-EAS descent profile.
The algorithm is based on two equations which
sum the longitudinal wind axis force components
(zero thrust assumed):
-D - mg sin y = m(TAS + w cos y)
-L + mg cos y = m(w sin y - y TAS)
These equations are solved at discrete altitude levels between the aircraft's
cruise altitude and the desired altitude at the destination waypoint.
At
present, even numbered altitudes between sea level and 40,000 ft. are employed
as computation points.
Using a piecewise-linear approximation to the trajectory,
the time and horizontal distance required to traverse each 2,000 ft. altitude
increment are then found.
These values are summed to obtain the overall elapsed
time and the horizontal distance covered during the descent.
As with most finite difference algorithms of this type, some of the values
required during the calculations are not available until the calculation is
-4-
is completed.
As a consequence, the computation must be repeated (iterated)
one or more times to obtain more accurate approximations for the missing values.
In the M.I.T. descent algorithm, no more than two passes through the routine at
each altitude level are employed.
Additional iterations, it was found, have
very little effect on the results.
The same basic algorithm is implemented quite differently in FORTRAN, in
the TI59, and in the Adage assembly language ADEPT because of the unique constraints imposed in each case.
The FORTRAN program, for example, makes one
complete pass through all the altitude levels, storing the iterim results in
ten tables for use in the second pass.
This extravagant use of storage tables
was impossible in the TI59, which is memory limited.
In the latter program,
consequently, two iterations are executed at each altitude in sequence in the
full version and one iteration per altitude in the short version.
Minimizing
the running time was the main consideration in organizing the real-time ADEPT
program.
Since it operates repetitively at a one solution per second rate
during the descent, values generated in the prior frame are used to approximate
the missing variables in the current frame, hence only one pass through the
algorithm is required per frame.
A flow chart for the FORTRAN version of the algorithm is given in Figure 1
and a flow chart of the short TI59 program is presented in Figure 2.
A listing
of the FORTRAN program is given in Appendix A as well as a set of outputs for
three descent profiles (standard, medium speed, slow speed).
short TI59 program is given in Appendix B.
A listing of the
The real-time Adage descent program
is still being tested and refined, hence it will be documented at a later date.
The results from the FORTRAN and TI59 program agree quite well.
For example,
on a standard .83 Mach - 320 knot EAS descent from 36,000' to 10,000' the FORTRAN
program predicts an elapsed time of 591 seconds and the TI59 program predicts
591.6 seconds.
Horizontal distance according to the FORTRAN program will be
439,996 feet, whereas the TI59 estimates 441, 165 feet.
Two visiting students from the Centre d'Etudes et de Recherches de Toulouse
M. Roger Dubois and M. Jean-Michel Loussant, will be working full time from
April through June on the evaluation and refinement of the TI59 algorithm.
B.
707 Simulation Program Refinements
The decision to include open-loop descent tests in the research program
was based on the need for an interim 4D RNAV technique that could be implemented
in the near future.
Open-loop testing, however, places much more severe re-
quirements on the fidelity of the simulation model.
Modeling errors that would
be washed out in a closed-loop system, cause cumulative performance errors in
an open-loop system that would completely mask the human factor effects we are
attempting to measure.
For this reason, a very significant effort has been
made to correct errors and to improve the accuracy of the M.I.T. 707 simulation
program.
The original 707 program written by Captain Charles Corley (reference
1) has been thoroughly checked and over a hundred major modifications made to
enhance its fidelity.
A separate report on the current aircraft model and
simulation program is now in preparation, so we will not go into great detail
here.
A structural flow chart for the new 707 program is given in Fig. 3.
The following list identifies the most important changes:
1.
The roll moment equation was modified to include the inter-
action between inboard and outboard ailerons as a function of flap
setting and the effects of spoiler blowdown.
2.
The airspeed dial now reads equivalent airspeed (EAS) in-
stead of indicated airspeed
(IAS) since the profile descents utilize
constant EAS, which is a true indicator of dynamic pressure.
3.
The alignment of the MACH dial and the EAS dial is now cor-
rect at the current airspeed needle position.
The MACH dial range
was reduced to .6 through .9.
4.
The rotating drum on the altimeter (100's of feet) was re-
placed by an discretely updated digit.
5.
The atmospheric variables and the instrument calculations
are now updated every 1/15 seconds.
6.
All the analog control inputs have been rescaled as well as
the corresponding aerodynamic coefficients.
7.
Errors in drag, the Euler angle routine SICOS, thrust,
elevator limits, and several logic errors have been corrected.
8.
The old piecewise-linear traffic generator has been removed
to make way for the new traffic routine which will be based on stored
trajectories.
9.
Three new function switch modes have been created:
(a)
Fly with position frozen (useful in establishing the
steady-state flight conditions required by the initial
condition routine INITK).
(b)
Return to monitor leaving the real-time program in a
clean condition so that it can be restarted at the point
where the interruption occured.
(c)
10.
Execution of a single frame (used for debugging).
The steady-state elevator bias can now be set as an initial
condition, thus avoiding a severe pitch transient when the program
is started.
11.
A more accurate square root routine has been written and the
duplication of square root software in FNST and ACSM eliminated.
12.
The trapezoidal integration of acceleration components has
been rescaled to reduce the risk of overflow.
-7-
13.
The initial condition routine, the wind model, analog out-
puts, and profile descent algorithm are now separate programs, no
longer imbedded in the ACSM program.
This was done to minimize the
number of versions of the rather large program ACSM that must be
stored on disk.
14.
Several aerodynamic coefficients were changed and idle thrust
was set to zero.
15.
An interval clock count was added to provide the real-time
program with an absolute time base for matching 4D RNAV schedules.
As a consequence of the revisions listed above, the current 707 simulation performs and handles much like the actual aircraft and meaningful openloop testing can be carried out.
C.
Advanced Integrated Display
John-Thones Amenyo continued his work during the report period on the
design and programming of a single integrated display that would place ATSD
information in the center of the pilot's scan field.
This display is scheduled
to be completed at the end of the spring term.
D.
Presentations
(a)
NASA-Langley Research Center - October 11, 1978
At the invitation of NASA Headquarters, a review of M.I.T.'s 4D RNAV-ATSD
work was presented to a group of about 30 FAA and NASA staff members by Mark
Connelly.
Professor John Kreifeldt also made a presentation of his research
on distributed management.
(b)
FAA Engineering and Development Initiatives Process - August 17, 1978
A talk on the relationship between ATC capacity and ATSD-4D RNAV techniques
was presented to the Airport Capacity Topic Group in Washington, D.C. by
-8-
Mark Connelly.
Later in the year, at the request of the Chairman, Joseph Blatt,
a report summarizing this talk was submitted for inclusion in the final report
of the Initiatives Study.
(c)
GENAVAC Meeting - February 27, 1979 - Washington, D.C.
A presentation was made to a group representing the major general aviation
organizations by Mark Connelly.
A review of the M.I.T. ATSD work was followed
by a discussion period which focused on the need for greater ATC capacity to
accomodate the growth of both the airlines and general aviation without restricting the efficiency or utility of either.
Representatives of AOPA, NPA,
NBAA, GAMA and HAA were present at the meeting.
(d)
Channel 2 - Boston - April 20, 1979
The M.I.T. cockpit and ATSD display were included in an evening news
special report on mid-air collisions.
References
1.
Charles Corley, A Simulation Study of Time-Controlled Aircraft Navigation,
M.S. Thesis, M.I.T. Department of Electrical Engineering, December 1974.
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PROGTGRA1_ ?PRO FI L
PILICIT FACT ION(F)
IMI
D Niti'SION TASCi 7),FMACH( 17),L2AS 17),TASFT(C 17), SING 17)
'4XC 7) GAtD ( 17)
D I-iENS IONJ DELT.( 17), SUTjN T( 17) D EL TX( 17), SUi
A)SC( I )
17) FSrSSIG( 15) , SSC 1 5)
IO.. "'I 'I L 1'D 1 5), DOT T(
~ D I M..S, 1(t
.
N I ),I 7D( 17), COS;3( 1 7), IALT( 17)
DIM;ENSQION I FLAG( I ),
FMACHC(C1) DRAG( 1) I)
DIlIENSIONi
CO"iiON/'X/EAS, GAIK D TASFT, COS J FSIACG DRSA , I
1 10
IN/O/, WDOT/17*0 0/
ID/0/,
FL;//
Ti
' DATA
1. 1
DATA COSG/17*1 O/ ,GAMD/17*0-0/
1.-12
DATA .IJIND/iI5*0-O/, FSRSIG/-8593F, -8325F. -805 1F -7832F..
1- 13
:'_
!,
IF.' -68
11F,.6575FJ,-6343r~-61
7295F, .7053F,
755F
-I
1-14
-51'/88F/
91F ,.5672F, -5442F-,
-2.5..2
!.!5
A
/
. -DATA IALT/10., 12, 14, 16., 18, 220.22,24 26 28,30,0 32 34,3 6,,
1 16
69 529.
700
-6.
3,:71 7 8 7 12-2.,706
ST '7 . 4 _ 7723 E
: Di.'
I, !-0 . .671 -.9-6665 -0662-0,662
3-J
3777-8.
169.5,6
. 1.20
83F/
DATA EASC/320.-*/, FDACHCO/
1 -21
FMAAC
GLOBAL.EASCNAi
1.22
I=
1
1-23
DO 60. K=0..16,L7
1.24
-:
TAS(K)=0
"- =
1.25
-"
- .....
- '- .· =0'GF
'F;iACE i.)
: ' . 1*
- .
.
)
EAS
.
-1.27 '
· TASFT( )=
-1. 30
.
.
. . ·
-SING(I- ).- 1 -3-1
.. C-N)TINUJE
60 '
1.-32- DO 70 K=15, 17.
1.33
S"IRD(K)=0O
::1-34
DELTT(K) =O.1· 35
.
SUMTCK)=O
"
1 -36
----. -:
.
DELTX(K)=".
"
1-37
1 .1
1.2
1,3
1 .4
I .5
1.o
1.7
l'-4
'-42
70
_
l-43
1.44
1 -45
1-46
1-.47
1 50
GO:':
-'-2
5
'l.iE
-..
I=I+1 .
:
E:AS(I)=EASC - ( I )'
TAS I =F)=EjA-SC/FsSl
84F)
(I )
C
SS
=TAS ( I /
FMACH I:)
/360'0
3)
)*6080
(I
(
TAS
=
I)
'TASFT(
5'>6
IF (I-15)
IF (FiiACHC I)-FiiACHiC) 2, 3. 33
-
2-1
3
i-AS(
=EA$ 1 )
.3
Fi':,Gi (I
2-4
2.5
(
)
)= ? tVACH C I
TASFTC(16) =TASFT I )
IFLAG= I- 1
2-5
2-7.
.
FMACH( 17) =Ft.ACthC
TAS ( 17) =FiAC.-i(
17>
SS( I1 )-.8S6f
TASFT(17)= (TAS(17)*5803·.3)/3600EAS (17) =TAS( 17) sFSRIS
(I- 1 )
2-10
2-11
2.12
4
2.!6
FNIACHCI
( I ) =P.
C
TAS( I) =FriACHC I )'*SS ( I )C 86084F
TASFT(-I )=(TAS(I) *6080 . 3) /35 00
EAS(I)=TAS (I) FSRS1 I I)
I=I+l
2-17
2-20
2-21
2.22 -22
".
2-24
IF (1-15) 4,4,6
I =O
I=1+1IF (I-IFLAG) 8., 11
CALL D?.a GX
IF (I-15) 12, 13
2. 13
2.14
2.15
2.25
,'',.,.,o
2-27
2.30
2- 31
2-32
2 33
2-34
.'-.:3:
7
83
12
-
.
-IF(I
-5
SING( I )= D.G/(
994 _) C,( ('T
1TASFT(I)-32.17) )
C0
COSGI
)=I-SI JG( I) SING(I)/2.
DESR=-TAS FT ( IS
I)
I N G 1)
DELTT ( I ) =200 0./DES. :
DTLTX( L) = TASFT 1 ) CCOSiG( I ) +TIID
IRD(L) =DESR*60 *.GT.I)
7).(S!N:](G t;liD(I-I
I
.G0 TO 7'
-
'
I ) )C DEiLTT
-r
il
),,
L)
:.,-.~(
.i
0
3.1
3- 2
3-3
3--4
3'.5
3-.
3.7
3-10
3-11
3-12
3.13
3.-4
3-t
3 .t6
3- 17
3-20
3 -2.!
3.22
3.23
3.24
3- 2 5
3-26
3.27.
3-30
;3-31
3-32
3-33
3.34
I3S3
3-36
3.37
3--0
3.41
3.42
11
-5
-
-.
-
>
.
.
3-43
3.44
3-45 .
3.46
3 .47
3.50
-351
13
.
-I/'
3-53
15
3-56
3.57
3.60
3.-51
3.62
.
CTEM3-(
3000.-HTiHK)/TASFT CI)F SIING I)
DELTX( I ) =( TA SFT( i ) C u SG(i )
IIND ( I ) )
GO TO 7
SING CI)=-DAG/,225000.
GAMD(I-I )=(SING( I-I )-SI
i. i
)/DEL TT(
IF (IFLAG-T. O)
DELTT(IFLAG+l)=T,-iP
I.=I
Il
.+
Ir
(Iii-2) 6', 14
-'5:1J-'"( ! )=DiLT'7( 1 )/2.
- DO
i'3-.2'
3.-54
3 55
CALL DA.GX
. SIWNG(I )=DRAG/ (C6994 .)*(
(ASFT)-SFT
S(
(1) )/2000. ).
1TASFT(i)-32. 17))
COSG( I )= 1 -S ING I ) S IG( I ) /2
.
DESR=-'TAS
-L T (IZ S iii
( )
DZLTT ( I .) =2000./DESR
I RD( I')=DESr
60.
GA'iD(i- I)=
SINjG(I l)-SINGCI))/ D.L.T( 1-)
I=15
CALL D:RAGX
I=IFLAG
SING( 1b)=-DAS/225(00,.
ABMD(I) =SING(I)-SIHG(
6) )/DELTT(i
)
i=17 CiILL D?,A."
·
:
=IFL'+
1
'
'
S ING (L 7):=DRAG/( 5 9 94)*
( (TASFT'(C 1 7 -TASFT ( I ) )/200o0- )
.'
ITASFT(C 7) -327) )
DESR=-TASFT 17) *SIiG( 17)
DELTT( 17)=2O00./DESR
CALL DRAGX.
SING(I)=D.i'G/i(6994
'
_
)
,
.
u
ITASFTC I)-32.17))
.
' COSG( I) =l -S IN;( :( ).,.-_,;
I >/2:
" 1;
DSR=-TASFT( I ) S I NI)
- DELTT( Li)=2000 -/DES.
LRD( I)=DESR*60 GADC( 7) =SIiJS( I 7)-SING(CI) /DIEL TT( 7?)
HTMHK=2000.*(TA
167)-TAS(I- 1))/
17)-TASTAS
16)TASCI(1)+TASC17))AS
ITAS I))
DELTT(I -1 )=- (HTMHK+ 1 000 )/(TASFTC I- ) *SING(C- 1 )
D-LTX( I1 - ) =(ASFT( I I ) -CS'3.
i- 'e)
'JlI NDC I- 1 ) ) -DEL-T - 1 - I
16.
15
K=2,13
SUMT( ';)=SUM'T(i(
1 ) + DELTT-(K)
CONTIMUE
-SUt'l(14)=S'(
1 3 ) + DELTT( 14 )/2
SUN X( ) =DELTX
C 1 )/2
DO 16 K=213
SUNX(K)=SUiMiX() +DELTX(K)
CONTINUE
SUMX( 1 4) =SUMX( 3) +DELTXC( I4)/2
)
T EMP
-I
)
4-1
4.2
4.3
WITE
E=1
21
ilP.TE
4-4
4.5
4-o6
4-7
4.10
4.2'5
(1030)
IALT CK)0FA0CHCK)EASC(K),TAS(K)TASrT(K),
1SIiGC(),COSG(K), IrD(K ),GA-iD(K)
-
IF (IK.EQ-17)
K=K+
GO TO 21
WRITE (lC,40)
23
4.1i1.
4.12
4.13
4-14
4.-15
4. 16
4.17
4-20
4- 21
4.22
4.23
4,:24_
(10,20)
Y=1
24
30
50
20
40
26
.
'
GO TO
23
'
;.
WIRITEC 10 50 ) IALT(K), DELTT(K), SUMTC(K) DELTXC K). SUMX(K)
IF
i(K.EQ. 17)
O. TO 26
I;=K+
.. 1
GO TO 24
FORMAT( I 3,FS .4, 3FS. 1 ,2F9 .4, LE12-3)
-FORiAT, C(I3,2X, F7.2,F9.
IIO)
-.
FORMAT( 1 X, 3HALTr 2X, 5HFMACH, 4Xi 3HIAS, 5X,. 3HTAS;4X, 5HTASFT;
14X, 4S ING.5X 4HCO SG, 4X, 3HR/D, 6X, 4HG.AlD):
FOR£'AT (////
1 X 3H.ALT, 3X, 5HDELTT, 5X, 4HSUJM1T,
3X, 5HDELTX, 5X,
14HSUMX)..
EX.I
.
.
--
5 1
5.2
5.3
5.4
5-5
5.6
5-7
5- 10
5-11
5.12
5-13 '
5- 14
5-15
5.16
5. 17
5-20
5-21
5-22
5-23
5-24
5-25
1
2
3
45 :
6
-
7
E
S'U3 ,OUT I £,:l DAGX
II4PLICIT FRACTI0(ONF)
COGi0 0N/X/EAS 17),
17), AD
17) TASFT( 17), COSG( 17),
1 FAC( 1 7) DAG I ), I ( ) QS= 1O.208'~EAS( I )*EAS (I)
CL=( GANDi
I) *TSFT () + 32 .1 7CO S
I) )
994./S
IF (F.iCH(I)--7)
1 1,2
CD=. 1 2+ .C 524CL*CL
G TO 7
IF (FriAC( I)$) 3. 3, 4
CD=O 1233+ -00O33i(F[,iACH(I )- . )+.0524*C.
L*cL
GO TO 7
IF (FiACH(I)-.845
5,5,6
CD=- 14+-0371C(FiACH(r) -. 845)+(-063+-23565(FMACHCI)-.8a))
1CL*CL
GO TO 7 .
CD= O 14+. 1455;(FNiACII( I)- 845)-+( 063+-8333- (FMiAC I ) 1 84 5) ) *CL*CL
.
DRA-' QS
S
D
-RETURN
.
END
ND
PROi,'
iL-LbiS
IJ
U. ~
-SC.
S. ".R,,,,&
d -.
t
t
I ':n ¢--/
PRSET(
'. 30 1 )
P2CF' i0L
ALT
10
I2
14
16
18
20
22
2426
28
30
32
·34
36
33
0
0
ALT
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
0
0
FtACC;
*0.5841
0.6074
:3-6320
0.5580
0-6855
0-7146
0-7455
0.7783
0-8129;
0-3300
0-8300
0.8300.
0- 8300
0-8300
0.8300
.0.8497
0 -g300
ZAS
TAS
- TASFT
S IN
COSG
RP/D
GAMD
320.-0
372.-4
529.0
-0 559 - 0.9934
2 110
-0.1 3'-04
320
- 384 -4
.5 49 2
-0 0552
0-9985
2146
--3 14E-04
320.. 0
-397.0
670-5
-0-0544.
0.965
2186
-0.14Z-04
320.0
2410.2
'692,-8
-0.0536
0-998.
2225
G-C159- 04
320-0 - 424-0
716-1
-0-05260-9985
2261
-0- .51E-G4'-320-0
438.5
-740-6
-0-0518
0.9987
2303
-0 -137E-04
320.0
453 -7 - 766- 3
-0. 0511
0--. 9987
2350
-0- 127E-04 320 -0:.
46-9--8 - 7935- -Q.-0-55
- .9987
-2403
0 619E-04.
320.0Q
436.7
822.0 - 0-0536
0.9936
26420-:540E-03
312 5492-7
832.2
0-082.8
0.99655
4136
-0-C). 41E-03
298-7
488.-5
825.0
-- 0-0788 - 0-9969
- 3898 . -0.116E-03
285.-2
484-2.
.817.9
-0O0,752
0.9972
3690
-0- 159E-03
272;2
480-0
810.7
-00:700 - 0.9975
340
-0-175E7-03
259-6
477-1
805S
-006390.99803 - 3086
-0-3368-064
247.-5
477.
805.8 -0o.-0525
1 -0000
0
0O-.
3000E+00
320-0
504-5'
852--1''-0-0326
1-0000
-0
0.000E+00
1.0000
0C
0 ' -0- 171
03
326-7
496.9
-839-3
-0-0875-
DELTT
5-836
55.84.
54.-87
53.91
53 -06.
52.09
5 1 .04.
.49.93
43-79
30-05
30.78
32.52
35.22
38-85
0.00
0.00
27-24
.
SUMT
DELTX
28.4
35709
84.3 - .36199
1 39 36737-.
: 193.1 '-- 37294
246 -1I
37941
298.-2
.38527
349 -3
39066
399-2
39568
443-0
35945
473.0
24918
503-8
25315
535.3
26520
571.5
- 28485
591.0
3.12'44
0-0
0
0.0
0
0.-0
. O
.
S-UMX- 17854
-54053-.
- 90791
12808-5S
12
166027
204554
243620
283189
319134
344053
.359 368.
395838
424373
439996
0
O
O
.
- ISTM 1 )
LI S TV( O. I )
j,',VZ( O J 1. ( (1I 1
3) ) )
COPY 1 1. ,t ' t LI., :3,'].l )
START(12*()G1001 (0
oPz:,
21'14040000
PROr 1L
ALT
13
12
14
16
18
20
22
24
26
28
30
32
~3.
35
38
0
0
aLT
10
12
I4
16
18
20
22
24
26
28
33
32
34
.3,5
00 7))
SC "0)
t1-,ACIH
0·4743
0.4935
0-5135
0 -5347
0-5570
0.5805
0-.057
0.6323
0-.605
0 -904
0-7224
0.7555
0 .- 792-.5w
0 .830'
0-6300
0-8311
0.8300
-
Isaz
--
ei
tO
^
ct
(
'.<s)
Ido
-.
Sr~
260.3
250-.0
260-0
260-0.
.260 -0
250.0
260-0
260.0
260-0
260 -0
260-0
260.0
%~,C
.
259.-.6
247.5
2600
.72 .2
TAS
TASFT
302.
- 511312-3
527.5
322-5
- 44-8
333-3
552.9
344-5
. 581.-8
356.3
-601.7
. 358-7
622.7;381.7
644.7
395.5
-667.9
409-9
692-3:
425.2
718.2
441 .4
745.5
S-0
5.4
-774 2
'477.1
. 30.5.8
477.1
805-8
477.8
306-9
480.0
810.7
s I NG
-0.0476
-0.0472
-0
-.
0"67
-0C0462 -030456
-0-0450
-0-0444
-0.0437
-0-0430
-0.0421
"0-0414
-0.0408
-0 0395
-0-0639
-0.0625
-0.0643
-0.0701.
38
D-ELTT
82.17
80.37
78-63
76592
75-33
73.81
72 -40
70-98
69-71
58-.5
67.19
55- 71
96.01'
20-61
0.00
SUiT
41.1
121.5
2300.
277-0
352.3
425.1
498 5
559-5
539-2
707.
775.0
840 -7
936.7
947.0
0.0
DELTX
41947
:42349
42790
43248
43779
44367
45038
45718
45514
474206
48215
48945
74277
16573
0
SUI-IX
20973
63323
136114
149352
193142
237509
282548
328265
374781
422207
470423
519358
593546
601933
0
0
35.17
0.3
0
0
C30SG
039939
"-9989
0 9989
-9989
0-9990
0-999C
0.9990
0.9990
0.9991
0.9991
0.9991
0.9992
0.9992
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