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 大氣數據系統—— 此系統測量皮托管壓力、靜壓及空氣總溫并計算
出不同的大氣數據參數。
 慣性基準系統—— 此系統輸出例如像航向、高度及飛機當前位置等
關鍵導航參數。
 電子飛行儀表系統—— 此系統提供飛機各系統不同系統的顯示。
 氣象雷達—— 此系統提供飛機前方氣象狀況的顯示，并能進行地圖
顯示。
 低空無線電高度表—— 此系統測量飛機與地球表面的絕對高度。
 近地警告系統—— 此系統通過其它系統的輸入引導飛機并提供最佳
參數選定的飛行計劃。
 飛行管理計算機系統—— 此系統用音響或視覺警告給飛行員相對于
地球表面不安全的飛行路徑。
 指點信標—— 此系統提供當飛機飛經一個特定的位置時進行指示。
 警告及防撞系統—— 此系統為飛行員提供在此區域內相對于其它飛
機處在不安全的情況下提供警告及建議。
(2) Previously, airplanes were navigated by flying from station to station
along the route from the airplane’s origin to destination. The pitot used
distance measuring equipment(DME), VHF omnirange (VOR)and
automatic direction finder(ADF) to fly to each station.With the advent of
inertial navigation system(INS), it became possible to fly a more direct
route from origin to destinatin. A direct, great circle route is highly
desirable because of potential fuel and time savings. Because of possible
position errors in inertial systems the pitot is required to verify the inertial
position with the DOME, VOR and ADF system. The computations
required to verify the inertial position are lengthy and time consuming and
are much more suited to an onboard computer. Also, since the airplane is
not on a course to a nearby station but on a direct course to a distant
destination, the computations are move complex.
(3) The flight management computer system (FMCS) continuously calculates
the optimum flight path and engine thrust to save time and fuel. During
takeoff, the FMCS provides optimized thrust setting for takeoff based on
gross weight of the airplane and outside temperature. During climb, the
FMCS provides optimized climb profiles by predicting both opimum
altitude and cruise speeds.further, the FMCS provides projections of top of
climb and step climbs. During cruise, the FMCS optimizes descents by
predicting top of descent speeds are targeted to make maximum utilization
of the potential energy of the airplane.
飛行管理計算機系統繼續計算最佳的飛行路徑及發動機推力，以節省
時間和燃油。在起飛期間，飛行管理計算機系統依據飛機總重及外界
溫度為飛機起飛提供最佳的推力設置。在爬升階段，飛行管理計算機
系統通過預測最佳姿態及巡航速度來提供最佳的爬升剖面。更進一步
的，飛行管理計算機系統提供爬升到頂的計劃及分段爬升。在巡航階
段，飛行管理計算機系統在導航數據的基礎上通過預測下降頂端來優
化下降。在整個下降階段，下降速度是
(4) There are two important equipment used in navigation system, one is the
integrated flight systems accessory unit (IFSAU), the other is the digital to
analog adapter(DAA). This IFSAU is line replaceable unit (LRU) located
in the electronic equipment compartment. Is contains two printed circuit
card(A1,A2). Each of the cards is connected to a different rear connector
on the LRU. The A1 card is the IFSAU autopilot card, it has circuits that
operate independently to monitor, engage, and set autopilot and navigation
modes. The A2 card is the IFSAU flight instrument card, it has circuits
that operate independently to monitor, set, and test flight instrument
system. It also contains suppression diodes and load resistors for
externally connected circuits.
(5) Tow digital to analog adapters(DAA) are installed in the 737 airplane. The
DAA is part of inertial reference system(IRS). It stores inflight failures of
the IRS in memory and monitors the IRS for current status. THE DAA
converts the ARINC 429 data bus output from the IRS into an analog
format and sends that data to the radio distance magnetic indicator9RDMI).
The DAA converts an IRS BITE request discrete from the flight
management computer system into an analog signal and sends it to the
IRS.
(6) The DAA perform other tasks not related with the IRS. They convert
VOR/ILS navigation system signals from analog format into ARINC 429
format and sent the data to the electronic flight instrument system (EFIS)
for display to the flight crew. The DAA convert analog information from
the fuel summation unit into data information and send the information on
an ARINC 429 data bus to the FMCS. The DAA also converts the low
speed N1 fromARINC 429 format into analog format and sends the N1
information to the engine indicator. The DAA alos converts DME distance
fromARINC 568 to ARINC 429 and sends it to the flight control
　
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