Hi Mike...
All of the above documents you ask for are in the video. However, it is fair to ask for it here as well....
The following screenshots are from the Boeing 757 Flight Crew Operating Manual. It used to be published
here, but has since been taken down for copyright reasons.
Here is what the IRS unit looks like....
Here is the procedure for aligning the IRS (my highlight added in red underline)
Here is the Gate Coordinate Chart which pilots use to enter
Present Position when aligning the IRS Unit at the gate prior to flight.
Here is the American Airlines 757/767 Pre-Flight Checklist noting that a
FULL alignment is required prior to
ALL flights.
Here is the location of Gate D26 when inputting the lat/long into GE from the Gate Coordinates chart above, as it compares to the lat/long data from the "aircraft".
And here are various quotes from pilots at pprune, American Airlines Captains and other sources found around the net...
"On the ground, the FMC position is based on the IRS position.
Since inertial systems accumulate position errors as a function of time, the position information being used by the FMC is slowly accumulating errors. These position errors can be detected by observing the position of the airplane on the HSI map. If ... a significant map error is noticed the IRS should be realigned and present position re-entered."
"E. When ALIGN is selected, power is applied to the IRU's and the IRU's normally progress through an alignment period of approximately 10 minutes before the navigational mode is armed. When the switches are maintained in ALIGN, however, the IRU's remain in the align mode. Normal alignment requires the entry of present position into the IRU's."
"There is a big difference between updating a position.. ok..., which is not a problem at all, and Re-Aligning an IRS in flight which is not possible :=."
"If the Present Position is incorrect when the INS is initialized, it will NOT "re-align" itself! It should be shut down and re-initialized with the correct Present Position."
"No IRS realign in flight, ... alignement[sic] realign requires the platform to be stable. no acceleration, no movement, sometimes the movement created by loading container is enough to screw up the align process, on a modern Airliner."
"When you start in the morning, you tell it where it is. Either by telling it the gate position or by giving it the GPS position."
"An error in position input during initial alignment, apart from obvious bias, will give the wrong "G" initial value and induce wrong vertical acceleration (delta between the sensed real one and the erroneous one)"
From American Airlines Captains who actually viewed the data...
"...on cursory examination something is screwy, those things are so accurate in the 75, 76, 73, and FK100, that we always, always put in the exact gate coordinates on each gate at each airport when preparing to go...."
"....when pilots align the IRS, the Present Position from the Jeppesen Gate Coordinates chart is input by the FO and it is double checked by the Captain. Pilots especially pay close attention to this procedure on a long flight (such as it was reported IAD-LAX)..... there is no possible way, even if the FO and Captain input the wrong Lat/Long with aligned IRU's, that an American Airlines 757 could align an error/offset in flight for such a large error in such a short time as is depicted in the data. Garbage in = Garbage out...... the Capt and FO would have also noticed such a large error if not at the gate, but during taxi to the runway, and if such a large error could not be corrected prior to departure, they would have had to return to the gate."
(my emphasis added)
Again, the only way you can possibly reconcile such a large offset prior to departure is if you feel the pilots didn't do their job, and/or the data is from an aircraft which had more capability than N644AA as the data aligns itself in flight. Military aircraft had such capability in 2001. N644AA did not.
Hope this helps...
