CN112394747B - Method for selecting a reserve landing airport on a flight segment - Google Patents
Method for selecting a reserve landing airport on a flight segment Download PDFInfo
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- CN112394747B CN112394747B CN202011336151.6A CN202011336151A CN112394747B CN 112394747 B CN112394747 B CN 112394747B CN 202011336151 A CN202011336151 A CN 202011336151A CN 112394747 B CN112394747 B CN 112394747B
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- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
Abstract
The invention discloses a method for selecting a standby landing airport on a flight segment, which comprises the following steps: screening a plurality of candidate landing airports based on the flight plan of the current flight segment; dividing a plurality of candidate landing airports into a return area landing airport and a landing airport to be flown; calculating the distance from the current position to each candidate landing airport, the required flight time and the fuel consumption according to the flight parameters, the current position and the wind parameters of the airplane and the position information and the wind parameters of the candidate landing airports; selecting a standby landing airport with the shortest flight time from the standby landing airports in the return area and the area to be flown; relevant landing reserve airport information is provided, including flight duration and fuel consumption. The method can accurately and automatically select the optimal landing preparation airport selection and provide enough visual and comprehensive prompt for the pilot, so that the pilot can easily make the optimal landing preparation selection in a convenient and simple operation mode.
Description
Technical Field
The invention relates to an airborne flight management system (FMS for short) of an aircraft and a standby landing auxiliary function of the aircraft, in particular to a method for selecting a standby landing airport on a flight route.
Background
A Flight Management System (FMS) is a system that assists the flight crew in performing the tasks from takeoff to landing, and that is capable of managing, monitoring and automatically maneuvering an aircraft to support automatic flight throughout the flight. The FMS can integrate the sensor data on the aircraft, calculate the information such as the current position, the speed, the course and the like of the aircraft, and ensure that the aircraft stably flies on the air route specified by the flight plan. The introduction of the FMS can effectively reduce the workload of the flight crew, improve the automatic level of the airplane and ensure that the airplane can optimally complete various flight tasks. In addition, the flight crew can modify the flight plan and change the destination airport or flight path during the flight using the FMS according to actual needs.
The functions of the current flight management system for assisting the standby landing mainly comprise: 1) distance to the Nearest airport (i.e., Nearest Airports); 2) the Equal Time Point (i.e., Equal Time Point or Equi-Time Point). The closest airport is the airport closest to the airplane calculated by the FMS according to the current position of the airplane, and related information is generally acquired on a flight management operation page.
The equal time point is a virtual waypoint determined by the FMS on the flight plan route based on the location of two selected alternate landing airports from which the time to reach the two alternate landing airports is the same. The isochronous points are frequently used for long range flight, particularly transoceanic routes. The determination of the equal-time point can be calculated by an airline ground operation center before the takeoff of the airplane and then informed to the flight crew, or determined by an airborne FMS according to the real-time condition of the selected airport to be landed. The position information of the waiting time points is an important parameter for the airplane to be in time for landing when emergency situations (such as passenger emergency and system faults) are met in the flight process, and can assist the crew members to arrive at the landing reserve airport in the shortest time. In addition, the isochronous point function is also an important component of aircraft extended operations (ETOPS).
However, the standby landing auxiliary function of the conventional flight management system has the following disadvantages: the airport closest to the nearest is not the reserve landing airport which can be reached most quickly in time under a plurality of practical situations; the solutions based on the isochronous point generally require that the flight crew be given in advance or that the pilot manually input some parameters or information, or that the pilot perform operations such as selection under the relevant interface of the flight management system, which is not convenient enough and has a relatively large operation burden on the pilot; the prompt given to the pilot is not intuitive and convenient.
Accordingly, there is a need to provide a new method for selecting a reserve landing airport on a flight segment that at least partially alleviates or solves the above-mentioned problems and drawbacks of the existing solutions.
Disclosure of Invention
The invention aims to overcome the defects that the optimal time standby airport cannot be accurately and automatically selected by the standby landing auxiliary function of the flight management system in the prior art, part of parameters or information is set in advance by a navigation department or manually input or operated by a pilot, the required operation is inconvenient, the workload of the pilot is high, and prompt information given to a flight crew is not visual and comprehensive enough, and provides a novel method for selecting the standby airport on a flight route.
The invention solves the technical problems through the following technical scheme:
the invention provides a method for selecting a standby landing airport on a flight segment, which is characterized by comprising the following steps:
screening a plurality of candidate landing airports meeting the airplane landing preparation conditions of the current flight section in a navigation database based on the flight plan of the current flight section;
dividing the candidate landing reserve airports into a return-to-air area landing reserve airport and a to-be-flown area landing reserve airport according to the current position of the airplane, wherein the return-to-air area landing reserve airport and the to-be-flown area landing reserve airport are respectively positioned behind and in front of the current position of the airplane;
calculating the distance, the required flight time and the fuel consumption of the airplane flying from the current position to each candidate landing airport according to the flight parameters of the airplane, the position information and the wind power parameters of the current position and the position information and the wind power parameters of the candidate landing airports;
selecting the standby landing airport with the shortest flight time from the return area standby landing airport and the standby landing airport to be flown as an optimal return landing airport and an optimal front standby landing airport;
providing back-landing airport information associated with the optimal return-to back-landing airport and the optimal forward back-landing airport, the back-landing airport information including the flight duration and the fuel consumption of the optimal return-to back-landing airport and the optimal forward back-landing airport.
According to one embodiment of the present invention, the step of screening a plurality of candidate landing airports includes:
generating a coverable geographic range of the airplane in the current flight segment by taking the coverable standby landing distance of the airplane as a coverage radius as the coverable standby landing distance of the airplane based on the flight plan of the current flight segment;
searching all of the back-off airports located within the geographic range in the navigation database as the plurality of candidate back-off airports.
According to an embodiment of the invention, the method further comprises the steps of:
and calculating the coverable standby landing distance according to the flight parameters of the airplane and the wind power parameters of the current position.
According to an embodiment of the invention, the method further comprises the steps of:
correcting the coverable landing distance based on the wind parameter of the current location and/or the wind parameter of the candidate landing airport.
According to one embodiment of the invention, the dividing step comprises:
in a flight horizontal section of the aircraft, dividing the plurality of candidate landing airports into the return area landing airport and the to-be-flown area landing airport by a normal line at the current position relative to a current heading of the aircraft.
According to one embodiment of the invention, the dividing step comprises:
in a flight horizontal section of an aircraft, dividing the plurality of candidate landing airports into the return-to-flight area landing airport and the to-be-flown area landing airport by a normal line of the current position relative to a direction of a line connecting starting points of the flight segments.
According to an embodiment of the invention, the method further comprises the steps of:
and updating the normal line according to the change of the current position of the airplane, updating the return flight area standby landing airport and the standby flight area standby landing airport, and then returning to the step of calculating the flight time and the fuel consumption.
According to one embodiment of the present invention, the back-off airport information further includes a difference between the flight time and the fuel consumption of the optimal return back-off airport and the optimal forward back-off airport.
According to one embodiment of the invention, the wind parameters comprise wind speed and wind direction, and the flight parameters comprise track angle, flight speed and fuel quantity.
According to an embodiment of the invention, the method further comprises the steps of:
deleting or adding the candidate landing airports on the basis of the plurality of candidate landing airports obtained through screening through the data chain.
According to an embodiment of the invention, the method further comprises the steps of:
manually inputting instructions via a flight crew to delete or add candidate landing airports on the basis of the plurality of candidate landing airports.
On the basis of the common knowledge in the field, the above preferred conditions can be combined randomly to obtain the preferred embodiments of the invention.
The positive progress effects of the invention are as follows:
according to the method for selecting the landing reserve airport on the flight segment, the optimal landing reserve airport selection can be accurately and automatically selected and the enough visual and comprehensive prompt is provided for the pilot, so that the pilot can easily make the optimal landing reserve selection in a convenient and simple operation mode, and the workload of the pilot and the misjudgment risk related to the landing reserve operation are reduced.
Drawings
Fig. 1 is a schematic flow diagram of a method for selecting a reserve landing airport on a flight segment, in accordance with a preferred embodiment of the present invention.
Fig. 2 is another flow diagram of a method for selecting a reserve landing airport on a flight segment in accordance with a preferred embodiment of the present invention.
Fig. 3 illustrates a partial flow diagram for generating a temporary landing airport database containing a plurality of candidate landing airports in a method for selecting landing airports on a flight leg in accordance with a preferred embodiment of the present invention.
Fig. 4 is a schematic diagram of the division of the return flight area and the to-be-flown area in the method for selecting a landing preparation airport on a flight segment according to the preferred embodiment of the present invention.
Fig. 5 illustrates an exemplary display of an optimal alternate landing airport according to a preferred embodiment of the present invention.
Detailed Description
The following detailed description of the preferred embodiments of the present invention, taken in conjunction with the accompanying drawings, is intended to be illustrative, and not restrictive, and it is intended that all such modifications and equivalents be included within the scope of the present invention.
In the following detailed description, directional terms, such as "left", "right", "upper", "lower", "front", "rear", and the like, are used with reference to the orientation as illustrated in the drawings. Components of embodiments of the present invention can be positioned in a number of different orientations and the directional terminology is used for purposes of illustration and is in no way limiting.
Referring to fig. 1 and 2, a method for selecting a reserve landing airport on a flight segment according to a preferred embodiment of the present invention comprises the steps of:
screening a plurality of candidate landing airports meeting the airplane landing preparation conditions of the current flight segment in a navigation database based on the flight plan of the current flight segment;
dividing a plurality of candidate landing reserve airports into a return flight area landing reserve airport and a to-be-flown area landing reserve airport according to the current position of the airplane, wherein the return flight area landing reserve airport and the to-be-flown area landing reserve airport are respectively positioned behind and in front of the current position of the airplane;
calculating the distance from the current position to each candidate landing airport, the required flight time and the fuel consumption according to the flight parameters of the airplane, the position information and the wind power parameters of the current position and the position information and the wind power parameters of the candidate landing airports;
selecting a standby landing airport with the shortest flight time from a standby landing airport in a return area and a standby landing airport in a to-be-flown area as an optimal return landing airport and an optimal front standby landing airport;
and providing the back-landing airport information associated with the optimal return-landing back-landing airport and the optimal front back-landing airport, wherein the back-landing airport information comprises flight time and fuel consumption of the optimal return-landing back-landing airport and the optimal front back-landing airport.
It is to be understood that the candidate landing airports screened in the above method may constitute a temporary landing airport database, which may also be understood as a set of candidate landing airports. And based on the method, the finally available flight duration and fuel consumption information can help to provide the pilot with an intuitive and comprehensive prompt related to the landing preparation selection so as to assist the pilot to make the best selection.
According to some preferred embodiments of the present invention, the back-landing airport information further includes a difference in flight time and a difference in fuel consumption between the optimal return-landing back-landing airport and the optimal forward back-landing airport.
Providing a display of the difference in flight duration and the difference in fuel consumption in terms of the indications provided for the two optimal landed airports will facilitate prompting the pilot in a more intuitive manner, thereby further reducing the likelihood that the pilot may make a judgment mistake.
According to some preferred embodiments of the present invention, the wind parameters include wind speed and wind direction, and the flight parameters include track angle, flight speed, and fuel amount.
According to some preferred embodiments of the present invention, the step of screening a plurality of candidate landing airports includes:
based on the flight plan of the current flight segment, taking the coverable standby landing distance of the airplane as a coverage radius as the coverable standby landing distance of the airplane, and generating the coverable geographic range of the airplane in the current flight segment;
all landing airports located within the geographic range are searched in the navigation database as a plurality of candidate landing airports.
Further preferably, the method further comprises the steps of:
and calculating the coverable standby landing distance according to the flight parameters of the airplane and the wind power parameters of the current position.
Further preferably, the method further comprises the steps of:
the coverable landing distance is corrected based on wind parameters of the current location and/or wind parameters of the candidate landing airport.
For example, the coverable geographic area may be compensated based on wind speed factors, or computing errors that may be caused by wind speed effects or wind speed variations, to extend the coverable geographic area by a certain range or scale so as to avoid missing candidate landing airports that may be substantially optimal.
According to some preferred embodiments of the present invention, method steps as shown in FIG. 3 may be employed to generate a temporary landing airport database containing a plurality of candidate landing airports.
For example, and with particular reference to FIG. 3, in step 1, the flight plan is compiled and activated by the flight crew, which is a prerequisite for generating a temporary, reserve airport database; in step 2, the generated flight plan and a navigation database are used for screening a standby landing airport which is met by the flight at this time, and the calculation condition can be within a certain distance from the flight plan path; in step 3, the airline company can add a landing airport, an airport runway or a temporary runway which is not in the database through the data chain; in step 4, the flight crew may manually add or delete the back-off airports, airport runways, temporary runways, and generate a temporary back-off airport database that may be used for calculations. During flight, modifying the flight plan will regenerate the temporary staging airport database.
According to some preferred embodiments of the invention, the dividing step comprises:
in a flight level profile of an aircraft, a plurality of candidate landing airports are divided into a return area landing airport and a to-be-flown area landing airport by a normal line at a current position relative to a current heading of the aircraft.
According to some alternative preferred embodiments of the present invention, the dividing step comprises:
in a flight horizontal section of an aircraft, a plurality of candidate landing airports are divided into a return area landing airport and a to-be-flown area landing airport by a normal line relative to a direction of a line connecting starting points of flight segments at a current position.
Further preferably, the method further comprises the steps of:
and updating the normal line according to the change of the current position of the airplane, updating a return flight area alternate landing airport and an area to be flown alternate landing airport, and then returning to the step of calculating the flight time and fuel consumption.
In this way, as the aircraft is flying through a single flight segment, the refreshing of the optimal reserve landing airport can be performed within the scope of the previously formed temporary reserve landing airport database, whereby the amount of computation required to refresh the results or relevant information relating to the optimal reserve landing airport within a single flight segment will be reduced to some extent.
For ease of understanding, some steps or some operations of the above method will be further explained with reference to fig. 4 and 5.
As shown in fig. 4, where the triangle mark indicates the current position of the aircraft, the leg between the waypoint a and the waypoint B is defined as a leg AB, and the normal line passing through the aircraft position point as the leg AB is indicated by a dotted line, thereby dividing the front and rear areas. The area in front of the aircraft is defined as the area to be flown, and the area behind the aircraft is defined as the flown area (i.e., the return area). For convenience of understanding, the fastest arrival airport of the flying area is assumed as a reference point 1 (which can be denoted as REF1), the fastest arrival airport of the flying area is assumed as a reference point 2 (which can be denoted as REF2), and the two fastest arrival airports are compared and displayed on a display device separately.
FIG. 5 illustrates an exemplary optimal alternate landing zone display or display logic. In fig. 5, a reference point 1 is represented by a mark (i), and is also a fastest arrival airport of a return area, and a reference point 2 is represented by a mark (ii), and is also a fastest arrival airport of an area to be flown. Reference point 1 and reference point 2 are displayed in such a way that the upper right corner of the ICAO code at the airport is marked with the time value saved by reference point 1 compared to reference point 2, and the general format may be XXmin. The lower right hand corner of the airport's ICAO code may then mark the fuel value saved at reference point 1 compared to reference point 2, in the general format X.X klb. It will be readily appreciated that "X" in the above description may be any number.
In the whole flight process, along with the execution of a flight plan, namely the flight of the airplane, the nearest landing reserve airports of the flying area and the flying area are changed, the displayed nearest landing reserve airports are also changed, and simultaneously, the time and the saved fuel value which can be saved by one optimal landing reserve airport relative to the other optimal landing reserve airport are also updated, so that the flight crew can be assisted in real time to judge whether to go ahead or return to the air for landing reserve operation.
According to the method for selecting the landing preparation airport on the flight segment, the optimal landing preparation airport selection can be accurately and automatically selected and provided for the pilot, so that the pilot can easily make the optimal landing preparation selection in a convenient and simple operation mode, and the workload of the pilot and the misjudgment risk related to the landing preparation operation are reduced.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.
Claims (9)
1. A method for selecting a reserve landing airport on a flight segment, comprising the steps of:
screening a plurality of candidate landing airports meeting the airplane landing preparation conditions of the current flight section in a navigation database based on the flight plan of the current flight section;
dividing the candidate landing reserve airports into a return-to-air area landing reserve airport and a to-be-flown area landing reserve airport according to the current position of the airplane, wherein the return-to-air area landing reserve airport and the to-be-flown area landing reserve airport are respectively positioned behind and in front of the current position of the airplane;
calculating the distance, the required flight time and the fuel consumption of the airplane flying from the current position to each candidate landing airport according to the flight parameters of the airplane, the position information and the wind power parameters of the current position and the position information and the wind power parameters of the candidate landing airports;
selecting the standby landing airport with the shortest flight time from the return area standby landing airport and the standby landing airport to be flown as an optimal return landing airport and an optimal front standby landing airport;
providing back-landing airport information associated with the optimal return-to-haul airport and the optimal forward back-landing airport, the back-landing airport information including the flight duration and the fuel consumption of the optimal return-to-haul airport and the optimal forward back-landing airport;
wherein the dividing step includes:
in a flight horizontal section of the airplane, dividing the plurality of candidate landing airports into the return-to-flight area landing airport and the to-be-flown area landing airport by a normal relative to a current course of the airplane at the current position or a normal relative to a direction of a connecting line of starting points of the flight sections.
2. The method for selecting landing airport on a flight segment as claimed in claim 1, wherein the step of screening a plurality of candidate landing airports comprises:
generating a coverable geographic range of the airplane in the current flight segment by taking the coverable standby landing distance of the airplane as a coverage radius as the coverable standby landing distance of the airplane based on the flight plan of the current flight segment;
searching all of the back-off airports located within the geographic range in the navigation database as the plurality of candidate back-off airports.
3. The method for selecting a reserve landing airport on a flight segment as claimed in claim 2, further comprising the steps of:
and calculating the coverable standby landing distance according to the flight parameters of the airplane and the wind power parameters of the current position.
4. The method for selecting a reserve landing airport on a flight segment as claimed in claim 3, further comprising the steps of:
correcting the coverable landing distance based on the wind parameter of the current location and/or the wind parameter of the candidate landing airport.
5. The method for selecting a reserve landing airport on a flight segment as claimed in claim 1, further comprising the steps of:
and updating the normal line according to the change of the current position of the airplane, updating the return flight area standby landing airport and the standby flight area standby landing airport, and then returning to the step of calculating the flight time and the fuel consumption.
6. The method for selecting a reserve landing airport on a flight segment of claim 1, wherein said reserve landing airport information further comprises a difference in said flight duration and a difference in said fuel consumption for said optimal return landing airport and said optimal forward reserve landing airport.
7. The method for selecting a parachuting airport on a flight segment of claim 1, wherein the wind parameters comprise wind speed and wind direction and the flight parameters comprise track angle, flight speed, fuel quantity.
8. The method for selecting a reserve landing airport on a flight segment as claimed in claim 1, further comprising the steps of:
deleting or adding the candidate landing airports on the basis of the plurality of candidate landing airports obtained through screening through the data chain.
9. The method for selecting a reserve landing airport on a flight segment as claimed in claim 1, further comprising the steps of:
manually inputting instructions via a flight crew to delete or add candidate landing airports on the basis of the plurality of candidate landing airports.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112734346B (en) * | 2021-04-02 | 2021-09-28 | 北京三快在线科技有限公司 | Method, device and equipment for determining lane coverage and readable storage medium |
| CN113283060B (en) * | 2021-05-06 | 2023-02-03 | 安徽送变电工程有限公司 | Multi-airport preferred take-off and landing method for vertical take-off and landing fixed wing unmanned aerial vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| FR2940426B1 (en) * | 2008-12-23 | 2010-12-10 | Thales Sa | DEVICE FOR ASSISTING THE CHOICE OF A DEROUTEMENT AIRPORT |
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| US5398186A (en) * | 1991-12-17 | 1995-03-14 | The Boeing Company | Alternate destination predictor for aircraft |
| CN109427217A (en) * | 2017-08-22 | 2019-03-05 | 波音公司 | Aircraft, which reaches, determines system and method |
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