CN112861369A

CN112861369A - System and method for setting up airplane approach landing and fly-back protection zone

Info

Publication number: CN112861369A
Application number: CN202110223385.8A
Authority: CN
Inventors: 王旭辉; 杨乐; 柳萌; 刘星俞; 张显通; 张永丽
Original assignee: China Academy of Civil Aviation Science and Technology
Current assignee: China Academy of Civil Aviation Science and Technology
Priority date: 2021-03-01
Filing date: 2021-03-01
Publication date: 2021-05-28
Anticipated expiration: 2041-03-01
Also published as: CN112861369B

Abstract

The invention discloses a system and a method for setting an aircraft approach landing and re-flight protection zone, which comprises an airport runway, an RNP AR approach guiding protection zone setting system, an ILS approach guiding protection zone setting system and an approach and re-flight protection zone fitting and planning system, wherein the RNP AR approach guiding protection zone setting system comprises an approach landing RNP AR protection zone setting unit and a re-flight RNP AR protection zone setting unit, the approach landing RNP AR protection zone setting unit is used for setting the approach landing RNP AR protection zone data which is cut off to a middle positioning point IF, and the re-flight RNP AR protection zone setting unit is used for setting the re-flight RNP AR protection zone data which takes the middle positioning point IF as a starting point; and the approaching and missed approach protection area fitting and planning system performs protection area data fitting on the approaching and missed approach RNP AR protection area data, the ILS approaching protection area data and the missed approach RNP AR protection area data and generates the approaching and missed approach protection area data. Whether the invention can meet the navigation specification of the compliance, the reasonable linking process and the navigation specification lower than the compliance10^‑7A controlled risk of ground collision.

Description

System and method for setting up airplane approach landing and fly-back protection zone

Technical Field

The invention relates to the field of landing and missed approach protection zone setting, in particular to a system and a method for setting an aircraft approach landing and missed approach protection zone.

Background

According to the DOC8168 file of the ICAO specification of the International civil aviation organization, a design method for connecting an ILS approach program based on a traditional navigation mode or a navigation specification based on BASIC RNP1/RNAV1, a related protected area design method, an OAS area division method and the like are detailed; meanwhile, the international civil aviation organization ICAO specification DOC9905 document also details a design method for approaching based on a vertical air pressure navigation BARO-VNAV mode based on RNP AR navigation specification, related protected zone design and the like. However, at present, the integration of the two is lacked, and the program design method, the protection zone design method and the related evaluation means for connecting ILS approaches based on RNP AR navigation specifications are not mentioned in the regulations.

Disclosure of Invention

Aiming at the defects in the prior art, the invention aims to provide an aircraft approach landing and missed approach protection area setting system, wherein the RNP AR navigation specification is used for converting the navigation mode to ILS approach when the aircraft finally approaches the alignment runway, the navigation specification of the compliance can be met, the linking process is reasonable, and the finally estimated obstacle range can meet the condition that the obstacle range is lower than 10^-7A controlled risk of hitting the ground.

The purpose of the invention is realized by the following technical scheme:

an aircraft approach landing and re-flight protection zone setting system comprises an airport runway, an RNP AR approach guidance protection zone setting system and an ILS approach guidance protection zone setting system, wherein the ILS approach guidance protection zone setting system is used for positioning runway data exiting the airport runway, the runway data comprises runway entry points, and the ILS approach guidance protection zone setting system is used for setting an initial approach positioning point IAF, a middle positioning point IF, a final approach positioning point FAF and ILS approach protection zone data; the system for setting the aircraft approach landing and re-flight protection zone also comprises an approach re-flight protection zone fitting and planning system, the RNP AR approach guidance protection zone setting system comprises an approach landing RNP AR protection zone setting unit and a re-flight RNP AR protection zone setting unit, the approach landing RNP AR protection zone setting unit is used for setting the data of the approach landing RNP AR protection zone up to the intermediate locating point IF, and the re-flight RNP AR protection zone setting unit is used for setting the data of the re-flight RNP AR protection zone with the intermediate locating point IF as the starting point; the near-approach missed approach protection zone fitting and planning system is used for performing protection zone data fitting on the near-approach RNP AR protection zone data, the ILS near-approach protection zone data and the missed approach RNP AR protection zone data and generating the near-approach missed approach protection zone data.

In order to better realize the airplane approach landing and re-flight protection zone setting system, the accuracy of the approach landing RNP AR protection zone data of the approach landing RNP AR protection zone setting unit is 0.3-1.0 nautical miles, and the accuracy of the re-flight RNP AR protection zone data of the re-flight RNP AR protection zone setting unit is 0.3 nautical miles.

The further technical scheme is as follows: the accuracy of the data of the approaching touchdown RNP AR protection zone setting unit is 0.3 and 1.0 nautical miles.

The invention relates to a protection zone data fitting method in a near-fly protection zone fitting planning system, which comprises the following steps:

a. the ILS approach guiding protection area dividing system is internally provided with PANS-OPS OAS software, the ILS approach guiding protection area dividing system is divided to obtain an obstacle evaluation surface OAS, the obstacle evaluation surface OAS comprises a flight glide middle inclined plane W, a flight glide side inclined plane combination, a flight runway area side inclined plane combination, a flight runway far-end inclined plane Z and a flight approach bottom plane, the flight glide side inclined plane combination comprises two flight glide side inclined planes X positioned at two sides of the flight glide middle inclined plane W, the flight runway area side inclined plane combination comprises two flight runway area side inclined planes Y, the flight runway side inclined planes Y are fused between the flight glide side inclined planes X and the flight runway far-end inclined plane Z, the flight approach bottom plane comprises a first four-side surface and a second four-side surface, wherein the bottom of the flight runway side inclined planes Y and the second four-side surface are intersected to form two D points and two E points, wherein the top of the side inclined plane Y of the flight runway area is intersected with the side inclined plane X of the flight glide to form a point D'; the method comprises the following steps that a flight glide middle slope W, a flight glide side slope X, a flight runway area side slope Y and a flight runway far-end slope Z all satisfy a linear equation that Z is Ax + By + C, wherein X and Y are position coordinates, Z is the surface height of a position evaluation surface, constant sets of the flight glide middle slope W, the flight glide side slope X, the flight runway area side slope Y and the flight runway far-end slope Z are taken out through PANS-OPS OAS software, and the constant sets comprise constant sets corresponding to A, B and C respectively;

b. making a vertical line in the approaching direction of the airplane at the middle positioning point IF, and intersecting the airplane with the accuracy of 1.0 nautical mile at an IF1 point and an IF2 point; connecting and extending the point D and the point D ', then making a perpendicular line in the approach direction of the airplane at the last approach positioning point FAF and respectively intersecting the extension line of D D' with the point X ', and respectively connecting the point IF1 and the point IF2 with the point X' and obtaining an approach landing protection fit line A;

c. between the last approach positioning point FAF and the runway entrance point, the data of the obstacle evaluation plane OAS and the missed approach RNP AR protection area intersect at a point K; making a vertical line in the approaching direction of the airplane at the entrance point of the runway, respectively intersecting the vertical line with the OAS at a Y ' point, inwards contracting by the Y ' point according to an angle of 25-35 degrees, intersecting the data with the data of a missed approach RNP AR protection area behind the entrance point of the runway at a Z ' point, correspondingly connecting the Y ' point with the Z ' point, and obtaining a missed approach protection fitting line;

d. and sequentially fitting the approaching landing RNP AR protection zone data, the ILS approaching protection zone data and the missed approach RNP AR protection zone data through an approaching landing protection fitting line A and a missed approach protection fitting line to obtain the approaching landing missed approach protection zone data.

The fitting and planning system for the approach and re-flight protection area sequentially fits the approach and re-flight RNP AR protection area data, an approach and re-flight protection fit line A, the re-flight RNP AR protection area data located in front of a point K and a point X ', the ILS approach protection area data located between the point K and the point Y ', the re-flight protection fit line and the re-flight RNP AR protection area data located behind a point Z ', so as to obtain the approach and re-flight protection area data.

The invention relates to a fitting and planning system for an approach and re-flight protection area, which is used for sequentially connecting an outer edge line of approach and re-flight RNP AR protection area data, an approach and re-flight protection fit line A, an outer edge line of re-flight RNP AR protection area data positioned in front of a K point and an X ' point, an ILS approach protection area data outer edge line positioned between the K point and a Y ' point, a re-flight protection fit line and an outer edge line of re-flight RNP AR protection area data positioned behind the Z ' point and obtaining the approach and re-flight protection area data outer edge line.

The method for setting the flying-back protection zone for the approach and landing of the airplane comprises an airport runway, an RNP AR approach guidance protection zone setting system, an ILS approach guidance protection zone setting system and an approach flying-back protection zone fitting setting system, wherein PANS-OPS OAS software is arranged in the ILS approach guidance protection zone setting system, the RNP AR approach guidance protection zone setting system comprises an approach landing RNP AR protection zone setting unit and a flying-back RNP AR protection zone setting unit, and the method comprises the following steps:

A. the ILS approach guidance protection area planning system is used for positioning runway data of an airport runway, the runway data comprises runway entry points, and an initial approach positioning point IAF, a middle positioning point IF, a final approach positioning point FAF and ILS approach protection area data are planned through the ILS approach guidance protection area planning system; setting up the RNP AR protection zone data of the approach landing by the RNP AR protection zone setting unit, wherein the data of the RNP AR protection zone of the approach landing is cut off to the intermediate locating point IF, and the accuracy of the RNP AR protection zone data of the approach landing of the RNP AR protection zone setting unit is 0.3 and 1.0 nautical miles; the method comprises the steps that re-flying RNP AR protection area data with an intermediate positioning point IF as a starting point are planned through a re-flying RNP AR protection area setting unit, and the accuracy of the re-flying RNP AR protection area data of the re-flying RNP AR protection area setting unit is 0.3 nautical miles;

B. protection zone data fitting is carried out on the approaching and landing RNP AR protection zone data, the ILS approaching protection zone data and the missed approach RNP AR protection zone data through an approaching and missed approach protection zone fitting and planning system, and the approaching and missed approach protection zone data are generated, wherein the specific method comprises the following steps:

b1, an ILS approach guiding protection zone marking system is internally provided with PANS-OPS OAS software, the ILS approach guiding protection zone marking system is marked to obtain an obstacle evaluation surface OAS, the obstacle evaluation surface OAS comprises a glide middle slope W, a glide side slope combination, a runway zone side slope combination, a runway distal end slope Z and a flight approach bottom plane, the glide side slope combination comprises two glide side slopes X positioned at two sides of the glide middle slope W, the runway zone side slope combination comprises two runway zone side slopes Y, the runway zone side slope Y is fused between the glide side slopes X and the runway distal end slope Z, the flight approach bottom plane comprises a first four-side surface and a second four-side surface, wherein the bottom of the runway zone side slope Y is intersected with the second four-side surface to form two D points and two E points, wherein the top of the side inclined plane Y of the flight runway area is intersected with the side inclined plane X of the flight glide to form a point D';

b2, making a vertical line in the approaching direction of the airplane at the middle positioning point IF, and intersecting the airplane with the accuracy of 1.0 nautical mile at an IF1 point and an IF2 point; connecting and extending the point D and the point D ', then making a perpendicular line in the approach direction of the airplane at the last approach positioning point FAF and respectively intersecting the extension line of D D' with the point X ', and respectively connecting the point IF1 and the point IF2 with the point X' and obtaining an approach landing protection fit line A;

b3, intersecting the data of the obstacle evaluation plane OAS and the missed approach RNP AR protection area at a point K between the last approach positioning point FAF and the runway entry point; making a vertical line in the approaching direction of the airplane at the entrance point of the runway, respectively intersecting the vertical line with the OAS at a Y ' point, inwards contracting by the Y ' point according to an angle of 25-35 degrees, intersecting the data with the data of a missed approach RNP AR protection area behind the entrance point of the runway at a Z ' point, correspondingly connecting the Y ' point with the Z ' point, and obtaining a missed approach protection fitting line;

and B4, sequentially fitting the approaching and landing RNP AR protection area data, the ILS approaching protection area data and the missed-flying RNP AR protection area data through an approaching and landing protection fit line A and a missed-flying protection fit line, and obtaining approaching and missed-flying protection area data.

According to the approach-missed approach protection area fitting and marking method B1, a flight glide middle inclined plane W, a flight glide side inclined plane X, a flight runway area side inclined plane Y and a flight runway far-end inclined plane Z all meet a linear equation that Z is Ax + By + C, wherein X and Y are position coordinates, Z is the surface height of a position evaluation surface, constant sets of the flight glide middle inclined plane W, the flight glide side inclined plane X, the flight runway side inclined plane Y and the flight runway far-end inclined plane Z are taken out through PANS-OPSOAS software, and the constant sets comprise constant sets A, B and C which respectively correspond to each other.

According to the method for fitting and dividing the approach-arrival missed approach protection area, in the B4, an outer edge line of approach-arrival RNP AR protection area data, an approach-arrival missed approach protection fit line A, an outer edge line of missed approach RNP AR protection area data located before a K point and an X ' point, an ILS approach-arrival protection area data outer edge line located between the K point and a Y ' point, a missed approach protection fit line and an outer edge line of missed approach protection area data located after the Z ' point are sequentially connected and obtained.

The first four-side surface flying to the bottom plane meets the linear equation of z ═ Ax + By + C, wherein x and y are position coordinates, and z is 0; and the second four-side surface flying to the bottom plane meets a linear equation of z ═ Ax + By + C, wherein x and y are position coordinates, and z is 0.

The Z value of the middle flight glide slope W, the side flight glide slope X, the side flight runway area slope Y and the far flight runway slope Z in the invention B1 is 300.

Compared with the prior art, the invention has the following advantages and beneficial effects:

(1) the invention uses the RNP AR navigation standard to convert the navigation mode to ILS approach when finally approaching the alignment runway, can meet the navigation standard of the compliance and has reasonable linking process, and finally the estimated obstacle range can meet the condition that the range is lower than 10^-7A controlled risk of hitting the ground.

(2) The invention provides a reasonable protection zone setting system and a reasonable protection zone setting method, which can be widely applied to the approach flight protection zone setting of an airport in high altitude and complex terrain in China, wherein the RNP AR specification is firstly used for avoiding and guiding the obstacle to the maximum extent in the area with extremely complex terrain, and the ILS mode is used for approach in the last approach and alignment runway stage, so that the running standard of a pure RNP AR program is reduced, the whole approach process is safer, more comprehensive and sufficient safety scientific guidance can be provided in the actual running environment, and the safety and normality of flights are better ensured.

Drawings

FIG. 1 is a block diagram of the schematic structure of an aircraft approach landing and fly-back protection zone setting system of the present invention;

FIG. 2 is a schematic illustration of an obstacle evaluation surface OAS in accordance with the ICAO DOC8168 regulatory standard;

FIG. 3 is a perspective schematic view of FIG. 2;

FIG. 4 is a schematic diagram of the positions of the points of the OAS of the obstacle evaluation plane;

FIG. 5 is a schematic view of the connection and extension of point D and point D ";

fig. 6 is a schematic diagram illustrating the data of the approach-and-landing RNP AR guard area partitioned by the approach-and-landing RNP AR guard area configuration unit and the data of the missed-flight RNP AR guard area partitioned by the missed-flight RNP AR guard area configuration unit in this embodiment;

FIG. 7 is a schematic diagram of the overlay ILS approach protection zone data of FIG. 6;

FIG. 8 is a schematic diagram of the point X "which is perpendicular to the approach direction of the aircraft and intersects the extension line of D D" respectively at the last approach location point FAF in the embodiment;

FIG. 9 is a schematic illustration of an approach fall protection fit line A in an embodiment;

FIG. 10 is a diagram illustrating the intersection of the OAS and the RNP AR protection zone data at point K in the embodiment;

FIG. 11 is a schematic view of an embodiment in which a vertical line in the approaching direction of the aircraft is made at the entrance point of the runway and intersects with the obstacle evaluation plane OAS at points Y' respectively;

FIG. 12 is a schematic diagram of a missed approach protection fit line in an embodiment;

FIG. 13 is a schematic diagram illustrating data of an approach landing missed approach protection zone in an embodiment;

FIG. 14 is an enlarged schematic view of the approach landing missed approach protection zone data at the intermediate locating point IF to the final approach locating point FAF according to the embodiment;

FIG. 15 is an enlarged schematic view of data of the approach landing missed approach protection zone at the entrance of the runway in the embodiment;

FIG. 16 is a comparison graph A of obstacle evaluation of the data of the approach landing missed approach protection zone in the present embodiment;

fig. 17 is an obstacle evaluation comparison graph B of the approach-landing-missed approach protection area data of the present embodiment.

Detailed Description

The present invention will be described in further detail with reference to the following examples:

examples

As shown in fig. 1 to 15, an aircraft approach landing and re-flight protection zone setting system and method includes an airport runway, an RNP AR approach guidance protection zone setting system, an ILS approach guidance protection zone setting system, and an approach re-flight protection zone fitting setting system, where the ILS approach guidance protection zone setting system locates runway data of the airport runway, where the runway data includes a runway entry point, and the ILS approach guidance protection zone setting system is configured to set an initial approach location point IAF, a middle location point IF, a final approach location point FAF, and ILS approach protection zone data. The RNP AR approach guidance protection zone setting system comprises an approach-descent RNP AR protection zone setting unit and a re-flight RNP AR protection zone setting unit, wherein the approach-descent RNP AR protection zone setting unit is used for setting data of an approach-descent RNP AR protection zone ending at a middle positioning point IF, and the re-flight RNP AR protection zone setting unit is used for setting data of a re-flight RNP AR protection zone starting from the middle positioning point IF. And the near-approach missed approach protection zone fitting and planning system is used for performing protection zone data fitting on the near-approach RNP AR protection zone data, the ILS near-approach protection zone data and the missed approach RNP AR protection zone data and generating the near-approach missed approach protection zone data.

In this embodiment, the accuracies of the data of the RNP AR protection zone for near-falling are 0.3 and 1.0 nautical miles, and as shown in fig. 6, the RNP AR protection zone setting unit for near-falling of this embodiment sets the data of the RNP AR protection zone for near-falling with two accuracies according to the accuracy of 0.3 nautical miles and the accuracy of 1.0 nautical miles, respectively. The precision of the data of the missed-flight RNP AR protection zone setting unit is 0.3 nautical miles, and the missed-flight RNP AR protection zone setting unit of the embodiment plans the data of the missed-flight RNP AR protection zone according to the precision of 0.3 nautical miles.

a. the ILS approach guidance protection area dividing system is internally provided with PANS-OPS OAS software, and the ILS approach guidance protection area dividing system is divided to obtain an obstacle evaluation surface OAS, as shown in figures 2-4, the obstacle evaluation surface OAS comprises a flight glide middle inclined plane W, a flight glide side inclined plane combination, a flight runway area side inclined plane combination, a flight runway distal end inclined plane Z and a flight approach bottom plane, the flight glide side inclined plane combination comprises two flight glide side inclined planes X positioned at two sides of the flight glide middle inclined plane W, the flight runway area side inclined plane combination comprises two flight runway area side inclined planes Y, the flight runway area side inclined planes Y are fused and positioned between the flight glide side inclined planes X and the flight runway distal end inclined plane Z, the flight approach bottom plane comprises a first four-side surface and a second four-side surface, wherein the bottom of the flight runway side inclined planes Y and the second four-side surface are intersected to form two D points and two E points, wherein the top of the side inclined plane Y of the flight runway area is intersected with the side inclined plane X of the flight glide to form a point D'. The flight glide middle inclined plane W, the flight glide side inclined plane X, the flight runway area side inclined plane Y and the flight runway far-end inclined plane Z all satisfy a linear equation of Z being Ax + By + C, wherein X and Y are position coordinates, Z is the surface height of the position evaluation plane, constant sets of the flight glide middle inclined plane W, the flight glide side inclined plane X, the flight runway area side inclined plane Y and the flight runway far-end inclined plane Z are taken out through PANS-OPS OAS software, and the constant sets comprise constant sets corresponding to A, B and C respectively.

The ILS approach guidance protection planning system plans an obstacle evaluation plane OAS as shown in fig. 2 according to the ICAO DOC8168 regulation standard, which consists of 6 inclined planes (denoted by letters W, X, Y and Z, W denoted as a flight glide middle inclined plane, X denoted as a flight glide side inclined plane, Y denoted as a flight runway section side inclined plane, and Z denoted as a flight runway distal end inclined plane) symmetrical to the fine flight path and a horizontal plane containing the entrance (i.e., a flight approach bottom plane) (see fig. 2 and 3). These bevel geometries are determined By 4 linear equations of the form z Ax + By + C, where x and y are the position coordinates and z is the face height of the position evaluation surface. From the course to entry distance and glide angle, a set of constants for each face can be derived using the PANS-OPS OAS software (A, B and C). As shown in fig. 2 to 4, the 6-sided shape defined by point C, D, E in the obstacle evaluation plane OAS is a 0-meter horizontal plane based on the runway threshold, and the glide central slope W, the glide side slope X, the runway area side slope Y, and the runway distal slope Z extend outward and upward with the bottom sides thereof, respectively. Wherein, the Z surface and the Y surface in the class I precision approach OAS surface extend to 300 meters (based on the entrance), and the flight glide middle inclined plane W and the flight glide side inclined plane X continue to extend to the last approach positioning point after extending to 300 meters. And intersecting lines of two adjacent surfaces in the obstacle evaluation surface OAS are linear equation sets formed by the two surfaces. The position (x, y coordinates) of horizontal plane C, D, E is the solution when z is 0; the positions (x, y coordinates) of C ', D ', E ' are the solutions when z is 300, and the relationship between each point is shown in FIG. 3. For example, point D "is the point where the intersection of glide side slope X and runway area side slope Y extends up to 300 meters.

b. At the intermediate location point IF, a vertical line is made in the direction of approach of the aircraft and intersects the altitude with an accuracy of 1.0 at the point IF1 and the point IF2 (as shown in fig. 6). And connecting and extending the point D and the point D ', then making a perpendicular line of the approach direction of the airplane at the final approach positioning point FAF and intersecting with the extension line of D D ' (shown in figure 8), and respectively connecting the point IF1 and the point IF2 with the point X ', and obtaining an approach landing protection fit line A (shown in figure 9).

c. Between the last approach fix FAF and the runway entry point, the obstacle evaluation plane OAS intersects the missed approach RNP AR zone data at point K (as shown in fig. 10). Making a vertical line in the approaching direction of the airplane at the entrance point of the runway, respectively intersecting with an obstacle evaluation plane OAS at a Y ' point (as shown in figure 11), shrinking inward by an angle of 25-35 degrees by the Y ' point, intersecting with the data of the missed approach RNP AR protection area located after the entrance point of the runway at a Z ' point (as shown in figure 12, shrinking inward by an angle of 30 degrees by the Y ' point, intersecting with the data of the missed approach RNP AR protection area located after the entrance point of the runway at the Z ' point), and correspondingly connecting the Y ' point with the Z ' point to obtain a missed approach protection fitting line.

d. And sequentially fitting the approaching landing RNP AR protection zone data, the ILS approaching protection zone data and the missed approach RNP AR protection zone data through an approaching landing protection fitting line A and a missed approach protection fitting line to obtain approaching landing missed approach protection zone data (as shown in figure 13). And sequentially fitting the approaching and landing RNP AR protection area data, an approaching and landing protection fit line A, the missed approach RNP AR protection area data located before the K point and the X ' point, the ILS approaching protection area data located between the K point and the Y ' point, a missed approach protection fit line and missed approach RNP AR protection area data located after the Z ' point to obtain the approaching and landing missed approach protection area data.

An outer edge line of the approach landing RNP AR protection area data, an approach landing protection fit line A, an outer edge line of the missed RNP AR protection area data located before a point K and a point X ", an outer edge line of the ILS approach protection area data located between the point K and a point Y", a missed landing protection fit line, and an outer edge line of the missed RNP AR protection area data located after the point Z "are sequentially connected and the outer edge line of the approach landing missed landing protection area data is obtained (as shown in FIG. 13, the outer edge line of the approach landing missed landing protection area data is the outer contour line of the protection area in the figure).

An airplane approach landing and re-flight protection zone setting method comprises an airport runway, an RNP AR approach guidance protection zone setting system, an ILS approach guidance protection zone setting system and an approach re-flight protection zone fitting setting system, wherein PANS-OPS OAS software is arranged in the ILS approach guidance protection zone setting system, the RNP AR approach guidance protection zone setting system comprises an approach landing RNP AR protection zone setting unit and a re-flight RNP AR protection zone setting unit, in the embodiment, the length of the runway is 3000 meters, the distance from the entrance of the runway to an LLZ platform is 3200 meters, a 3-degree slip angle and a 2.5% re-flight climbing gradient are used, and D-type airplanes and Yunnan Lijiang airports are taken as examples, and the method comprises the following steps:

A. the ILS approach guidance protection area planning system locates runway data for exiting an airport runway, where the runway data includes runway entry points, and the ILS approach guidance protection area planning system plans an initial approach location point IAF, an intermediate location point IF, a final approach location point FAF, and ILS approach protection area data in an approach direction (as shown in fig. 5). The RNP AR protection zone data of the approach descent by the intermediate locating point IF is defined by the RNP AR protection zone defining unit of the approach descent, and the RNP AR protection zone data of the approach descent by the RNP AR protection zone defining unit of the approach descent have precisions of 0.3 and 1.0 nautical miles, as shown in fig. 6, the RNP AR protection zone defining unit of this embodiment defines RNP AR protection zone data of the approach descent at two precisions according to the precisions of 0.3 nautical miles and 1.0 nautical miles, respectively. The missed-flight RNP AR protection zone data starting from the intermediate anchor point IF is planned by the missed-flight RNP AR protection zone setting unit, as shown in fig. 6, the accuracy of the missed-flight RNP AR protection zone data of the missed-flight RNP AR protection zone setting unit of the present embodiment is 0.3 nautical miles.

b1, an ILS approach guidance protection area marking system is internally provided with PANS-OPS OAS software, as shown in figures 2-4, the ILS approach guidance protection area marking system is marked to obtain an obstacle evaluation surface OAS, the obstacle evaluation surface OAS comprises a flight glide middle inclined plane W, a flight glide side inclined plane combination, a flight runway area side inclined plane combination, a flight runway far-end inclined plane Z and a flight approach bottom plane, the flight glide side inclined plane combination comprises two flight glide side inclined planes X positioned at two sides of the flight glide middle inclined plane W, the flight runway area side inclined plane combination comprises two flight runway area side inclined planes Y, the flight runway area side inclined plane Y is fused between the flight glide side inclined plane X and the flight runway far-end inclined plane Z, the flight approach bottom plane comprises a first four-side surface and a second four-side surface, wherein the bottom of the flight runway side inclined plane Y is intersected with the second four-side surface to form two D points and two E points, wherein the top of the side inclined plane Y of the flight runway area is intersected with the side inclined plane X of the flight glide to form a point D'. In this embodiment B1, the center flight glide slope W, the side flight glide slope X, the side flight path area slope Y, and the far end flight path slope Z all satisfy the linear equation of Z ═ Ax + By + C, where X and Y are position coordinates, and Z is the height of the evaluation plane at that position, and constant sets of the center flight glide slope W, the side flight glide slope X, the side flight path area slope Y, and the far end flight path slope Z are extracted By the PANS-OPS OAS software, where the constant sets include constant sets corresponding to A, B and C, respectively. The first four-side surface flying to the bottom plane in the embodiment satisfies the linear equation of z ═ Ax + By + C, where x and y are position coordinates, and z is 0. The second four-side surface flying to the bottom plane meets the linear equation of z ═ Ax + By + C, wherein x and y are position coordinates, and z takes the value of 0. In this embodiment B1, Z is 300 in the middle flight glide slope W, the side flight glide slope X, the side flight runway area slope Y, and the far flight runway slope Z.

B2, making a vertical line in the approaching direction of the airplane at the middle positioning point IF and intersecting with the accuracy of 1.0 nautical miles at the IF1 point and the IF2 point. Connecting and extending the point D and the point D ', then making a perpendicular line in the approaching direction of the airplane at the last approaching positioning point FAF and respectively intersecting with the extension line of D D ' (as shown in figures 2-5), correspondingly connecting the point IF1 and the point IF2 with the point X ' and obtaining an approaching landing protection fit line A (as shown by a PNP1.0 connecting line on the outer side in figure 9); of course, a vertical line in the approaching direction of the airplane is made at the middle positioning point IF and intersects with the precision of 1.0 nautical miles at an IF3 point and an IF4 point, the IF3 point and the IF4 point are respectively correspondingly connected with the X' point, and an approaching landing protection fit line B (a PNP0.3 connecting line on the inner side shown in figure 9) is obtained; the RNP AR protection zone boundary of the IF point is directly connected to the X 'to connect the RNP AR approach to the ILS approach protection zone, and the connection line connected to the X' can enable the RNP AR approach protection zone to reasonably transit to the ILS protection zone.

B3, between the last approach fix FAF and the runway entry point, the obstacle evaluation plane OAS intersects with the missed approach RNP AR protection zone data at point K (point K on both sides as shown in fig. 10), and this embodiment continues to use the ILS protection zone range in the flight direction until the runway entry point is reached, before the runway entry point is reached, i.e. the intersection in fig. 10. Making a vertical line in the approach direction of the airplane at the entrance point of the runway, and respectively intersecting with an obstacle evaluation plane OAS at Y 'points (such as the Y' points at two sides shown in FIG. 11, making a vertical line from the entrance point RW02 of the runway to two sides in the approach direction, and always intersecting with the larger of two protection areas at two Y 'points), inward contracting the Y' points according to an angle of 25-35 degrees, and intersecting with the data of a missed approach RNP AR protection area located behind the entrance point of the runway at Z 'points (such as the Z' points at two sides shown in FIG. 12, in the embodiment, an inner RNP AR protection area parallel line is made based on the Y 'points, then the inner included angle is 30 degrees, the RNP AR protection area is always intersected at the Z' point), and correspondingly connecting the Y 'points with the Z' points to obtain a missed approach protection fit line (such as the missed approach protection fit line is a Y 'point corresponding to the Z' point); after the contraction value Z '-Z', the range of the protective zone of the RNP AR is restored, the flight is always in the direction of the missed approach, and the process effectively makes the flight procedure of the missed approach section after the runway entrance reasonably transited from the ILS approach mode to the RNP AR mode.

And B4, sequentially fitting the approaching landing RNP AR protection area data, the ILS approaching protection area data and the missed-flying RNP AR protection area data through an approaching landing protection fit line A and a missed-flying protection fit line, and obtaining the approaching landing missed-flying protection area data (in the embodiment, RNP AR is finally connected with ILS approaching and then connected with an RNP AR missed-flying complete protection area). In the invention B4, an outer margin line of the approach landing RNP AR protection area data, an approach landing protection fitting line A, an outer margin line of the missed approach landing RNP AR protection area data positioned in front of a K point and an X ' point, an ILS approach protection area data outer margin line positioned between the K point and a Y ' point, a missed approach protection fitting line and an outer margin line of the missed approach landing missed approach protection area data positioned behind a Z ' point are sequentially connected and obtained.

After the FAF point, the present embodiment uses an ILS protection area evaluation method instead of the RNP AR protection area, so that the protection area range can be reduced, and unnecessary obstacles are excluded from consideration, as shown in fig. 16, a terrain mountain with 2260 m in the figure is excluded from consideration, and in the final approach segment, the obstacles to be considered can be greatly and effectively reduced, thereby reducing the decision height in the approach segment. In this embodiment, after passing through the runway entry point, the current stage is used to transition to the RNP AR protection area, and the obstacle in the ILS protection area outside the RNP AR protection area can be excluded, and since the RNP AR navigation mode is used as the missed approach procedure, the ILS protection area can also be no longer used, as shown in fig. 17, it can be seen that the obstacle elevation that only needs to be considered is far lower than the excluded obstacle, so that the required climbing gradient is greatly reduced in the missed approach section, the weather standard in the approaching stage is indirectly optimized, and the landing performance of the flight driver operating the airport is improved.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims

1. The utility model provides an aircraft is approach to landing and is flown back protection zone and establish system, includes airport runway, RNP AR advances to lead protection zone and establishes the system and ILS advances to lead protection zone, and ILS advances to lead protection zone and establishes the runway data that the system location goes out the airport runway, and the runway data includes the runway entry point, ILS advances to lead protection zone and establishes the system and be used for drawing out the initial approach setpoint IAF, middle setpoint IF, last approach setpoint FAF and ILS and advance protection zone data, its characterized in that: the RNP AR approach guidance protection zone setting system comprises an approach landing RNP AR protection zone setting unit and a fly-back RNP AR protection zone setting unit, the approach landing RNP AR protection zone setting unit is used for setting data of an approach landing RNP AR protection zone which is cut to a middle positioning point IF, and the fly-back RNP AR protection zone setting unit is used for setting data of a fly-back RNP AR protection zone which takes the middle positioning point IF as a starting point; the near-approach missed approach protection zone fitting and planning system is used for performing protection zone data fitting on the near-approach RNP AR protection zone data, the ILS near-approach protection zone data and the missed approach RNP AR protection zone data and generating the near-approach missed approach protection zone data.

2. An aircraft approach landing missed approach protection zone setting system according to claim 1, wherein: the precision of the data of the RNP AR protection zone for the approach and landing is 0.3-1.0 nautical miles, and the precision of the data of the RNP AR protection zone for the missed approach of the RNP AR protection zone setting unit for the missed approach is 0.3 nautical miles.

3. An aircraft approach landing missed approach protection zone setting system according to claim 2, wherein: the accuracy of the data of the approaching touchdown RNP AR protection zone setting unit is 0.3 and 1.0 nautical miles.

4. An aircraft approach landing missed approach protection zone setting system according to claim 3, wherein: the protection zone data fitting method in the approaching and missed approach protection zone fitting planning system is as follows:

And sequentially fitting the approaching and landing RNP AR protection area data, an approaching and landing protection fit line A, the missed approach RNP AR protection area data located before the K point and the X ' point, the ILS approaching protection area data located between the K point and the Y ' point, a missed approach protection fit line and missed approach RNP AR protection area data located after the Z ' point to obtain the approaching and landing missed approach protection area data.

5. An aircraft approach landing and missed approach protection zone setting system and method according to claim 4, characterized in that: and the outer edge line of the RNP AR protection area data approaching and landing, the approaching and landing protection fit line A, the outer edge line of the RNP AR protection area data going forward from the point K and the point X ', the ILS approaching protection area data outer edge line between the point K and the point Y ', the flying protection fit line and the flying RNP AR protection area data outer edge line behind the point Z ' are sequentially connected and the outer edge line of the approaching and landing flying RNP AR protection area data is obtained.

6. A method for setting a fly-back protection zone for approach landing of an airplane is characterized by comprising the following steps: the method comprises the steps of arranging an airport runway, an RNP AR approach guidance protection zone, an ILS approach guidance protection zone and an approach and fly protection zone fitting system, wherein the ILS approach guidance protection zone is internally provided with PANS-OPS OAS software, the RNP AR approach guidance protection zone comprises an approach and landing RNP AR protection zone arranging unit and a fly RNP AR protection zone arranging unit, and the method comprises the following steps:

7. An aircraft approach landing missed approach protection zone setting system and method according to claim 6, characterized in that: and constant sets of the middle flight glide slope W, the side flight glide slope X, the side flight path area slope Y and the far-end flight path slope Z in the B1 are taken out through PANS-OPS OAS software, and comprise constant sets corresponding to A, B and C respectively.

8. An aircraft approach landing missed approach protection zone setting system and method according to claim 6, characterized in that: and the outer edge line of the RNP AR protection area data approaching and landing, the approaching and landing protection fitting line A, the RNP AR protection area data outer edge line going back and forth before the point K and the point X ', the ILS approaching protection area data outer edge line between the point K and the point Y ', the compound flying protection fitting line and the RNP AR protection area data outer edge line going back and forth after the point Z ' in the B4 are sequentially connected and the approaching and landing compound flying protection area data outer edge line is obtained.

9. An aircraft approach landing missed approach protection zone setting system and method according to claim 7, characterized in that: the first four-side surface of the plane approaching the bottom meets the linear equation of z ═ Ax + By + C, wherein x and y are position coordinates, and z is 0; and the second four-side surface flying to the bottom plane meets a linear equation of z ═ Ax + By + C, wherein x and y are position coordinates, and z is 0.

10. An aircraft approach landing missed approach protection zone setting system and method according to claim 7, characterized in that: and the value of Z in the flight glide middle inclined plane W, the flight glide side inclined plane X, the flight runway area side inclined plane Y and the flight runway far end inclined plane Z in the B1 is 300.