CN115047897A - General aviation GNGP flight program protection zone setting method based on satellite navigation - Google Patents

Abstract

The invention discloses a method for setting a general aviation GNGP flight program protection zone based on satellite navigation, which solves the problem that a general aircraft cannot control the flight and lifting well because the general aircraft cannot realize the navigation of full airspace instrument flight in the flight process, and comprises the following steps of 1) collecting the data of the inside and outside of the existing airport; step 2), GNGP software of the general aircraft detects the operation capability of the general aircraft; step 3) fusing the step 1) and the step 2), and generating a flight-departure protection area program of satellite navigation by GNGP software of the general aircraft; step 4), generating a program with a satellite navigation flight-approach protection area by using GNGP software; and 5) finally, generating a protection area program for flying and landing the general aircraft by the GNGP software, wherein the method has the advantages that the generation of the general aircraft GNGP software program and the control of navigation enable the lifting and the flying area of the general aircraft to be limited, and the general aircraft can run in a set area range in the lifting and flying process.

Description

General aviation GNGP flight program protection zone setting method based on satellite navigation

Technical Field

The invention relates to the technical field of protecting aircraft flight through satellite navigation, in particular to a general aviation GNGP flight program protection zone setting method based on satellite navigation.

Background

The construction of the general airport has the great development of the Chinese navigation (general aviation). Helicopters are becoming increasingly prominent as important members of general-purpose aircraft. Compared with a fixed-wing airplane, the helicopter can realize the characteristics of ultra-low altitude hovering operation, vertical take-off and landing, flexible maneuvering and the like, so that the helicopter has irreplaceable effects in the aspects of emergency rescue, forest fire prevention, aerial photography and the like. Under the influence of good policies such as approval to change the introduced aircrafts into a record system by the civil aviation bureau, the scale of the fleet of universal aircrafts in China is expected to continuously and rapidly increase in the future, especially the aircrafts such as helicopters have the characteristics of lower requirement on flight sites, stronger aircraft flyability, more flexible flight tracks and the like, more and more shadows of the helicopters must be seen in the great development of navigation, but the helicopters are mainly used for challenging complex terrains and severe environments and face various different flight tasks, and the flight risk and safety problems caused by the different flying missions are not small and great.

(1) General aircraft operating environment is generally relatively harsh

The take-off and landing of the large commercial transport aircraft have fixed running airspace and air routes, the aircraft has higher flying height, can realize point-to-point flight, and can receive air traffic control at any time; the airspace available for general aircrafts is very tight, and most of the aircrafts take off and land in the field, fly above mountainous areas, forest areas and towns, are uncontrolled, are greatly influenced by terrain, ground objects, tall buildings, various towers and low-altitude complex and variable meteorological conditions, are complex in operation and high in difficulty for undertaken tasks such as transportation, lifesaving, hanging, patrol and the like, and can cause higher accident rate.

(2) General aviation airport infrastructure difference

"general aviation airport" refers to an airport dedicated to the take-off and landing of "general aviation" flight missions for civil aviation. The general aviation flight task of civil aviation is specially designed for other flight tasks except passenger transportation and cargo transportation, such as special flight tasks of sightseeing of scenic spot tourists, air performance, air aerial photography, air surveying and mapping, pesticide spreading and the like. Aircrafts for executing general aviation flight tasks are mostly small airplanes, light airplanes, helicopters and the like, so runway lights and navigation facilities of a general airport are often simple and crude, the clearance environment of the general airport is often poor, and the aircrafts do not have the take-off and landing functions of any large civil aircrafts at all.

(3) General aircraft mostly does not have instrument flight ability

Most general aircrafts are not used for carrying out regular passenger transportation, compared with large-scale regular passenger aircrafts, airborne equipment of the aircrafts is simpler, instrument Navigation Flight cannot be finished, and the aircrafts do not have Global Navigation Satellite System (GNSS) capability, namely instrument Flight capability, can only run according to Visual Flight Rules (VFR), and cannot run on the cloud or in all weather.

In order to make the general aircraft fly higher, farther and safer, the instrument flying proportion is gradually increased, and the traditional instrument flying method realizes navigation by using sensors and pointers on the ground such as NDB, VOR or ILS, and the implementation mode has high requirements on ground equipment and cannot realize full-airspace instrument flying.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: the invention provides a method for setting a general aviation GNGP flight program protection zone based on satellite navigation, which solves the problem that the conventional general aircraft cannot control the flight and lifting well because the navigation of a full airspace instrument cannot be realized in the flight process.

The invention is realized by the following technical scheme:

a general aviation GNGP flight program protection partition setting method based on satellite navigation comprises the following steps:

step 1) collecting data inside and around an airport according to the established airport;

step 2) installing GNGP software on a general aircraft, and detecting the operation capability of airborne equipment installed on the general aircraft under the drive of the GNGP software;

step 3) designing a flight-departure protection zone program of satellite navigation, wherein the flight-departure protection zone program of the satellite navigation is designed in sequence according to the steps of a straight line-departure visual flight section, a maneuvering-departure visual flight section, a visual flight rule-departure visual flight section and departure flight;

step 4) designing a flight-approach protection zone program of satellite navigation, wherein the flight-approach protection zone program of satellite navigation is designed in sequence according to the steps of a starting approach section, an intermediate approach section, a final approach section, a fly-back section, a linear-approach visual section, a maneuvering-approach visual section and a visual flight rule-approach visual section;

and 5) installing the programs designed in the steps 3) and 4) on the GNGP software, finally forming a planning program for the flight and landing protection area of the general aircraft under the action of satellite navigation on the GNGP software, and outputting the program for the flight and landing protection area.

Further explaining, in step 1), data in the airport are collected according to the following step sequence: 1.1 collecting the reference points of the airport; 1.2, collecting the length, width and gradient of an airport and the elevation of two ends of the airport; 1.3 navigation station orientation within the airport; 1.4 weather data of airport within 10 years; 1.5 obstacle information of 30km square and round with the airport reference point as the center.

Further, in step 2), the following steps are performed: 2.1 evaluating the capability of an onboard device on a general purpose aircraft to fly using the GNGP software program; 2.2, according to the step 2.1, the estimated airborne equipment capability is obtained to select the navigation precision suitable for the navigation of the general aircraft operation whole process.

Further explaining, in the step 3), the data in the step 1) is fused into the step 2) and a flight-departure protection area program of satellite navigation is generated according to the following steps: 3.1 generating a linear-off-field visual flight path program; 3.2 generating a maneuvering-off-field visual navigation section; a program 3.3 generates a visual flight rule-an off-field visual flight segment program; 3.4 generating an off-field flight program.

To further illustrate, in step 3.1, the leg is designed to have a minimum length: the straight-line-departure visual flight length should be measured from the outside boundary of the safe area of the airport or landing location to the initial departure fix to determine the initial departure fix.

Designing gradient in the flight section: in order for the general-purpose aircraft to meet the requirement of basically crossing obstacles within the range design length, the range design gradient is not less than 5%.

Flight obstacle identification surface: according to the flight design gradient, a visual flight obstacle identification surface for protecting the universal aircraft from climbing and crossing obstacles is designed, the surface is symmetrical to a straight line flight path from an airport or a landing position to an initial departure location point, the initial point is vertical to the straight line visual flight path at the boundary of the airport or the landing position safety zone, the half width of the initial area is 45 meters, the area extends by 15 degrees until the area is connected to an instrument flight protection zone, and the visual flight obstacle identification surface starts from the elevation of the airport or the landing position and rises to a position 30 meters below the minimum obstacle exceeding height of the initial departure location point.

Further explaining, after evaluation, if the barrier in the step 3.1 is ultrahigh and the straight departure cannot exceed the barrier, selecting to enable the general aircraft to fly to another direction convenient for exceeding the barrier, and then maneuvering to the initial departure positioning point;

protecting the maneuvering visual navigation section: the pilot takes off along the direction which is not directly pointed to the starting departure positioning point, but the starting instrument flight segment is added to the starting departure positioning point by the mobile visual eye which is protected by an inclined initial visual obstacle clearance surface and a visual obstacle identification surface.

Further, the departure modes of the steps 3.1 and 3.2 are designed as departure visual flight sections of instructions implemented under the condition of visual flight rules, the flight sections can only avoid the obstacles by means of the pilots according to the visual rules, and when the pilots fly from airports or landing positions to the initial departure positioning points and the initial departure positioning points are not lower than the lowest flying height of the initial departure positioning points, the pilots can see and avoid the obstacles by using the visual flight rules;

and 3.1, 3.2 and 3.3, after the off-field visual flight section is finished, immediately following the off-field instrument flight section of 3.4, wherein the transition from the visual flight section to the instrument flight section of the off-field instrument flight section occurs at an initial off-field positioning point, and the criterion of the visual flight section is required to be fused with an applicable performance-based navigation protection area at the initial off-field positioning point.

Further, according to the actual operation rule, after the general aircraft leaves the field, the flight-approach protection zone program of the step 4) is generated, and the method comprises the following steps:

4.1 starting approach segment: for effective fusion with the off-field flight segment in step 3);

4.2 middle approach section: for efficient fusion with the initial approach segment in step 4.1;

4.3 last approach segment: for efficient fusion with the intermediate approach leg in step 4.2;

4.4 in the fly-by-flight section: if the pilot is not capable of establishing a reliable visual reference at the point of missed approach, the method is used for effectively fusing the last approach section in the step 4.3;

4.5 straight line-approaching visual flight: if the pilot drives the aircraft to establish a reliable visual reference at the missed approach point, the step 4.4 is not needed, and the method is effectively fused with the last approach segment in the step 4.3;

4.6 maneuver-approach visual navigation segment: after the flight from the step 4.1 to the step 4.5 is finished, the mobile flight is carried out around the airport or the landing position for landing, a pilot pilots the airplane to land in a direction which is not directly from a re-flying point, and the obstacle exceeding height of an approach procedure followed by the mobile visual flight section is not lower than 90 meters above the elevation of the airport/landing position;

4.7 visual flight rules-approach visual flight segment: when the approach visual flight sections of the step 4.5 and the step 4.6 are designed as an approach program implemented under the condition of a visual flight rule, the program has no barrier protection in the visual flight sections, when flying from a flying point to an airport or a landing position, a pilot should observe the visual flight rule to find and avoid the barrier, in order to help the pilot to transition from the instrument flight rule to the visual flight rule in the flying point, a visual illustration should be made on a flight diagram, and the visual illustration is centered on the flying point and depicts the flight path of the general aircraft flying to the flying point.

Further, in the step 5), the information in the steps 1) to 4) is generated in GNGP software, and GNGP software of the general aircraft for satellite navigation automatically generates the structure and operation characteristics of the flight and landing protection area of the general aircraft, and draws the protection area.

Further explaining, in step 5), the protection area is output by using AutoCAD software.

The invention has the following advantages and beneficial effects:

1. the method comprises the steps of 1) to 4) collecting an airport and an airport operating environment of the general aircraft, testing the onboard equipment capacity of the general aircraft, designing a protection area of a general aviation flight-departure procedure of satellite navigation and designing a protection area of a general aviation flight-approach procedure of satellite navigation, and after testing the operating environment and equipment of GNGP software through the steps of 1 to 2), 3 to 4) designing the program steps of a flight-departure protection area of satellite navigation and a flight-approach protection area of satellite navigation and installing the designed step programs of the two protection areas on the GNGP software, wherein the GNGP software finally generates a region division program for monitoring the lifting and the flying of the general aircraft by navigation.

2. The invention realizes that the general aircraft can carry out instrument flight without adding ground navigation facilities, and fills the blank of the navigation-based general aviation instrument flight; a route protection area is designed for general aviation, including departure, approach, missed approach and landing, so that the operation risk of general aviation is reduced; planning flight path flight, optimizing airspace structure and increasing airspace capacity.

3. With the development of new navigation technology, the navigation mode based on navigation sources such as satellites is rapidly popularized, and the GNGP flight program of the general aircraft based on satellite navigation comes up, so that the method can provide an intuitive and accurate map navigation mode, effectively enhance the situational awareness of the aircraft position of a pilot, realize full airspace instrument navigation, reduce the burden of the pilot and effectively improve the navigation safety level.

4. The general aviation flight program based on the satellite navigation can be understood as a set of exclusive flight program which uses a GNSS (including Beidou satellite navigation) technology and is used in the running field of a general aircraft, the design basis of the program is based on the design of the navigation flight program based on performance, and the program can be understood as the extension of the navigation based on performance in the general aviation field through the design criteria after relevant correction.

5. The flight program of the general aircraft using satellite navigation can reduce the original standard operation, reduce the maintenance cost of airport navigation equipment and increase the all-weather operation capability of the general aircraft on the basis of not increasing ground navigation facilities.

6. The general aircraft generates a protection area of a flight-departure procedure of general aviation through GNGP software, and improves the flight and landing areas of the navigation and monitoring general aircraft.

7. The general aviation generates a flight-approach (field) program protection area of the general aviation through GNGP software, and improves the flight area and the lifting area of the navigation and monitoring general aviation.

8. According to the invention, through the software program design of the steps 1) -5), the safety accidents of the flight of the general aircraft are reduced, the take-off, landing and flight areas of the general aviation are limited, and the general aviation can only operate in the area range set by the program and has the control of the operation precision in the operation process.

Drawings

The accompanying drawings, which are included to provide a further understanding of embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention:

FIG. 1 is a diagram of information collected from an obstacle of 30km square and round centered on an airport reference point according to the present invention;

FIG. 2 is a schematic diagram of a flight path obstacle identification surface according to the present invention;

FIG. 3 is a schematic diagram illustrating the generation of flight segment obstacle assessment in accordance with the present invention;

FIG. 4 is a schematic view of a cornering maneuver of the present invention;

FIG. 5 is a reduced schematic view of the "maneuver area" visibility segment resulting from controlling obstacles in accordance with the present invention;

FIG. 6 is a schematic view of a mobile visual flight segment of a horizontal obstacle identifying surface for a determined take-off climb surface centerline according to the present invention;

FIG. 7 is a schematic view of a horizontal barrier discriminating surface mobile visual flight path in which the initial takeoff of the present invention can be accomplished in an omnidirectional manner;

FIG. 8 is a schematic view of the initial, intermediate and final approach legs of the present invention;

FIG. 9 is a schematic view of the fusion-last approach anchor point of the leg junction of the present invention;

FIG. 10 is a schematic view of the intermediate, last approach leg zone of the present invention;

FIG. 11 is a schematic illustration of the primary and secondary zones of the straight-line leg protection zone of the present invention;

FIG. 12 is a schematic view of the approach straight line visual segment-Tilt + horizontal OCS of the present invention;

FIG. 13 is a schematic view of a mobility zone of the present invention;

FIG. 14 is a schematic view of an obstacle discriminating surface of the present invention;

FIG. 15 is a schematic view of a published process for generating an off-site flight according to the present invention;

FIG. 16 is a schematic diagram of the disclosed approach flight generation procedure.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.

Example 1

A general aviation GNGP flight program protection partition setting method based on satellite navigation comprises the following steps:

step 1) collecting data inside and around an airport according to the established airport;

step 2) installing GNGP software on the general aircraft, and detecting the operation capability of airborne equipment installed on the general aircraft under the drive of the GNGP software (mainly detecting the operation capability and situation of navigation and flight of the general aircraft under the action of the GNGP software by the GNGP software);

step 3) designing a flight-departure protection zone program of satellite navigation, wherein the flight-departure protection zone program of the satellite navigation is designed in sequence according to the steps of a straight line-departure visual flight section, a maneuvering-departure visual flight section, a visual flight rule-departure visual flight section and departure flight;

step 4) designing a flight-approach protection area program of satellite navigation, wherein the flight-approach protection area program of the satellite navigation is designed in sequence according to the steps of a starting approach section, an intermediate approach section, a final approach section, a re-flight section, a linear-approach visual section, a maneuvering-approach visual section and a visual flight rule-approach visual section;

and 5) installing the programs designed in the steps 3) and 4) on the GNGP software, finally forming a planning program for the flight and landing protection area of the general aircraft under the action of satellite navigation on the GNGP software, and outputting the program for the flight and landing protection area.

Example 2

The embodiment is a further refinement of the above embodiment, and specifically includes the following steps:

step 1) collecting data inside and around an airport according to the established airport;

1.1 collecting airport reference points;

1.2, collecting the length, width and gradient of an airport runway and the elevation of two ends of the airport;

1.3, collecting the position of a navigation station of an airport;

1.4 collecting meteorological data of nearly 10 years;

1.5 collecting the obstacle information of an airport square circle of 30 kilometers by taking the airport reference point as the center;

step 2) installing GNGP software on a general aircraft, and detecting the operation capability of airborne equipment installed on the general aircraft under the drive of the GNGP software;

2.1 evaluating the ability of a general purpose aircraft to use the GNGP flight procedure;

2.2 selecting proper operation navigation precision for the general aircraft;

step 3) loading the data acquired in the step 1) into the GNGP software in the step 2), and generating a flight-departure protection area program with satellite navigation by the GNGP software on the general purpose aircraft;

3.1 generating a linear-off-field visual flight path program;

3.2 generating a maneuvering-off-field visual flight procedure;

3.3 generating a visual flight rule-off-field visual flight segment program;

3.4 generating an off-field flight program;

step 4) after the step 3), the GNGP software on the general aircraft automatically generates a program with a satellite navigation flight-approach protection area;

4.1, generating a starting approach section program;

4.2 generating a middle approach section program;

4.3 generating a latest approach section program;

4.4 generating a fly-by flight section program;

4.5 generating a straight line-approach visual flight segment program;

4.6 generating a maneuvering-approaching visual flight segment program;

4.7 generating a visual flight rule-approach visual flight section program;

4.8 generating an approach flight program;

and 5) finally, automatically generating a protection area program for the general aircraft to fly and land under the action of satellite navigation by GNGP software on the general aircraft according to the steps, and outputting the protection area program.

Example 3

The present embodiment describes in detail and specifically a method for setting a general aviation GNGP flight procedure protected zone based on satellite navigation in embodiment 1-2.

1) Collecting airport and airport operating environment related data

1.1 collecting airport reference points

It is necessary to determine the airport reference point, which should be at the geometric center of all runways of the airport existing and near-far planning or at the midpoint of all runways as the centerline of the main take-off and landing runway, expressed in 84 coordinates, to the nearest second, and input the airport reference point into the "flight programming software (GNGP software)".

1.2 collecting the length, width and gradient of the runway and the elevation of two ends of the airport

For a general airport which is put into operation, according to the airport use detailed rules published by the state, the length, the width, the gradient and the elevation of two ends of an airport runway are inquired; for a general airport which is not put into operation or newly built, the length, the width, the gradient and the elevation at two ends of the runway of the airport are inquired according to data measured by a surveying and mapping unit with national approved qualification.

1.3 collecting communication navigation facility position (navigation station position)

According to the 'airport use rule' published in the airport, the land-air communication mode, the land-air monitoring means, the navigation station azimuth information and the navigation station category in the local airport of the take-off and landing airport are determined, and the communication navigation facility information is input into 'flight programming software'.

1.4 Collection of Meteorological data of nearly 10 years

According to the publicly available 'navigation data compilation' published by the state and 'airport use detailed rules' published by the airport, the monthly average value of annual average temperature, the highest temperature of the hottest month and day, annual extreme highest temperature, annual extreme lowest temperature, annual average rainfall days, annual average rainfall, annual average snow days, annual average fog days, the frequency of occurrence of severe weather such as strong wind, thunderstorm and the like, visibility, annual average air pressure, annual average relative humidity, dominant wind direction and frequency of the severe weather are obtained, and meteorological data information mainly influencing the operation of the aircraft is input into 'flight program design software'.

1.5 collecting the information of obstacles around the airport square circle 30km with the airport reference point as the center

And acquiring the obstacle information of a square circle of 30 kilometers by using non-secret-involved 1:50000 and 1:100000 digital topographic maps by taking the airport reference point as a center. The obstacle information includes the type of the obstacle, the elevation of the obstacle, and if the obstacle is a mountain obstacle, the height of the 15m tree needs to be considered. The orientation information and obstacle altitude information of the obstacle with respect to the airport reference points are entered into "flight programming software" (see fig. 1).

2) Obtaining onboard device capabilities of a general purpose aircraft

2.1 evaluation of the ability of general-purpose aircraft to use GNGP flight procedure

The airport and airport operation environment related data collected in the step 1 are input into the airborne avionics equipment, and the general aircraft has low cost and large capacity difference of the airborne navigation equipment, so that information related to the capacity of the airborne equipment of the aircraft needs to be acquired in an aircraft system manual of the aircraft, wherein the information comprises the maximum takeoff weight of the aircraft, the maximum allowable climbing gradient of the aircraft, the maximum allowable descending gradient of the aircraft, a flight management computer system, a navigation signal receiving type and loading of a navigation database.

2.2 selecting a suitable running navigation accuracy

And (4) selecting the navigation precision suitable for the whole operation process of the general aircraft according to the capabilities of the airborne equipment acquired in the step 2.1.

3) General aviation GNGP flight program-departure program protection area of software generated satellite navigation

The data information in the step 1 and the step 2 in the embodiment is fused into GNGP software, the departure direction which is most easy to avoid the barrier is selected, and the GNGP departure program consists of a visual flight and an instrument flight which are followed by the visual flight. The visual flight segment of departure starts from a general aviation airport or a landing position and ends at an initial departure positioning point (IDF), the altitude is not lower than the lowest flying altitude (IDF MCA) of the initial departure positioning point, the lowest flying altitude is the altitude of an aircraft flying over an obstacle according to a designed minimum climbing gradient and is added with gradually increased minimum obstacle exceeding Margin (MOC), the minimum obstacle exceeding margin is 0 at the end of departure, and then the minimum obstacle exceeding margin is gradually increased according to 0.8% of a horizontal distance in the flight direction. The visual leg may be a straight visual leg (the visual leg is directly from the airport or landing location to the origin departure location point (IDF)) or a maneuver visual leg (the initial takeoff direction is not directly directed to the origin departure location point (IDF)).

3.1 Generation of straight-line-off-field visual flight

Designing the minimum length of the flight segment: the linear departure visual leg length should be from the outside boundary of the safe area of the airport or landing site to the initial departure setpoint (IDF), and the minimum length should be 1482 meters for the aircraft to operate according to the second volume "visual and instrument flight procedure" standard for the international civil aviation organization air service procedures, thereby determining the initial departure setpoint (IDF).

Designing gradient in the flight section: in order for the aircraft to meet the requirement of substantially crossing obstacles within the flight design length, the flight design gradient must not be less than 5%.

Flight Obstacle Identification Surface (OIS): a visual flight obstacle discriminating surface for protecting an aircraft from climbing over obstacles is designed according to a flight design gradient, the surface is symmetrical to a straight line flight path from an airport or a landing position to an initial departure location point (IDF), the initial point is perpendicular to the straight line visual flight path at the boundary of an airport or landing position safety zone, the half width of the area at the initial point is 45 meters, and the area extends at 15 degrees until being connected to an instrument flight protection zone (see figure 2). Visual flight Obstacle Identification Surfaces (OIS) start from an airport or landing position elevation and rise to a position 30 meters below the lowest obstacle clearance height of an initial departure positioning point.

Obstacle evaluation: and (3) fusing the designed obstacle identification surface with the obstacle information in the step (1) to judge whether the obstacle breaks through the protection surface. Any obstacle that penetrates the visual leg Obstacle Identification Surface (OIS) should be identified and illuminated. The leg design gradient may also be increased to negotiate control obstacles within the visual leg. The minimum visual leg climb gradient across the obstacle may be calculated by adjusting the obstacle penetration visual leg obstacle discrimination surface (OIS). Ensuring that the 'adjusted' obstacle penetration visual range Obstacle Identification Surface (OIS) can surpass all obstacles, level off at the lowest flying height minus 30 meters, and keeping the height until the obstacle penetration visual range Obstacle Identification Surface (OIS) starting from the field positioning point (IDF). The lowest over-barrier gradient is established connecting the same longitudinal track position where its start becomes horizontal with the visual leg obstacle discrimination surface (OIS) (see fig. 3).

3.2 generating maneuver-off-field visual flight

After evaluation, if the obstacle in the step 3.1 is ultrahigh and the straight departure cannot exceed the obstacle, the aircraft is selected to fly to another direction convenient for exceeding the obstacle, and then the aircraft is maneuvered to the initial departure positioning point. Protecting the maneuvering visual navigation section: the pilot takes off along the direction which is not directly pointed to the starting departure positioning point, but the starting instrument flight segment is added to the starting departure positioning point by the mobile visual eye which is protected by an inclined initial visual obstacle clearance surface and a visual obstacle identification surface. Based on a second volume of "visual and instrument flight programming" standards for aircraft operation for the international civil aviation organization's air navigation service program.

Oblique initial visual obstacle clearance face: according to the flight design gradient in the step 3.1, designing a visual flight inclined starting visual obstacle crossing surface for protecting the aircraft from climbing and crossing obstacles, wherein the surface is symmetrically aligned with the central line of the takeoff climbing surface and starts from the outer boundary of a Safety Area (SA) at an airport or landing position, the starting width is the same as the width of the safety area, the expansion of the outer boundary starts from the starting position of the boundary of the safety area and is symmetrical to the central line of the takeoff climbing surface until the total maximum width is 120m, and the outer boundary at the point is parallel to the central line. For day only operation, the expansion is 10%, for night operation the expansion increases to 15%. The starting elevation is equal to the airport or landing position elevation, typically reaching a point 152m above the airport or landing position elevation at an inclination of 12.5% from the airport or landing position elevation.

A maneuvering zone: according to the flight performance of the aircraft, a maneuvering flight protection area meeting the basic obstacle crossing requirement needs to be designed. The pilot drives the aircraft to start climbing on the centerline of the takeoff climb surface to the higher of the two following altitudes before maneuvering to the initial departure location: 1) half of the lowest flying height of the initial departure positioning point; 2) 90m above the airport/landing position elevation. The aircraft then continues to climb and accelerate to fly above the initial departure setpoint at a minimum fly height not less than the initial departure setpoint. The maneuver region means that all lines starting from the origin departure location point are connected to a "turn region" aligned symmetrically to the centerline of the takeoff climb plane (see fig. 4). The turning area is determined by taking off at two sides of the center line of the climbing face by an angle alpha (considering right turning and left turning) and a radius r. The size of the "maneuvering zone" may be reduced if the control obstacle is located near an airport or landing location. In this case, the IDF is prohibited from being added from a certain turning direction after the initial climb. The "turn zone" is therefore only intended to be on a single side of the centerline of the takeoff climb plane (see fig. 5).

Radius of maneuvering zone r: if the minimum flying height of the initial departure positioning point is equal to or less than 183 meters above the airport/landing position elevation, the radius of the turning area is constantly equal to 1482 meters; if the lowest flying height of the initial departure positioning point is higher than 183 meters above the airport/landing position elevation, the radius of the turning area is linearly increased by 185 meters from 183 meters.

Maneuvering zone angle α: if the lowest flying height of the initial departure positioning point is higher than or equal to 183 m above the airport/landing position elevation, the turning area angle is constant and equal to 50 degrees; if the lowest flying height of the initial departure positioning point of the program is higher than 183 meters above the airport/landing position elevation and is equal to or less than 304 meters above the airport/landing position elevation, the angle of the turning area above 183 meters is linearly reduced, and is reduced by 5 degrees every 30 meters; if the initial departure setpoint of the procedure is lowest flying 304 meters above the altitude airport/landing position elevation, the turn zone angle is constantly equal to 30 °.

Visual obstacle identification surface: based on the leg design gradient in step 3.1, a visual leg obstacle identification surface is designed for protecting the aircraft from climbing over obstacles, which is defined by the "maneuver area" plus a buffer area equal to 741 m or 0.4 nautical miles (see fig. 6). If the initial takeoff can be performed in an omnidirectional manner, the visual obstacle identification plane is a plane aligned symmetrically to the flight path between the airport reference point and the initial departure location point, tangent to a circle centered at the initial departure location point and having a radius equal to 741 meters or 0.4 nautical miles, and a circle centered at the airport reference point and having a radius equal to (r + additional buffer value) (see fig. 7). The "maneuver area" obstacle should be more than 46 meters below the lowest height of the initial climb before maneuvering to the initial departure location point. The obstacles penetrating the obstacle discriminating surface should be plotted on the chart.

The length of the maneuvering visual navigation section is as follows: the minimum distance from the airport reference point to the starting off-field anchor point is 1480 meters.

3.3 generating visual flight rules-off-field visual flight

When the off-site mode of the steps 3.1 and 3.2 does not meet the design requirement, an off-site visual flight section of the 'implementation' instruction under the condition of visual flight rules can be designed, and the flight section can only avoid the obstacle by depending on the pilot according to the visual rules. When flying from an airport or landing location to an initial departure location, the over-initial departure location should not be below the lowest flying height of the initial departure location, the pilot should use visual flight rules to see and avoid the obstacle.

3.4 generating the flight section of the off-site instrument

And 3.1, 3.2 and 3.3, after the off-field visual navigation section is finished, an off-field instrument navigation section is followed, the transition of the navigation section from the visual navigation section to the instrument navigation section occurs at an initial off-field positioning point, and the criterion of the visual navigation section is fused with an applicable performance-based navigation protection area according to the specification of the international civil aviation organization No. 9613 at the initial off-field positioning point.

Programming gradient (PDG): in order for the aircraft to meet operational safety requirements and establish a stable flight attitude during subsequent flights, the standard programming gradient is 5.0% starting from the start departure setpoint with the highest minimum flight. When multiple programmed gradients exist for an off-field instrument leg, the subsequent gradient in the off-field should be equal to or less than the programmed gradient of the previous leg.

Minimum excess over barrier (MOC): and (3) inputting the obstacle information in the step (1) into flight program design software, and obtaining that the minimum obstacle clearance is equal to 30 meters between the earliest starting departure positioning point and the starting departure positioning point. Between the initial field-separating locating point and the latest initial field-separating locating point, the minimum super-barrier margin is increased by a value corresponding to the programmed gradient, and then the minimum super-barrier margin is increased according to 0.8% of the distance from the latest initial field-separating locating point until the minimum super-barrier margin of the airway is reached (300 meters in plain areas and 600 meters in mountain areas).

Obstacle identification surface in instrument flight rules: and designing a visual range obstacle identification surface for protecting the aircraft from climbing and crossing obstacles according to the range design gradient, wherein the surface starts from the earliest starting departure positioning point. The width is the navigation accuracy half-width selected in step 2. And from the earliest starting departure positioning point to the latest starting departure positioning point, leveling the barrier identification surface to the height of the lowest flying height of the starting departure positioning point minus the minimum obstacle clearance. The gradient was then the programmed gradient minus 0.8%.

4) General aviation GNGP flight procedure-approach procedure protection zone for software generated satellite navigation

According to the actual operation rule, the approach (field) stage is carried out after the aircraft leaves the field. The approach (field) stage is divided into an initial approach section, a middle approach section, a final approach section and a re-flying section according to the international civil aviation organization 8168 file, and the standard of 'visual and instrument flying program design' of a second volume of aircraft operation for the international civil aviation organization air navigation service program is adopted.

4.1 generating an initial approach segment

For efficient fusion with the off-field leg in step 3.

Starting and stopping points of the flight section: the starting approach navigation segment starts from the starting approach positioning point and ends at the middle approach positioning point.

Aligning the navigation section: in order to ensure the safety of the aircraft, the track difference between the initial approach section and the middle approach section is not more than 120 degrees.

A flight segment protection area: the start, middle and last approach leg zones (see fig. 8).

The length of the flight section: in order to avoid the reduction of the navigation accuracy in step 2 with the increase of the flight distance, the initial approach segment should not exceed 18.52 km unless a longer segment must be used due to the operation requirement. The start approach location point is set within 46.3 km from the reference point. The minimum length is limited by the size of the turn required at the starting approach setpoint. The initial approach segment is designed such that the speed of the aircraft running the program does not exceed 220 km/h. If the special requirement of operation, this segment can be designed as the airspeed not exceeding 165 km/h, and in this case, the approach graph must note that "the speed is limited to 165 km/h.

The width of a flight section protection area: according to the navigation precision in the step 2, the width of each leg is shown in table 1, and an example of fusion of the leg junctions is shown (see fig. 9).

TABLE 1 guard zone Width

Obstacle clearance surpasses: the safety margin is left by considering that the aircraft is interfered by high-altitude wind at any time. The protective zone considered by the obstacle crossing extends from the earliest initial approach anchor point to the position of the intermediate approach anchor point. The obstacle crossing allowance required by the main area is 300 meters, and the obstacle crossing allowance is uniformly reduced to zero from the boundary of the main area to the outer boundary of the auxiliary area.

Decreasing gradient: in order to enable the aircraft to meet operational safety requirements and establish a stable flight attitude during subsequent flights, the optimum descent gradient is 6.5%. When there are special operational requirements, the approved gradient of descent can reach up to 13.2%, the approval presupposes that the maximum speed is limited to 165 km/h and that the increased gradient needs to be marked on the approach map.

4.2 generating intermediate approach segment

For efficient fusion with the initial approach segment in step 4.1.

Starting and stopping points of the flight section: the intermediate approach segment starts from the intermediate approach positioning point and ends at the last approach positioning point.

Aligning the navigation section: the intermediate approach segment should align with the last approach segment: if it is necessary to turn at the last approach setpoint, the turn must not exceed 60 °.

A flight segment protection area: the middle and last approach legs (see fig. 10).

The length of the flight section: in order to avoid the reduction of the navigation accuracy in the step 2 along with the increase of the flight distance, the flight length is between 3.7 km and 18.52 km, and the optimal length is 5.56 km. The shortest length is limited by the amount of angle required to make a turn at the mid-way approach setpoint. The intermediate approach segment is designed such that the speed of the aircraft running the program does not exceed 220 km/h. If the special requirement of operation, this segment can be designed to have an airspeed not exceeding 165 km/h, and in this case, the approach graph must note that "the speed is limited to 165 km/h.

The width of a flight section protection area: see table 1.

And (3) navigation section obstacle exceeding redundancy: the safety margin is left by considering that the aircraft is interfered by high-altitude wind at any time. The protective zone considered by the obstacle surmounting extends from the intermediate approach location to the nearest approach location nominal position. The main area requires a barrier clearance of 150 meters, and the barrier clearance is uniformly reduced to zero from the boundary of the main area to the boundary of the auxiliary area (see fig. 11).

Flight descending gradient: in order for the aircraft to meet operational safety requirements and establish a stable flight attitude during subsequent flights, the intermediate approach leg is used to prepare the speed and profile of the aircraft to join the last approach leg, so this leg should be horizontal. If a falling gradient must be used, the maximum allowable gradient is 10%. If operational requirements exist, a descent gradient of up to 13.2% may be approved, provided that the maximum speed is limited to 165 km/h, and the gradient used is indicated on the approach map.

4.3 generating the last approach leg

For efficient fusion with the intermediate approach leg in step 4.2.

Starting and stopping points of the flight section: the last approach navigation section starts from the last approach positioning point and ends at the missed approach point. All approaches should fly to a point in space where the pilot has sufficient visual reference to land safely, and if no effective visual reference can be established, then a missed approach should be selected.

Aligning the navigation section: no alignment requirement exists.

A flight segment protection area: as shown in fig. 10, the protected zone starts at the last near anchor point position and ends at the missed approach point.

The length of the flight section: in order to avoid the reduction of the navigation accuracy caused by the increase of the flight distance in the navigation accuracy in the step 2, the optimal length is 5.92 kilometers. The shortest length is limited by the size of the turn required at the last approach setpoint. The last approach segment is designed such that the helicopter performs the approach at a speed not exceeding 130Km/h (70 KIAS). If special requirements of operation exist, the flight segment can be designed to have an airspeed not exceeding 165 km/h, and the missed approach must be designed according to the allowable 165 km/h. At this time, the approach map must clearly mark the maximum speeds of the last approach and missed approach sections of the design.

The width of the flight section: see table 1.

And (3) navigation section obstacle exceeding redundancy: see fig. 11. The safety margin is left by considering that the aircraft is interfered by high-altitude wind at any time. The minimum excess barrier degree of main area is 75 meters, follows main area boundary to vice district's outer boundary, and the excess barrier degree evenly reduces to zero.

Flight descending gradient: in order to enable the aircraft to meet the operation safety requirement and establish a stable flight attitude in the subsequent flight, the optimal descent gradient is 6.5 percent, and the maximum descent gradient is 10 percent; however, if the turning angle at the FAF is less than or equal to 30 °, the approved descent gradient is 13.2% at the maximum, provided that the maximum speed is limited to 130km/h, and the gradient used is plotted on the approach graph.

4.4 generating fly-by flight segments

If the pilot is not able to establish a reliable visual reference at the missed approach point for effective fusion with the last approach leg in step 4.3.

Starting and stopping points of the flight section: the missed approach segment starts from a missed approach point and ends at the next departure positioning point. The optimal route is straight ahead waiting directly at the MAHF join.

A missed approach protection area: the missed approach protection zone should start from the missed approach point with a width equal to the width of the last nearest protection zone at that point. Considering that the GNSS receiver shows a decrease in sensitivity from ± 0.56 km to ± 1.85 km, the guard zone width expands at 15 ° on both sides of the missed approach from this point until the total width is equal to ± 4.07 km. Including turn fly-by and straight fly-by.

Fly-by climb gradient: in order to enable the aircraft to meet the operation safety requirements and establish a stable flight attitude in the subsequent flight, the standard climb gradient of the missed approach is 4.2%. Higher gradients can be considered for use if operational requirements exist, but require operational approval. If a missed approach procedure is not designed using standard gradients, the required gradients must be noted on the instrument approach map.

4.5 Generation of straight-line-approach visual flight segment

If the pilot has established a reliable visual reference at the missed approach point for piloting the aircraft, step 4.4 is not required for efficient fusion with the last approach leg in step 4.3.

The straight line visual navigation section or the maneuvering visual navigation section is connected with the re-flying point to an airport or a landing position. The pilot visually flies from the point of missed approach to an airport or landing location by flying an approach sequence that includes a visual flight segment.

Straight line visual navigation section: connecting a re-flying point to a landing position by a linear visual navigation section; this may be directly to the landing position, or via a drop off point where limited track changes may be made, see fig. 12.

Visual flight descending angle: equal to the inclination of the obstacle clearance surface plus 1.12 deg.. The maximum drop angle is 8.3 °. The descent angle starts at the missed approach point and ends the higher the flight above the airport reference point.

Inclining the obstacle clearance surface: and designing a visual flight slope obstacle crossing surface for protecting the aircraft from descending and crossing obstacles according to the designed visual flight descending angle, wherein the surface starts from the outer boundary of the safety area of the landing position, and the starting width is equal to the width of the safety area. The expansion of the outer boundary starts at the boundary of the safety zone, is symmetrical to the direction of the central line of the obstacle clearance surface, and has a total maximum width of 120 meters. The divergence angles for day and night runs were 10% and 15%, respectively. The elevation of the starting position of the obstacle clearance surface is equal to the elevation of the landing position, the upward nominal inclination of the surface is 12.5%, the surface height reaches a certain point from the elevation of an airport, and the surface height at the point reaches the obstacle flying height minus the obstacle clearance of the last approach section.

Inclined obstacle discriminating surface: according to the designed visual flight descending angle, an inclined obstacle identification surface for protecting the descending and obstacle crossing of the aircraft is designed, and two inclined obstacle identification surfaces are arranged on two sides of the obstacle crossing surface respectively. The inner boundary and the outer boundary of the inclined obstacle identification surface start from the starting boundary of the obstacle crossing surface, the inner boundary extends to the outer boundary of the obstacle crossing surface, and the outer boundary is directly connected with the starting position and the outer boundary of the double-flying-point main area. The start of the inclined obstacle identifying surface is established at the elevation of the landing position. The ascending gradient of the inner and outer boundaries of the inclined obstacle discriminating surface is kept consistent with that of the obstacle clearance surface.

Horizontal obstacle identification surface: according to the designed visual range descending angle, a horizontal obstacle identification surface for protecting the descending obstacle of the aircraft is designed, and the horizontal obstacle identification surface surrounds the outer side of the inclined obstacle identification surface. The inner boundary of which abuts against the outer boundary of the inclined obstacle discriminating surface. Its outer boundary starts at the outer boundary of the secondary zone of the last approach leg and is tangent to a circle of radius 750 meters centered on the airport reference point. The height of this face is equal to the obstacle-flying height of the instrument approach procedure minus 30 meters.

Navigation section obstacle surmounting: and (3) fusing the designed obstacle identification surface and the obstacle exceeding surface with the obstacle information in the step (1) to judge whether the obstacle breaks through the protection surface. The obstacle is prevented from penetrating through the straight line and visually observing the navigation section obstacle surmounting surface. Obstacles that penetrate the inclined obstacle discriminating surface or the horizontal obstacle discriminating surface should be registered and marked on the navigation chart.

Straight line visual flight length: the maximum visual segment length should be 3 km. The optimal visual flight length depends on the maximum speed of the last approach segment of the meter program [130 km/h: 1.20 km; 165 km/h: 2.00 km ], minimum visual flight length depends on the maximum speed of the last approach of the meter program [130 km/h: 1.00 kilometer; 165 km/h: 1.60 km ]

4.6 Generation of maneuver-to-approach visual flight segment

And the maneuvering flight is to land around an airport or a landing position after the instrument flight from the step 4.1 to the step 4.5 is finished. The pilot flies the aircraft to land in a direction that is not directly from the missed approach point. The obstacle clearance height of the approach procedure followed by the maneuver legs should not be less than 90 meters above the airport/landing location elevation.

Horizontal obstacle clearance surface: the height is equal to the obstacle flying height minus the 76 meter level. From the double flying point to the reference point, the horizontal obstacle clearance surface is aligned and symmetrical to a route between the reference point and the double flying point, and the half width is 741 meters. Beyond the reference point, the plane is tangent to a circle centered at the reference point and having a radius of 741 meters.

A maneuvering zone: according to the flight performance of the aircraft, a protection area for maneuvering flight is required to be designed, which meets the basic obstacle crossing requirement. The "maneuver area" is the area where the pilot expects to maneuver from the missed approach spot to the alignment last landing spot. The "maneuver area" begins at a missed approach point, ending at an airport or landing location. Connected to the area enclosed by all lines on the "base curve zone" symmetrically aligned with the centerline of the approach plane (see fig. 13).

a) A pilot positioned on the obstacle clearance height directly flies to an airport/landing position from a missed approach point, and then makes a base line turn to descend and align to the center line of an approach plane;

b) the pilot starts at the point of flight but deviates from the flight path of flight point-datum point to maneuver the center line of the approach plane.

A base line turning area: the "baseline turn zone" is defined by the angle α and radius r on either side of the approach surface centerline. The baseline turn zone radius r and angle α are specified as follows: if the obstacle clearance height of the program is equal to or less than 183 meters above the elevation of the airport/landing position, r is constantly equal to 1482 meters, and alpha is constantly equal to 50 degrees; if the programmed obstacle clearance height is greater than 183 meters above the airport/landing position elevation, then above 183 meters, for every 30 meters increase, r increases linearly by 185 meters and α decreases linearly by 5 °. If the lowest fly-by height of the program is equal to or greater than 304 meters above the airport/landing position elevation, α is always equal to 30 °.

Obstacle identification surface: the obstacle identification surface is a horizontal surface, and the height is equal to half of the height of the obstacle minus 46 meters, or 46 meters above the elevation of an airport/landing position, and the larger value is taken. The obstacle identification surface consists of a "maneuvering zone" plus an additional buffer zone of 741 meters outward (see fig. 14).

Inclining the obstacle clearance surface: the face designed to provide safety protection for the visual descent of the aircraft begins at the outer boundary of the safety zone in the landing position with a starting width equal to the width of the safety zone. The expansion of the outer boundary starts from the boundary of the safety zone, is symmetrical to the direction of the center line of the obstacle clearance surface, and has the total maximum width of 120 meters. The divergence angles for day and night runs were 10% and 15%, respectively. The starting altitude of the obstacle clearance surface is equal to the landing position altitude, rising from the airport or landing position altitude to a point where the surface height reaches 152m above the airport reference point at a nominal tilt rate of 12.5%, see FIG. 12.

And (4) obstacle surmounting: and (3) fusing the designed obstacle identification surface with the obstacle information in the step (1) to judge whether the obstacle breaks through the protection surface or not, and recording and marking the obstacle penetrating through the obstacle identification surface.

The length of the flight section: the minimum leg length depends on the maximum speed of the last approach leg of the meter program (130 km/h: 1.00 km; 165 km/h: 1.60 km).

Visibility requirements are as follows: the visibility of the dynamic visual navigation section of the aircraft is not less than the distance from the re-flying point to the reference point or the radius r value of the baseline turning area, and the greater value is taken.

4.7 generating visual flight rules-approach visual flight segment

When the approach visual flight sections of step 4.5 and step 4.6 do not meet the operational requirements, an approach procedure of "implementation under visual flight rules" may be designed. The procedure is free of obstruction protection during the visual flight. When flying from a missed approach point to an airport or landing location, the pilot should follow visual flight rules to find and avoid obstacles. To help the pilot transition from instrument flight rules to visual flight rules at the missed approach point, a visual illustration should be made on the chart. The visual inset is centered on the missed approach point and depicts the flight path to the missed approach point.

Visual illustration requirements: this value can be increased with a radius of at least 1.5 km centered on the missed approach point. The elevation to obstacle height difference for the highest terrain in the above range should be plotted on a visual inset.

4.8 published approach flight procedure

5) Generating a general aviation (GNGP) flight procedure protection zone based on satellite navigation

Inputting the information in the steps 1 to 4 into flight program design software, and drawing a protection area according to the structure and the operation characteristics of the general aviation GNGP flight program based on satellite navigation, as shown in fig. 15 to 16, the specific flow is as follows:

i. determining the aircraft receiving satellite navigation function: according to airborne equipment of the aircraft, whether the aircraft has a function of receiving satellite navigation signals is evaluated, if the aircraft does not have the capability of receiving the satellite navigation signals, the flow is terminated, and if the aircraft does not have the capability of receiving the satellite navigation signals, the next step is carried out;

determining the navigation precision: selecting proper navigation precision, such as RNP0.3, according to the capability level of the aircraft for receiving satellite navigation signals; (Note: X in RNP X is a value indicating a protection range not exceeded along a prescribed track for 95% of the flight time, and X is represented by Hai Li, such as RNP0.3, RNP1, etc.)

Determining the direction of the incoming and outgoing field: according to the principle that upwind and downhill are favorable for landing, airport environment parameters such as wind speed, wind direction and runway gradient are input into flight program design software, airport reference points are determined, and proper aircraft departure direction and approach direction are selected;

determining visual off-field pattern: according to the position relation of the obstacles relative to the airport reference points, the departure visual mode (the departure visual mode according to the rules of straight line, maneuver and visual flight) of the aircraft is designed according to the principle that the obstacles below the flight path are avoided as much as possible.

Drawing an obstacle identification surface, an obstacle clearance surface and a maneuvering zone (the maneuvering zone is only suitable for maneuvering visual field departure): and if the visual field departure is a straight line, designing an obstacle identification surface and an obstacle clearance surface according to the transverse expansion rate and the vertical ascending gradient of the surface recommended by the international civil aviation organization. If the mobile visual field is left, the mobile area obstacle exceeding is also required to be met.

v. assessing whether the off-site visual flight segment meets the obstacle crossing: and judging whether the barrier breaks through a barrier identification surface, a barrier exceeding surface and a maneuvering zone (the maneuvering zone is only suitable for maneuvering visual departure) according to the actual barrier information. If the fault is broken, the fault-crossing requirement is not met, the surface height in the step v needs to be increased until the fault-crossing requirement is met, and the next step is carried out. If not, directly entering the next step.

Determining an initial off-field positioning point of an off-field visual flight segment: and determining the position and the height of the initial departure positioning point according to the obstacle identification surface and the obstacle clearance surface of the visual navigation section of the aircraft.

And vii, drawing a visual flight section protection area: and the navigation section of the off-site visual instrument is finished, and the navigation section of the off-site visual instrument is started.

Determining the width of a protective area of an instrument flight: the width of the protected zone of the instrument leg is related to the navigation accuracy value selected in step ii, for example, the navigation accuracy of RNP1, and the corresponding width of the instrument leg is 4630 meters.

And ix, drawing a protective area of an off-site instrument flight section: and if the instrument navigation section is a straight line field, drawing a protection area according to the description in the step 3.4.

And x, evaluating whether the instrument departure flight path section meets the obstacle crossing: and judging whether the obstacle breaks through the lowest flying height according to the actual obstacle information, if so, repeating the step X, improving the climbing gradient until the obstacle crossing requirement is met, and entering the next step. If not, directly entering the next step. And ending the off-site instrument navigation section and starting the approach navigation section.

Drawing a protection area of an initial approach section: and setting a starting approach segment protection area according to the description in the 4.1.

xi. initial approach protective zone obstacle-crossing assessment: and judging whether the obstacle breaks through the lowest flying height according to the actual obstacle information, if so, repeating the xii step, reducing the descending gradient until the obstacle exceeding requirement is met, and entering the next step. If not, directly entering the next step.

Drawing a middle approach section protection area: and drawing a middle approach section protection area according to the description in 4.2.

And xiii, judging whether the obstacle breaks through the lowest flying height according to the actual obstacle information, if so, repeating the xiv step, reducing the descending gradient until the obstacle crossing requirement is met, and entering the next step. If not, directly entering the next step.

And xiv, drawing a protection area of a final approach section: and setting a protection area of a last approach flight section according to the description in 4.3.

xv., judging whether the obstacle breaks through the lowest flying height or not according to the actual obstacle information, if so, repeating the xvi step, reducing the descending gradient until the obstacle crossing requirement is met, and entering the next step. If not, directly entering the next step.

Determining missed approach after missed approach point: and the protection area of the last near flight segment is ended at a missed approach point, if the pilot can establish a visual reference at the missed approach point, the aircraft continues to descend until landing, and if the visual reference cannot be established, the aircraft stops descending, and a missed approach procedure is executed. If the missed approach procedure is executed, step xix is entered.

And xvii, drawing a protection area of a re-flying section: and setting a fly-by-fly section protection area according to the description in 4.4.

And xviii, judging whether the obstacle breaks through the lowest flying height or not according to the actual obstacle information, if so, repeating the xix step, reducing the descending gradient until the obstacle crossing requirement is met, and entering the next step. If not, directly entering the next step.

And xix, after judging the re-flying point, continuously descending to a landing position: and the protection area of the last approach flight section is ended at the missed approach point, and if the pilot can establish visual reference at the missed approach point, the aircraft continues to descend until the landing position. If the descent continues until the landing position, step xxii is entered.

xx. drawing near visual flight path obstacle identification surface, obstacle surmounting surface, maneuvering zone (maneuvering zone is only suitable for maneuvering visual field departure): and if the visual approach is a straight line, designing an obstacle identification surface and an obstacle clearance surface according to the transverse expansion rate and the vertical descending gradient of the surface recommended by the international civil aviation organization. If the mobile visual inspection is close, the mobile area obstacle exceeding is also required to be met.

Assessing whether the approaching visual flight segment satisfies the obstacle crossing: and judging whether the barrier breaks through a barrier identification surface, a barrier exceeding surface and a maneuvering zone (the maneuvering zone is only suitable for maneuvering visual approach) according to the actual barrier information. If the fault is broken, the fault-crossing requirement is not met, the surface height in the xxii step needs to be increased until the fault-crossing requirement is met, and the process is ended. If not, the process is ended.

xxii. using AutoCAD software, the protected area is output.

Example 3

The invention realizes that the instrument can fly in general aviation without adding ground navigation facilities, and fills the flight blank of the navigation-based general aviation instrument; a route protection area is designed for general aviation, including departure, approach, missed approach and landing, so that the operation risk of general aviation is reduced; planning flight path flight, optimizing airspace structure and increasing airspace capacity.

The method divides and designs the lifting and flying areas of the general aviation by software generation and navigation modes, wherein the areas include an airport and an airport operating environment of the general aviation, the airborne equipment capability of the general aviation vehicle, a general aviation GNGP flight program for generating satellite navigation, a protection area of an departure program and a general aviation GNGP flight program for generating satellite navigation, a protection area of an approach program.

According to the method, the lifting and flying areas of the general aviation are limited through the program design, generation and navigation control of the general aviation GNGP software, and the general aviation can be ensured to operate in the set area range in the lifting and flying processes.

The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (10)

1. A general aviation GNGP flight program protection partition setting method based on satellite navigation is characterized by comprising the following steps:

step 1) collecting data inside and around an airport according to the established airport;

step 2) installing GNGP software on a general aircraft, and detecting the operation capability of airborne equipment installed on the general aircraft under the drive of the GNGP software;

step 3) designing a flight-departure protection zone program of satellite navigation, wherein the flight-departure protection zone program of the satellite navigation is designed in sequence according to the steps of a straight line-departure visual flight section, a maneuvering-departure visual flight section, a visual flight rule-departure visual flight section and departure flight;

step 4) designing a flight-approach protection zone program of satellite navigation, wherein the flight-approach protection zone program of satellite navigation is designed in sequence according to the steps of a starting approach section, an intermediate approach section, a final approach section, a fly-back section, a linear-approach visual section, a maneuvering-approach visual section and a visual flight rule-approach visual section;

and 5) installing the programs designed in the steps 3) and 4) on the GNGP software, finally forming a planning program for the flight and landing protection area of the general aircraft under the action of satellite navigation on the GNGP software, and outputting the program for the flight and landing protection area.

2. The method for planning the flight procedure protection zone for general aviation GNGP based on satellite navigation according to claim 1, wherein in step 1), the data in the airport are collected according to the following steps: 1.1 collecting the reference points of the airport; 1.2, collecting the length, width and gradient of an airport and the elevation of two ends of the airport; 1.3 navigation station orientation within the airport; 1.4 weather data of airport within 10 years; 1.5 collecting the obstacle information around the airport by taking the airport reference point as the center.

3. The method for planning the flight procedure protection zone of the general aviation GNGP based on the satellite navigation is characterized in that in the step 2), the following steps are carried out: 2.1 evaluating the capability of an onboard device on a general purpose aircraft to fly using the GNGP software program; 2.2, according to the step 2.1, the estimated airborne equipment capability is obtained to select the navigation precision suitable for the navigation of the general aircraft operation whole process.

4. The method for planning the protection zone of the general aviation GNGP flight program based on the satellite navigation system according to claim 1, wherein in step 3), the data of step 1) is fused into step 2) and the flight-departure protection zone program of the satellite navigation system is generated according to the following steps: 3.1 generating a linear-off-field visual navigation section program; 3.2 generating a maneuvering-off-field visual flight procedure; 3.3 generating a visual flight rule-off-field visual flight segment program; 3.4 generating an off-field flight program;

the departure procedure is composed of a visual flight section followed by an instrument flight section, the visual flight section starts from a general aviation airport or a landing position and ends at a starting departure positioning point, the height of the visual flight section is not lower than the lowest flying height of the starting departure positioning point, the lowest flying height is the height of an aircraft flying over an obstacle according to a designed minimum climbing gradient and gradually increased minimum obstacle exceeding margin, the minimum obstacle exceeding margin is 0 at the tail end of the departure and gradually increased to the flying direction according to 0.8% of the horizontal distance, and the visual flight section is a linear visual flight section or a maneuvering visual flight section.

5. The method for planning the flight procedure protection zone of general aviation GNGP based on satellite navigation as claimed in claim 4, wherein in step 3.1, the flight segment is designed to have a minimum length: the straight-line-departure visual flight length should be measured from the outside boundary of the safe area of the airport or landing location to the initial departure fix to determine the initial departure fix.

Designing gradient in the flight section: in order to enable the utility vehicle to meet the requirement of substantially crossing obstacles within the leg design length, the leg design gradient is greater than or equal to 5%.

Flight obstacle identification surface: according to the flight design gradient, a visual flight obstacle identification surface for protecting the universal aircraft from climbing and crossing obstacles is designed, the surface is symmetrical to a straight line flight path from an airport or a landing position to an initial departure location point, the initial point is vertical to the straight line visual flight path at the boundary of the airport or the landing position safety zone, the half width of the initial area is in the range of 0-45 meters, the area is expanded at intervals of 15 degrees until the area is connected to a flight instrument protection zone, and the visual flight obstacle identification surface starts from the airport or the landing position elevation and rises to the obstacle exceeding height which is more than 30 meters lower than the initial departure location point.

6. The method for planning the protective zones of the general aviation GNGP flight programs based on the satellite navigation system according to claim 5, wherein after the evaluation, if the obstacle in the step 3.1 is too high and the straight departure cannot exceed the obstacle, the general aviation GNGP is selected to fly towards another direction convenient for exceeding the obstacle, and then the general aviation GNGP is maneuvered to the initial departure positioning point;

protecting the maneuvering visual navigation section: the pilot takes off along the direction which is not directly pointed to the starting departure positioning point, but the starting instrument flight segment is added to the starting departure positioning point by the mobile visual eye which is protected by an inclined initial visual obstacle clearance surface and a visual obstacle identification surface.

7. The method for setting the protection area of the general aviation GNGP flight program based on the satellite navigation is characterized in that the off-field modes of the 3.1 and 3.2 steps are designed as off-field visual ranges for implementing the command under the condition of visual flight rules;

and 3.1, 3.2 and 3.3, after the off-field visual flight section is finished, immediately following the off-field instrument flight section of 3.4, wherein the transition from the visual flight section to the instrument flight section of the off-field instrument flight section occurs at an initial off-field positioning point, and the criterion of the visual flight section is required to be fused with an applicable performance-based navigation protection area at the initial off-field positioning point.

8. The method for planning the protection zone of the general aviation GNGP flight program based on the satellite navigation system according to claim 1, wherein the flight-approach protection zone program of the step 4) is generated after the general aircraft leaves a field according to an actual operation rule, and comprises the following steps:

4.1 starting approach segment: for effective fusion with the off-field flight segment in step 3);

4.2 middle approach section: for efficient fusion with the initial approach segment in step 4.1;

4.3 last approach segment: for efficient fusion with the intermediate approach leg in step 4.2;

4.4 in the fly-by-flight section: if the pilot is not capable of establishing a reliable visual reference at the point of missed approach, the method is used for effectively fusing the last approach section in the step 4.3;

4.5 straight line-approaching visual flight: if the pilot drives the aircraft to establish a reliable visual reference at the missed approach point, the step 4.4 is not needed, and the method is effectively fused with the last approach segment in the step 4.3;

4.6 maneuver-approach visual navigation segment: after the flight from the step 4.1 to the step 4.5 is finished, performing maneuvering flight around the airport or the landing position to land, wherein a pilot pilots the airplane to land in a direction which is not directly from a re-flying point, and the obstacle exceeding height of an approach procedure followed by a maneuvering visual flight is equal to or exceeds 90 meters of the elevation of the airport/landing position;

4.7 visual flight rules-approach visual flight segment: when the approach visual flight sections of the step 4.5 and the step 4.6 are designed as an approach program implemented under the condition of a visual flight rule, the program has no barrier protection in the visual flight sections, when flying from a flying point to an airport or a landing position, a pilot should observe the visual flight rule to find and avoid the barrier, in order to help the pilot to transition from the instrument flight rule to the visual flight rule in the flying point, a visual illustration should be made on a flight diagram, and the visual illustration is centered on the flying point and depicts the flight path of the general aircraft flying to the flying point.

9. The method for planning the protection area of the general aviation GNGP flight program based on the satellite navigation is characterized in that in the step 5), the information in the steps 1) to 4) is generated in GNGP software, and the GNGP software of the general aviation vehicle based on the satellite navigation automatically generates the structure and the operation characteristics of the flight and landing protection area of the general aviation vehicle to draw the protection area.

10. The method for planning the protected area of the general aviation GNGP flight procedure based on satellite navigation according to claim 9, wherein in step 5), the protected area is exported using AutoCAD software.

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