JP2013180685A - Air route control device and method of controlling air route - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air route control device capable of distributing accurate alert information.SOLUTION: An RAIM information distribution device 1 includes: a first receiving section 11 receiving a positioning signal which is the signal for measuring a position and including trajectory information and status information of a GPS satellite; a storage section 12 storing multiple pieces of first position information indicating each position of a plurality of fix points in an air route of an airplane; a second receiving section 20 receiving second position information indicating the position of a predetermined point where the airplane passes and the cruising speed information indicating the cruising speed of the airplane; and arithmetic operation unit 13 calculating an order in which the airplane passes the fix point on the basis of the first and second position information. The alert information indicating the fix point where the airplane cannot safely pass is generated on the basis of the order, cruising speed information and the positioning signal.

Description

  The present invention relates to an airway management device that distributes information related to the accuracy of aircraft position information.

  Conventionally, aircraft airways connect ground navigation aids such as VOR (Very High Frequency (VHF) Omnidirectional Range) and DME (Distance Measuring Equipment). It is above the polygonal line. The aircraft then flew along the air route with reference to the radio waves from the installation point of the ground navigation assistance device.

  However, in recent years, since the performance of navigation devices mounted on aircraft has improved, it has become possible for aircraft to calculate their position using the navigation device. As a result, navigation called RNAV (Area Navigation), which does not always pass over the installation point of the ground navigation assistance device, has been adopted in part.

  In RNAV, since the aircraft can fly on a more straight course than when flying over a polygonal line, the operational efficiency of the aircraft can be improved.

  When an aircraft flies between two points, in the conventional navigation, different air routes are used as the forward route and the return route, but RNAV can freely select an air route. For this reason, the same air route may be used as the outbound route and the return route.

  As a typical navigation apparatus used in RNAV, there is a GPS (Global Positioning System) receiver.

  GPS is a positioning system capable of receiving GPS signals from a plurality of GPS satellites operated by the United States with a GPS receiver and specifying its own position with high accuracy.

  It is widely known that GPS receivers are currently mounted on vehicles and used to identify the position of the vehicle, and this positioning system is used in car navigation systems that support drivers. ing.

  GPS satellites continuously broadcast GPS signals encoded with orbit information and status information. The orbit information includes current position information and speed information of GPS satellites, and operation orbit information indicating an orbit to be operated. The status information includes time information indicating the time when the GPS satellite transmits the GPS signal.

  The GPS receiver includes a clock having the same degree of accuracy as a GPS satellite and simultaneously receives GPS signals from four GPS satellites.

  The GPS receiver calculates a pseudo distance that is a product of a time at which a GPS signal propagates from a GPS satellite to the GPS receiver and a propagation speed of the GPS signal. The GPS receiver determines the position information of the GPS receiver in the three-dimensional space (latitude, longitude, altitude) based on the pseudo distances from the four GPS satellites and the position information of the four GPS satellites.

  Further, a GNSS (Global Navigation Satellite System) is known as a system for an aircraft to fly. GNSS is a system in which an aircraft uses GPS to identify its position information and fly. Since GNSS requires higher safety than car navigation systems, it is required to ensure completeness (hereinafter referred to as integrity) representing the accuracy of position information.

  For this reason, when an aircraft uses GNSS to fly, the position of the aircraft can be determined by building a reinforcement system that includes a GPS receiver, a ground base station, a geostationary satellite, etc. Information integrity needs to be ensured.

  Currently, GNSS (Global Navigation Satellite System) is SBAS (Satellite-Based Augmentation System), GBAS (Ground-Based Augmentation System), and ABAS (Airborne- Based Augmentation System: Satellite augmentation system using on-board equipment).

  SBAS and GBAS are systems that ensure the integrity of aircraft location information, including multiple ground base stations. The plurality of ground base stations receive the GPS signal and generate reinforcement information based on the received GPS signal. The reinforcement information is correction information for the aircraft to ensure the integrity of the position information, and includes information indicating an abnormal GPS satellite that does not transmit a normal GPS signal, correction data for correcting the position information of the aircraft, and the like. In SBAS, ground base stations distribute reinforcement information to aircraft via geostationary satellites. In GBAS, a ground base station distributes reinforcement information to an aircraft via a very high frequency VHF (Very High Frequency) data link.

  ABAS is a system that ensures the integrity of aircraft position information using only a GPS receiver mounted on an aircraft. In RAIM (Receiver Autonomous Integrity Monitor), a type of ABAS, four GPS satellites are selected from five or more GPS satellites including redundant GPS satellites, and the selected GPS satellites are selected. Position information is calculated based on the GPS signal from. An abnormal GPS satellite is detected based on the consistency of the position information obtained by changing the way of selecting the four GPS satellites. In RAIM, the integrity of position information is ensured by specifying position information based on GPS signals from GPS satellites excluding abnormal GPS satellites (see Patent Document 1).

  Moreover, in GNSS, the cause of the low integrity of position information includes malfunction due to a failure of a GPS satellite and the arrangement of GPS satellites.

  Among GPS satellites, when a GPS satellite that transmits a GPS signal that can be received by a base station is near the horizon, the integrity of the location information is lower than when the GPS satellite is in the sky. .

  In SBAS and GBAS, terrestrial base stations distribute reinforcement data to aircraft taking into account that the accuracy of GNSS positioning decreases due to the positioning of GPS satellites.

  In the ABAS such as RAIM, since the reinforcement data is not distributed from the base station, it is impossible to recognize the decrease in the integrity of the position information due to the arrangement of the GPS satellites. For this reason, the alert occurrence information indicating the airspace and time zone in which the aircraft cannot fly safely is reduced as NOTAM (Notice To Airmen) before the aircraft flies. Has been distributed in advance. NOTAM is information distributed to an airline or the like by a navigation service provider that manages the operation of the aircraft for the safe operation of the aircraft.

  An airline or the like creates a flight plan that avoids an airspace and a time zone in which an aircraft cannot safely fly based on alert generation information that is NOTAM so that the aircraft can fly safely.

JP 2004-522947 A

  The RAIM information distribution device that distributes the alert occurrence information reduces the integrity of the aircraft position information in the flight airspace and the flight time zone based on the flight plan information indicating the flight airspace and flight time zone in which the aircraft flies. It is determined whether airspace and time zone exist. When there is an airspace and time zone where the integrity of the aircraft position information is degraded, flight plan information avoiding the airspace and time zone is newly created.

  More specifically, in the flight plan information, position information of fix points, which are a plurality of predetermined points through which the aircraft passes, are arranged in a predetermined order. The RAIM information distribution device calculates the scheduled time when the aircraft passes the fix points, assuming that the aircraft passes the fix points according to the arrangement order of the position information, and distributes the alert occurrence information according to the scheduled time. .

  However, in RNAV, there are cases where an aircraft passes the same air route on the outward route and the return route. In this case, even if the aircraft passes the same air route on the forward route and the return route, the order of passing the fix points is different. Therefore, if the same flight plan information is used on the forward route and the return route, the RAIM information distribution device On the other hand, it is impossible to accurately calculate the scheduled time of passing the fixed point on either the forward or return path. For this reason, there is a problem that the RAIM information distribution device cannot distribute accurate alert occurrence information.

  An object of the present invention is to provide an airway management device and an airway management method capable of delivering accurate alert occurrence information.

  The air route management device of the present invention is a signal for positioning, a first receiving unit that receives a positioning signal including GPS satellite orbit information and status information, and each of a plurality of fix points in an air route of an aircraft. A storage unit for storing a plurality of first position information indicating the position of the aircraft; a second position information indicating a position of a predetermined point through which the aircraft passes; and a cruise speed information indicating a cruise speed of the aircraft. 2 based on the first position information and the second position information, the order in which the aircraft passes the fix point, and based on the order, the cruise speed information, and the positioning signal, A calculation unit that generates alert generation information indicating a fix point that the aircraft cannot pass safely.

  The airway management method of the present invention is an airway management method performed by an airway management device having a storage unit that stores a plurality of first position information indicating the positions of a plurality of fix points in an airway of an aircraft. A first positioning step that receives a positioning signal that is a signal for positioning a position and includes orbit information and status information of a GPS satellite; second position information that indicates a position of a predetermined point through which the aircraft passes; A second receiving step for receiving cruising speed information indicating a cruising speed of the aircraft; and, based on the first position information and the second position information, obtaining an order in which the aircraft passes the fix point, and Based on the order, the cruise speed information, and the positioning signal, an alert is generated indicating a fix point that the aircraft cannot pass safely. It has a computation step of generating information.

  According to the present invention, accurate alert occurrence information can be distributed.

It is a figure which shows the structure of the RAIM information delivery apparatus of the 1st Embodiment of this invention. It is a figure which shows the structure of the storage part of the RAIM information delivery apparatus of the 1st Embodiment of this invention. It is a flowchart which shows an example of operation | movement of the RAIM information delivery apparatus of the 1st Embodiment of this invention. It is a figure which shows the structure of the RAIM information delivery apparatus of the 2nd Embodiment of this invention.

  Next, embodiments for carrying out the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a diagram illustrating a configuration of a RAIM information distribution apparatus according to the present embodiment.

  The RAIM information distribution apparatus 1 shown in FIG. 1 includes a first receiving unit 11, a storage unit 12, a calculation unit 13, an operation monitor display unit 14, and a second receiving unit 20. The first receiving unit 11 includes a GPS antenna 15 and a GPS receiver 16. The RAIM information distribution apparatus 1 is sometimes called an air route management apparatus.

  The first receiving unit 11 receives a positioning signal for positioning the current position. In this embodiment, the positioning signal is a GPS signal that is an RF signal (Radio Frequency) broadcast from each of a plurality of GPS satellites.

  The positioning signal includes information obtained by encoding GPS satellite orbit information and status information. The orbit information includes current position information and speed information of the GPS satellite, and operation orbit information indicating the orbit operated by the GPS satellite. The status information includes time information indicating the time when the GPS satellite transmits the GPS signal.

  More specifically, the first receiving unit 11 includes a GPS antenna 15 and a GPS receiver 16.

  The GPS antenna 15 receives GPS signals broadcast from a plurality of GPS satellites and transmits them to the GPS receiver 16.

  The GPS receiver 16 receives a GPS signal from the GPS antenna 15, demodulates the GPS signal, and further decodes it. The GPS receiver 16 encodes the demodulated and decoded GPS signal for use in positioning, thereby converting the GPS signal into digital data, and transmits the converted digital data to the arithmetic unit 13.

  FIG. 2 is a diagram illustrating a configuration of a storage unit of the RAIM information distribution apparatus according to the present embodiment.

  The storage unit 12 is a computer-readable recording medium, and stores an operation program 18 that defines the operation of the calculation unit 13 and an airway information database 19 relating to the airway, as shown in FIG.

  The air route is a route connecting a plurality of fixed points, which are a plurality of predetermined points through which the aircraft passes.

  In the air route information database 19, air route information indicating an air route and an air route symbol which is identification information for identifying the air route are associated with each air route symbol.

  The air route symbol is represented by a plurality of identification information columns that specify each of a plurality of fix points in the air route.

  The arrangement order of the identification symbols in the airway symbol is either one of the order in which the aircraft passes through the fix points indicated by the identification symbols and the order opposite to the order.

  The airway symbol is written as (f1, f2,..., Fn), for example. fi is an identification symbol indicating the fix point Pi. n is an integer of 2 or more, and i is an integer of 1 to n. At this time, the aircraft flies in the order of the fix points P1 to Pn or the order of the fix points Pn to P1 on the air route.

  The air route information is represented by a plurality of first position information columns indicating the positions of the plurality of fix points in the air route.

  The order of the first position information in the air route information is the same as the order of the fix points indicated by the identification symbol in the air route symbol. Is set to

  The second receiving unit 20 receives flight plan information indicating a flight plan from the external device 17.

  A flight plan is a flight plan of an aircraft by an airline. The flight plan information includes aircraft flight route information and cruise speed information. The flight route information indicates the route from the departure airport of the aircraft to the start point of the air route, the air route, and the flight route that is the route from the end point of the air route to the arrival airport.

  Specifically, the flight route information includes (1) departure airport, (2) SID (Standard Instrumental Departure route) at the time of departure, and departure when the SID end point position is far from the air route Transit route at time, (3) passing fix point that passes immediately before entering the air route, (4) air route symbol, (5) first passing fix point away from the air route, (6) STAR on arrival (Standard Terminal Arrival Route) and transit route on arrival when the departure location of STAR and the air route are separated, and (7) arrival airport.

  The SID is a route set for an aircraft taking off from the airport to join the air route. STAR is a route set for an aircraft to land from an airway to an airport. The transit route at the time of departure is a route connecting the SID end point position and the air route when the SID end point position is far from the air route. The transit route upon arrival is a route that connects the departure location of the STAR and the air route when the departure location of the STAR is away from the air route.

  The calculation unit 13 is a computer, and reads the operation program 18 stored in the storage unit 12 and executes the read operation program 18 to realize the following operations.

  The computing unit 13 obtains the order in which the aircraft passes through the fix points based on the flight plan information received by the second receiving unit 20 and the air route information database 19 stored by the storage unit 12.

  In Japan, before the operation of RNAV, the airway symbols also defined the order in which the aircraft passed through the fix points. For example, when the aircraft makes a round trip between two points, the forward route and the return route are different from each other, and therefore it has been determined in the flight plan information that the aircraft will fly as follows.

  The aircraft leaves the departure airport. The aircraft enters the airway via the SID and a passing fix point that passes immediately before entering the airway. When the SID end point position and the air route are separated, the aircraft further passes through the transit route at the time of departure between the SID and the passing fix point.

  The aircraft flies in the order of the fix points P1 to Pn in accordance with the arrangement order of the identification information of the airway symbols (f1, f2,..., Fn) in the airway.

  After leaving the airway, the aircraft arrives at the arrival airport via the STAR through the passing fix point that first passes away from the airway. When the departure position of the STAR is away from the air route, the aircraft further passes through the transit route upon arrival between the STAR route and the passing fix point.

  However, when RNAV is in operation, the airway symbol does not necessarily define the order in which the aircraft passes through the fix points.

  More specifically, the aircraft may fly in the order of the fix points P1 to Pn and may fly in the order of the fix points Pn to P1 on the air route.

  For this reason, in order to obtain the order in which the aircraft passes through the fix points, first, the calculation unit 13 obtains a fix point through which the aircraft first passes among a plurality of fix points in the airway as follows.

  The calculation unit 13 determines the first predetermined point and the first position based on the second position information indicating the position of the first predetermined point in the flight route included in the flight plan information and the first position information of the fix point. The distance between the fix point P1 and the distance between the first predetermined point and the last fix point Pn are compared. The calculation unit 13 obtains a fix point having a short distance from the first predetermined point as a fix point through which the aircraft first passes.

  The first predetermined point is the point before the aircraft enters the airway, for example, when the departure airport, the passing fix point that passes immediately before entering the airway, the end point position of the SID and the airway are not separated One of the SID end point position and the transit fix point of the transit route at the departure when the SID end point position is away from the air route.

  Further, instead of using the first predetermined point, the calculation unit 13 uses the second position information indicating the position of the second predetermined point in the flight route included in the flight plan information and the first position information of the fix point. The distance between the second predetermined point in the airway and the first fix point P1 may be compared with the distance between the second predetermined point and the last fix point Pn. . In this case, the calculation unit 13 obtains a fix point having a long distance from the second predetermined point as a fix point through which the aircraft first passes.

  The second predetermined point is the point after the aircraft leaves the airway, for example, the arrival airport, the first passing fix point away from the airway, the departure position of the STAR and the airway are not separated The starting position of the STAR, and the transit fix point of the transit route when arriving when the starting position of the STAR is away from the air route.

  When the fix point through which the aircraft first passes is obtained, the calculation unit 13 obtains the order in which the aircraft passes through the fix point according to the fix point through which the aircraft first passes.

  For example, when the fix point through which the aircraft first passes is the fix point P1, the calculation unit 13 determines that the aircraft passes through the fix points in the order of the fix points P1 to Pn in the air route. .

  In addition, when the fix point through which the aircraft first passes is the fix point Pn, the calculation unit 13 determines that the aircraft passes through the fix points in the order of the fix points Pn to P1 in the air route. .

  When the order in which the aircraft passes through the fix points is obtained, the calculation unit 13 obtains the time during which the aircraft flies between the fix points based on the order in which the aircraft passes through the fix points and the cruise speed information included in the flight plan information. Calculate the scheduled time to pass the fix point.

  The computing unit 13 extracts orbit information and status information of all GPS satellites from the digital data from the first receiving unit 11.

  Based on the extracted trajectory information and status information, the calculation unit 13 ensures that the integrity of the aircraft position information is ensured and performs flight safely in the airspace and time zone in which the aircraft operating the RAIM is scheduled to fly. The service volume indicating the safe airspace and the safe time zone in which it is possible is calculated.

  The calculation method for calculating the service volume is, for example, the literature (GPS RAIM: Calculation of Threshold and Protection Radius Usage Chisquare Method, A Geometric Approach, R. Grover Brow, R. Grover. V).

  The computing unit 13 generates alert occurrence information in the air route based on the first position information of each fix point, the scheduled time when the aircraft passes each fix point, and the calculated service volume. The alert occurrence information is information indicating an airspace and a time zone in which the integrity of the aircraft position information is reduced and the aircraft cannot fly safely.

  For example, the computing unit 13 determines that an airspace and a time zone that are not included in the service volume are an airspace and a time zone in which the aircraft cannot fly safely by RAIM. The calculation unit 13 determines whether or not the fix point is included in the airspace. When the fix point is included in the airspace, the calculation unit 13 determines whether the scheduled time when the aircraft passes the fix point is included in the time zone. When the scheduled time when the aircraft passes through the fix point is included in the time zone, the calculation unit 13 determines that the fixed time and the scheduled time when the aircraft passes the fix point are included in the air space and time zone. to decide. The computing unit 13 generates alert occurrence information indicating the fix points included in the airspace and the time zone and the scheduled time passing the fix points.

  The calculation unit 13 transmits alert occurrence information to the operation monitor display unit 14.

  The operation monitor display unit 14 displays the alert occurrence information received from the calculation unit 13.

  The RAIM information distribution apparatus 1 may have a configuration in which a user can print alert occurrence information.

  FIG. 3 is a flowchart showing an example of the operation of the RAIM information distribution apparatus 1 of the present embodiment.

  The second receiving unit 20 receives the flight plan information of the aircraft from the external device 17 of the RAIM information distribution device 1, and transmits the flight plan information to the calculation unit 13 (S101).

  When the flight unit information is received, the calculation unit 13 acquires air route information associated with the air route symbol included in the flight plan information in the air route information database 19 from the storage unit 12 (S102).

  Based on the second position information of the predetermined point included in the flight plan information and the first position information of the fix points P1 to Pn included in the acquired air route information, the calculation unit 13 calculates the predetermined point and the first fix point. The distance between P1 and the distance between the predetermined point and the last fixed point Pn are calculated. The calculation unit 13 compares these distances and determines the order in which the aircraft passes through the fix points P1 to Pn according to the comparison result (S103).

  Based on the order in which the aircraft passes through the fix points P1 to Pn and the cruise speed information included in the flight plan information, the calculation unit 13 obtains the time for the aircraft to fly between the fix points, and based on the time, The scheduled time of passing through P1 to Pn is calculated (S104).

  The calculation unit 13 extracts orbit information and status information of all GPS satellites from the digital data from the first reception unit 11, and based on the orbit information and status information, the position where the aircraft is scheduled to pass the air route The service volume is calculated in the airspace and time zone including the time (S105).

  Based on the first position information of the fix point, the estimated time when the aircraft passes the fix point, and the service volume calculated in step S106, the calculation unit 13 generates alert occurrence information in the air route. Is generated (S106).

  The calculation unit 13 transmits alert occurrence information to the operation monitor display unit 14. The operation monitor display unit 14 receives the alert occurrence information and displays the alert occurrence information (S107).

  The aircraft engine or navigation service provider confirms the alert occurrence information displayed on the operation monitor display unit 14, and notifies the alert occurrence information as NOTAM to related parties such as the operation personnel and the personnel in charge of the air traffic control organization. .

  As described above, according to the present embodiment, the calculation unit 13 obtains the order in which the aircraft passes through the fix points based on the first position information and the second position information, and the order, cruise speed information, and positioning. Based on the signal, alert generation information indicating a fix point that the aircraft cannot safely pass through is generated.

  For this reason, since the alert occurrence information is generated based on the order of passing through the fix points, it is possible to generate accurate alert occurrence information.

  Further, in the present embodiment, the storage unit 12 uses each first position information as the air route information in which each first position information is arranged in any one of the order in which the aircraft passes through the fix points and the order opposite to the order. 1 position information is stored. The first predetermined point is the point before the aircraft enters the airway. Based on the first position information and the second position information, the calculation unit 13 includes a distance between the first predetermined point and the fixed point at the position indicated by the first first position information in the airway information; The distance between the first predetermined point and the fixed point at the position indicated by the last first position information of the airway information is compared. Then, based on the comparison result, the calculation unit 13 obtains a fix point having a short distance from the first predetermined point as a fix point through which the aircraft first passes in the air route, and the fix point and air route information. To determine the order in which the aircraft passes through the fix points.

  For this reason, the aircraft determines the fix point based on the first position information arranged in any one of the order in which the aircraft passes through the fix point and the reverse order of the order and the fix point that passes first. Since the order of passing is determined, the order in which the aircraft passes through the fix points can be determined more accurately.

  Further, in the present embodiment, the storage unit 12 uses each first position information as the air route information in which each first position information is arranged in any one of the order in which the aircraft passes through the fix points and the order opposite to the order. 1 position information is stored, and the second predetermined point is a point after the aircraft leaves the air route, and the calculation unit 13 performs the second predetermined point based on the first position information and the second position information. The distance between the current point and the fixed point at the position indicated by the first first position information in the airway information, and the position indicated by the second predetermined point and the last first position information of the airway information The distance between the fixed point and the fixed point is compared, and based on the comparison result, a fixed point having a long distance from the second predetermined point is determined as a fixed point at which the aircraft first passes in the air route, Based on the fix points and airway information, determine the order in which the aircraft passes through the fixed point.

  For this reason, the aircraft determines the fix point based on the first position information arranged in any one of the order in which the aircraft passes through the fix point and the reverse order of the order and the fix point that passes first. Since the order of passing is determined, the order in which the aircraft passes through the fix points can be determined more accurately.

  In the present embodiment, the operation monitor display unit 14 displays alert occurrence information.

  For this reason, the airline engine and the navigation service provider can check the alert occurrence information on the spot.

(Second Embodiment)
FIG. 4 is a diagram showing the configuration of the RAIM information distribution apparatus of this embodiment.

  4, the same components as those in FIG. 1 are denoted by the same reference numerals, and description thereof may be omitted.

  The RAIM information distribution apparatus 2 shown in FIG. 4 includes a first reception unit 11, a storage unit 12, an operation monitor display unit 14, a second reception unit 20, a calculation unit 23, a distribution unit 24, Have

  The computing unit 23 has the same function as the computing unit 13, and further generates image data that graphically represents the service volume.

  The distribution unit 24 distributes the alert occurrence information and the image data generated by the calculation unit 23 to a previously registered terminal. For example, the distribution unit 24 has a function of a WEB server, and may distribute alert occurrence information and image data as WEB information, or distribute the alert occurrence information and image data using e-mail or the like. Good.

  As described above, according to the present embodiment, accurate alert occurrence information can be distributed.

  In each embodiment described above, the illustrated configuration is merely an example, and the present invention is not limited to the configuration.

DESCRIPTION OF SYMBOLS 1, 2 RAIM information delivery apparatus 11 1st receiving part 12 Storage part 13, 23 Calculation part 14 Operation monitor display part 15 GPS antenna 16 GPS receiver 17 External apparatus 18 Operation program 19 Airway information database 20 Second receiving part 24 Distribution Department

Claims (6)

A first receiver that receives a positioning signal that is a signal for positioning a position and includes orbit information and status information of a GPS satellite;
A storage unit that stores a plurality of pieces of first position information indicating positions of a plurality of fix points in the airway of the aircraft;
A second receiving unit that receives second position information indicating a position of a predetermined point through which the aircraft passes; and cruise speed information indicating a cruise speed of the aircraft;
Based on the first position information and the second position information, the order in which the aircraft passes through the fix point is obtained, and based on the order, the cruise speed information, and the positioning signal, the aircraft passes safely. An air route management device comprising: a calculation unit that generates alert occurrence information indicating a fix point that cannot be fixed. In the airway management device according to claim 1,
The storage unit stores each first position information as airway information in which each first position information is arranged in any one of an order in which the aircraft passes through the fix points and an order opposite to the order. ,
The point is a point before the aircraft enters the airway,
The calculation unit, based on the first position information and the second position information, the distance between the point and the fixed point at the position indicated by the first first position information in the airway information, The aircraft compares the distance between the point and the fixed point at the position indicated by the last first position information of the air route information, and the aircraft determines a fixed point having a short distance from the point based on the comparison result. An airway management device that obtains a fix point that first passes through the airway, and obtains an order in which the aircraft passes the fixpoint based on the fixpoint and the airway information. In the airway management device according to claim 1,
The storage unit stores each first position information as airway information in which each first position information is arranged in any one of an order in which the aircraft passes through the fix points and an order opposite to the order. ,
The point is a point after the aircraft leaves the airway,
The calculation unit, based on the first position information and the second position information, the distance between the point and the fixed point at the position indicated by the first first position information in the airway information, Compare the distance between the point and the fixed point at the position indicated by the last first position information of the air route information, and based on the comparison result, the aircraft determines the fixed point having a long distance from the point. An airway management device that obtains a fix point that first passes through the airway, and obtains an order in which the aircraft passes the fixpoint based on the fixpoint and the airway information. In the airway management device according to any one of claims 1 to 3,
An airway management device further comprising a display unit for displaying the alert occurrence information. In the airway management device according to any one of claims 1 to 4,
An airway management device further comprising a distribution unit for distributing the alert occurrence information. An airway management method performed by an airway management device having a storage unit that stores a plurality of first position information indicating positions of a plurality of fix points on an airway of an aircraft,
A first receiving step for receiving a positioning signal, which is a signal for positioning a position, and includes a GPS satellite orbit information and status information;
A second receiving step of receiving second position information indicating a position of a predetermined point through which the aircraft passes, and cruise speed information indicating a cruise speed of the aircraft;
Based on the first position information and the second position information, the order in which the aircraft passes through the fix point is obtained, and based on the order, the cruise speed information, and the positioning signal, the aircraft passes safely. And a calculation step of generating alert generation information indicating a fix point that cannot be fixed.

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