JP4472739B2 - Landing navigation on the runway of aircraft and calculation method of approach volume - Google Patents

Description

  The present invention relates to a landing navigation method for an aircraft runway and an approach volume calculation method.

  Known aircraft-based conventional altitude indicators for terrain recognition systems not only provide terrain within a certain distance (eg, 2000 feet) lower than the aircraft, but also terrain with altitudes higher than the aircraft in a visible image to the pilot. Present.

  If the aircraft is about to collide with the terrain, or appears to be approaching a close position, various warnings and warnings are issued. See, for example, Conner et al., US Pat. No. 6,138,060. As used herein, the term warning means a more threatening situation than an alarm. Both include audible, visual or other forms of presentation to the user.

  One problem with conventional systems is that an error or unnecessary alarm or warning can be issued when the aircraft is about to land on the runway.

  In other words, when the aircraft is descending, it is natural to look straight ahead toward the terrain (runway), so unnecessary warnings and warnings may be issued. In addition, the terrain may continue to be displayed on the navigation display unit.

  As a result, the screen may be confused by non-threatening terrain data throughout the landing.

Summary of the invention

  According to the present invention, the disadvantages of the prior art described above can be overcome in some embodiments.

  In one aspect, the present invention is directed to a method of flying an aircraft to land on a runway, including the following navigation. That is, determine whether the aircraft is within a predetermined geometric volume around the airport, and if the aircraft is within the geometric volume, the current target for the selected distance or time for the aircraft Determine the flight path and compare the aircraft's current target flight path with the approach volume that extends from the airport runway toward the outer edge of the geometric volume, so that the aircraft's current target flight path is within the approach volume. If it is and is expected to stay on the runway entry volume, it indicates that the aircraft is on the proper course for landing and if the aircraft is within the entry volume If the current target flight path is not expected to stay within the runway entry volume, it will indicate that the aircraft is not on the proper course for landing Includes includes aim how to fly the aircraft in order to land runway aim how to fly the aircraft in order to land runway.

  In another aspect, the present invention is directed to the following approach volume calculation method for a runway used in a terrain recognition and warning system or an aircraft navigation system. That is, (a) set a predetermined geometric volume surrounding the runway, (b) select one location along the runway as a ground point intercept (GPI), and (c) the most preferred approach path glide slope angle (D) select a side edge for the approach volume; (e) extend to the outer edge of the geometric volume at an angle that intersects the GPI and is sharper than the approach path glide slope angle by a predetermined amount or more. Considering the lower approach route surface, (f) determining whether the temporary lower approach route surface has cleared all the terrain from the GPI to the outer edge of the geometric volume with a predetermined safety factor, If so, select the provisional lower approach route surface as the actual lower approach route surface, otherwise increase the approach route glide slope angle until the actual lower approach route surface is obtained Step (e) and f) and (g) the upper approach path surface from the predetermined location on the runway to the outer edge of the geometric volume at an angle chosen to represent the maximum desired approach path for the approach path volume. The upper approach path surface that extends is selected. Aiming at such an approach volume calculation method.

  As another aspect, the present invention aims at an aircraft terrain recognition warning system as follows. That is, means for displaying terrain within a predetermined foreseeable area based on the aircraft's current target flight path, and generating warnings and warnings on or near the aircraft's current target flight path, and at least: Means for disabling at least one of warnings, warnings, and terrain indications under conditions, wherein the conditions are within a predetermined geometric volume surrounding the airport, and the current target flight path of the aircraft is the aircraft Is expected to be in the entry volume, extending from the airport runway towards the outer edge of the geometric volume, and staying in the entry volume to the runway. Aiming for such an aircraft terrain recognition warning system.

  In another aspect, the present invention is directed to a method for reducing at least one of unnecessary warnings and warnings in the following aircraft terrain recognition warning system. That is, a method for reducing at least one of unnecessary warnings and warnings in an aircraft terrain recognition warning system, comprising: (a) determining whether an aircraft is within a predetermined geometric volume surrounding an airport; b) if the aircraft is within the geometric volume, determine a predetermined current target flight path for the selected distance or time for the aircraft; and (c) plan the aircraft's current target flight path to the airport (D) the aircraft's current target flight path is such that the aircraft is expected to intersect the approach volume, as compared to at least one of the approach volumes extending from the road towards the outer edge of the geometric volume Determines whether, under the selected parameters, the aircraft can be maneuvered in the approach volume and stayed in the approach volume to the runway, ( ) If the decision in step (d) is positive, repeat at least one of the selected alarms and warnings associated with the terrain, prohibiting step (d), and (f) determining at step (d) If negative, regenerate the alarm and warning of step (e) previously prohibited. The aim is to reduce at least one of such warnings and warnings.

  Other aspects, objects, and advantages will become apparent from the following description, including the drawings and the claims.

  FIG. 1 shows a display device 100 for terrain recognition and warning system (TAWS) according to the present invention. The display device 100 has a screen display 102, such as an LCD rear projection screen as disclosed in US Pat. No. 6,259,378 (owned by the assignee of the present invention). is there. The display device 100 has various buttons and interfaces.

  An example of the display device 100 will be described below, but the present invention is not limited to this.

  When toggle button 104 is pressed, screen display 102 switches between a terrain display and a relative altitude display. When the Predictive Advanced Display (PRED) button 106 is pressed, the screen display 102 replaces the PRED display. This point is described in detail in an American patent application ("Predicted altitude display method and apparatus" filed on the same date as the present application).

  The flight display button 108 displays a local flight near the aircraft. This function uses sensor readings from onboard transponders that operate within the radio range of the target aircraft as input. The auxiliary button 110 displays various information such as weather and auxiliary navigation aids.

  When the function button 126 is provided, it is possible to select a button from various other buttons besides normal input. For example, the ability to use the function buttons 126 to set the device can be improved. As another example, pressing the function button 126 during an alarm or warning can mute. When an alarm condition is displayed, the screen display 102 preferably switches to display a function that allows the pilot to resolve the condition most effectively. In many cases, the PRAD function is the most appropriate such display.

  The light sensor 120 can be used to automatically control the brightness and contrast of the screen display 102 for easy viewing. Data can be externally input / output from the display device 100 using the micro USB port 118. As described in detail below, various data such as runway information, terrain data, and runway entry data may be uploaded to the display device 100 before use. This information needs to be updated regularly and the micro USB port 118 can be used for this purpose. Of course, other methods may be used. For example, data can be updated via a wireless link.

  The range button 122 allows zooming in and out of the display, and the VUE button 124 switches the display between a 360 degree display and a forward arc display (eg, 70 degrees). Such a selection is particularly useful for the functions caused by buttons 104, 106 and 108.

  In general, in use, the display device 100 receives data regarding the position of the aircraft, its ground track, side track, speed, altitude, height from the ground, and the like. This data is compared with pre-stored data relating to the terrain in the vicinity of the aircraft and the terrain in the vicinity of the aircraft within the time-predicted distance or time selected based on the terrain in the vicinity of the aircraft and the target flight path. The desired preview distance or time can be dynamically adjusted by the system or user.

  For example, the system can be set to a 10 second foreseeing state, which provides an indication of the terrain that the aircraft will approach in the next 10 seconds based on the target flight path. This is calculated based on data such as the current nose direction, air velocity, and ground track. The system can adjust the preview distance / time based on the phase of the flight.

  The topography used here includes natural things, artificial obstacles and terrain. For example, tall buildings, tall antenna towers and mountain ranges are all considered "terrain" here.

  Depending on the relationship (or target relationship) of the aircraft with the terrain, the terrain may or may not be displayed on the display device 100. For example, if the aircraft is flying in or near terrain, the terrain is displayed in red on the display device 100 and / or an audible warning is generated to warn the user of the danger. When the threat level is less, the terrain is displayed in yellow and / or an audible alarm is generated.

  In situations where the aircraft is not threatening to the terrain, the terrain is displayed in green. If the terrain is far enough from the aircraft (far below or far from the aircraft's flight path), the terrain is not displayed.

  As mentioned above, a special situation occurs when the aircraft is in a landing position. As the aircraft approaches the runway, it naturally becomes closer to the terrain (eg, runway, adjacent runway, air traffic control tower, adjacent hills, etc.). As a result, if the system continues to operate in its normal mode, an audible warning and / or warning will be generated and a large amount of terrain will be displayed as a threat (eg red or yellow) even for the safest landing approach. .

  As a result, almost the entire field of view of the display device 100 becomes red or yellow, and there is no distinction between actual threats (eg, mountains near the airport) and non-threats (eg, the runway on which the aircraft is about to land).

  As described in detail below, the system of the present invention provides predetermined runway entry data for different runways. In one embodiment, an approach volume is generated for each runway that the aircraft is about to land on.

  If the aircraft is in or is about to enter the approach volume and the target course of the aircraft is in the approach volume to the runway, it is assumed that the aircraft is about to land and a terrain warning and warning are It is forbidden. In some embodiments, terrain display is also prohibited and display device 100 does not display any terrain.

  Since many airports have many runways and in many cases aircraft can land in any direction on a given runway, multiple approach volumes are generated for each airport.

  As the aircraft approaches the airport, the system determines which runway the aircraft is likely to land on (and thus the proper approach volume is determined). There are various ways to do this, as will be described in detail below. For example, if a particular runway is incorporated into the system (eg, by a flight control system), the associated approach volume is easily selected.

  Instead, the system repeatedly monitors the aircraft's current flight path, predicts which runway the aircraft will land on, and selects the associated approach volume. In some embodiments, multiple ingress volumes are predicted and ranked or used simultaneously.

  In one embodiment, the process of searching for the proper search volume begins when the aircraft is not in takeoff and enters a predetermined airport area 200.

  FIG. 2A shows an example of an airport area 200. The airport area 200 extends from the end of the runway 202 by a predetermined distance Z1 in all directions, and extends above the runway 202 to a predetermined altitude Z2. In one embodiment, Z1 is 5 nautical miles (NM) and Z2 is selected from the range of 1900-5000 feet. At each end of runway 202, separate entry volumes 300 and 300 'are shown.

  Separate airport areas 200 may be formed such that multiple overlapping areas 200 are formed for each runway at the airport. FIG. 2B shows a plan view of an example of such a configuration, where Z1 is 5 NM and given three runways 202, 202 ′ and 202 ″. As shown, each runway 200 is shown. There is a separate entry volume at each end of ~ 200 ".

  Next, the approach volume 300 will be described. Generally, the approach volume is based on the preferred landing approach for a given runway 202, but has a predetermined amount of side change area around the preferred landing approach in all directions.

  An example of the approach volume 300 shown in FIG. 3 is attached to one end of the runway 202. In the illustrated example, it is assumed that the approach is straight ahead, and a constant approach path glide slope angle 302 is shown. That is, the aircraft can fly straight through the entire airport area 200 to the runway, clear any obstacles and terrain, and maintain the same approach path glide slope angle 302. In this example, the approach path glide slope angle 302 is 3 degrees. More complex examples of skew approach and gear-down glide slope angles are described below.

  Although the approach volume 300 in one embodiment has a wedge shape as shown in FIG. 3, it is not limited to this. For example, an appropriate shape such as a conical shape can be used.

  As shown in FIG. 3, the approach volume 300 has an upper approach route surface 304 and a lower approach route surface 306. In one embodiment, at a predetermined distance from the runway, the upper approach path 304 is at a constant height above the runway 202.

  As such, the upper approach path surface 304 may technically consist of two separate geometric surfaces 304a, 304b, which intersect at line 304c. As will be described in further detail below, the lower entry path surface 306 can also have multiple geometric surfaces if a gear-down angle zone is used. The upper and lower approach route surfaces 304 and 306 are respectively above and below the approach route glide slope 308.

  Next, a method of determining the entry volume 300 will be described, but other methods may be used.

  There is a Grand Point Intercept (GPI). This is a preferred location where the aircraft along the runway has landed and is considered at a distance 309 from the end of the runway. The end of the runway is the outermost part of the runway used for landing. In the embodiment of FIG. 3, the runway end corresponds to the actual end of the runway, and there may be skew as described later.

  GPI is based on the published Instrument Landing System (ILS) guidelines. The GPI can be calculated by selecting a point at a predetermined altitude (eg 55 feet) above the end of the runway and confirming that the approach path glide slope passes through that point.

  The approach path glide slope 308 may begin with a GPI (or runway end) and extends from the runway 202 at a desired approach path glide slope angle 302. It is desirable to extend towards the outer edge of the airport area 200.

  The lower approach path surface 306 may also begin with a GPI (or runway end) and extends from the runway 202 at a lower approach path angle (a predetermined amount 310 less than the glide slope angle 302). In one embodiment, the predetermined amount 310 is 0.7 degrees for a glide slope angle 302 of 3 degrees. The lower approach path angle is 2.3 degrees.

  The upper approach path surface 304 may begin at the far end 204 of the runway 202 as viewed from the aircraft landing through the approach volume in question. Upper approach path surface 304 thus extends from runway 202 to the outer edge of airport area 200. In some embodiments, the upper runway altitude of the upper approach path surface 304 may not exceed the maximum altitude Z2 of the airport area 200. Thus, the upper approach path surface 304 is reduced at a constant height in line 304c as shown in FIG. 3, forming two intersecting geometric surfaces 304b, 304c.

  The side edges of the approach volume are selected such that a predetermined width 312 is surrounded by the volume at the runway end location.

  To ensure proper width 312, side edge vertices 314 at a predetermined distance from the far end 204 of the runway 202 are used. The apex 314 is preferably along the center line of the runway 202. The side edge angle 316 can be selected to obtain the desired width 32. Angle 316 is measured from the center line to each side entry path edge 318a, 318b.

  In some embodiments, the angle 316 is +/− 3.85 degrees, such that the angle between the side edges 318a, 318b is twice the angle 316 or 7.7 degrees. Thus, in this example, if the desired width 312 is 900 feet, the distance 320 from the runway end to the apex 314 is 6686 feet. This is calculated by the following formula.

  If the equations are rearranged here, the distance 320 = 450 / tan (3.85 degrees) = 450 / 0.0673 = 6686 feet.

  The approach path side edges 318 a, 318 b extend from the runway 202 to the outer edge of the airport area 200.

  The present invention is not limited to these numerical values. For example, the angle 316 is desirably in the range of 1.5 to 4 degrees, and the approach path glide slope angle 302 is desirably in the range of 3 to 5 degrees.

  FIG. 4 shows an approach volume using the above-described numerical values, and has a no-zero runway end skew from the runway end to the end of the runway 202.

  Since some of the approach volumes surround the terrain, it is always possible to use the same approach path glide slope angle 302 for all runways 202 (or even when entering from the other end of the same runway). Not a translation. This results in a steeper or different approach path glide slope angle 302 being used. FIG. 5 shows a process flow diagram for determining the correct approach path glide slope angle 302 for the given approach volume.

  The process begins at step 400 where the approach path glide slope angle 302 (shown as GA in FIG. 5) is initialized to the most desirable angle. In the above example, GA is initially set to 3 degrees. In step 404, it is determined whether or not all lower approach path surfaces 306 clear all obstacles from the beginning of the airport area 200 to the GPI with a predetermined safety factor for a given GA. The safety factor is the same amount (eg, 75 feet) for all approach volumes, or the portion of the approach volume that is closer to the runway 202 (eg, 75 feet from the outer edge of the airport area 200 to 10,000 feet and 25 feet from the end of the runway) ) Will change.

  If the answer in step 404 is yes, the approach volume is set in step 408 using the current GA.

  If the answer in step 404 is no, GA is incremented by an incremental amount (eg, 0.5 degrees) in step 410. In step 412, it is determined whether the new GA is less than or equal to the maximum allowable GA (preferably 5 degrees, up to 5.5 degrees depending on aircraft capability).

  If the answer to step 412 is yes, the process is repeated from step 404. If the answer is no, no straight approach volume is used in step 413, but an approach volume that is at least partly skewed from the runway centerline is used. This will be described next.

  6 shows a skew approach volume 300 ′ and a modified skew approach volume 300 ″. The side edges of the straight approach volume are rotated about the point where the runway center line 206 and the runway end intersect. The skew approach volume 300 'will have an approach skew angle 322. In one embodiment, it is desirable to maintain the same width 312 at the end of the runway as in the case of a straight approach. Is moved along its own centerline so that its width at the end of the runway is the same as the width 312. This results in a modified skew approach volume 300 ".

  As shown in FIG. 7, a short rectilinear approach volume 324 is calculated for use with the modified skew approach volume 300 ". A modified skew approach volume 300" that extends at the distance Z1 to the outer edge of the airport area 200; In contrast, the short straight approach volume 324 only extends a short distance Z3 from the end of the runway (eg possible as long as it does not cross 1 NM or terrain). In practice, the aircraft flies along the modified skew approach volume until it is about a distance Z3 from the runway 202. The aircraft is then maneuvered to enter the short straight approach volume 324 for landing.

  FIG. 8 shows a process flow chart for determining the corrected skew approach volume 300 ″. The process starts in step 500. In step 502, the approach skew angle 322 (shown as OA in FIG. 8) is set to an initial value. Then, it turns away from the terrain that hinders the straight line approach calculation in FIG.

  This initial value is preferably 0 or 0.5 degrees away from the runway centerline. In step 504, the glide slope angle GA is reset to a most preferable value (for example, 3 degrees). In step 506, for a given GA and OA, it is determined whether all lower approach path surfaces 306 clear all of the terrain from the beginning of the airport area 200 to the end of the runway with a predetermined safety factor. . The safety factor may be the same amount (eg, 75 feet) for all approach volumes, and may vary for portions of the approach volume that are closer to runway 202 (eg, from 75 feet from the outer edge of airport area 200 to the end of the runway). 10,000 feet then 25 feet).

  If the answer to step 506 is yes, a modified skew approach volume 300 "is set at step 508 using the current GA and OA.

  If the answer to step 404 is no, in step 512 the GA is incremented by some incremental amount (eg, 0.5 degrees). At step 514, it is determined whether the new GA is less than or equal to the maximum allowable GA (preferably 5 degrees or up to 5.5 degrees depending on aircraft capabilities). If the answer in step 514 is yes, the process is repeated from step 506.

  If the answer to step 514 is no, then in step 516 the OA is incremented by some incremental amount (eg, 0.5 degrees). In step 518, it is determined whether the new OA is less than or equal to the maximum allowable OA (eg, 30 degrees). If the answer to step 518 is yes, the process is repeated from step 504.

  If the answer to step 518 is no, then an appropriate entry volume is not available at step 520 and the process is completed at step 510.

  The short straight approach volume 324 preferably has the same approach glide slope angle as used for the modified skew approach volume described above. Terrain clearing for the short straight approach volume is performed and the angle is adjusted as required in the same manner as described for FIG.

  Regardless of the skew approach volume or straight approach volume scenario described above with respect to FIGS. That is, for most distances within the runway 202, the aircraft can travel with a stable approach path glide slope angle 302, but in some embodiments it is desirable for the aircraft to decelerate before landing at a steeper approach glide slope angle.

  FIG. 9 shows the approach volume at such a steep approach glide slope angle. For simplicity, the upper entry path surface 304 is not shown. As shown, the entry glide slope 308 begins with GPI and extends outward at the entry path glide slope angle 302 as described above. The lower approach path glide slope 306 similarly begins at an angle from GPI (angle 302 to angle 310).

  At a distance Z4 from the runway end, a steeper approach path glide slope angle is introduced and the lower approach path glide slope 306 decreases to an angle 326. As a result, the approach volume becomes thick in the distances Z4 to GPI at an altitude above the ground. This angle 326 has been demonstrated to clear the terrain in the same manner as described for FIG.

  In addition, although a deceleration glide slope has been shown as a true step-like function, more curved or continuous adjustments to the lower entry path surface 306 can also be used.

  The above explains how the approach volume is calculated for each runway end. These approach volumes are preferably calculated “off the path”, that is, the aircraft is not flying on the path, but they can be calculated on the path as well. This information is recorded in the post-display device 100 and referred to during flight. This information can be updated regularly during aircraft maintenance. For example, it is updated by the micro USB port 118 of FIG. Alternatively, remote updates can be performed by satellite or other wireless link.

  As mentioned above, this data is used in the foreseeing TAWS system. The system uses terrain in the vicinity of the aircraft based on the current target flight path and alerts and warnings as described in the US patent application ("Predicted Altitude Display Method and Device" filed on the same day as this application) Generated and displayed accurately on the display.

  The present invention is used to prohibit such warnings and warnings and display of terrain data. That is, certain warnings and warnings are prohibited when the aircraft is directed to enter the approach volume and stay in the runway 202. In addition, non-threat terrain is also banned or displayed in green rather than red or yellow.

  In one embodiment, all alarms and warnings that are generated when the aircraft is in the approach volume are prohibited. Further, all terrain to be displayed when the aircraft is in the approach volume is prohibited from being displayed in the preview display of the display device 100. Of course, this operation mode can be selected by the user. Other uses of the data are also within the scope of this invention.

  FIG. 10 shows a possible landing approach for an aircraft. As shown, the aircraft often does not enter the airport area 200 that is directly or nearly directly aligned with the runway 202. Often, if the approach is considered to have three segments, the aircraft enters the runway 202 in the pattern shown. Here, segment 600 is a tailwind segment and is often substantially parallel to runway 202. The aircraft then turns toward the runway in the base segment 602 and then aligns with the runway 202 in the final approach segment 604. Segment 604 is often relatively close to the runway end point (eg, at 1-2 NM).

  Thus, in one embodiment, the system predicts whether an aircraft is still in its base segment 602 while entering the approach volume. In some embodiments, if the current aircraft flight path (eg, its horizontal and vertical tracks) intersects the active approach volume, the system will not allow certain parameters (eg, not exceed 30 degrees) that the aircraft will not enter the approach volume. For “G” accelerations that do not exceed 1 in bank angle, alarms, warnings, and terrain displays are prohibited until it is determined that these parameters are met (which is adjusted by the user or the system). For example, any warning, warning or terrain indication on the opposite side of the entry is prohibited.

  FIG. 11 shows this concept. Here P is the point where the aircraft must turn. Similarly in FIG. 12, if the aircraft appears to be descending into the approach volume, the system will not be able to pull up into the approach volume and some parameters (eg, deceleration 0.25 “G” will not be exceeded) The same information is forbidden until it is determined that the ground speed is maintained. This is indicated by Q in FIG. For simplicity, only the lower approach path surface is shown in the figure.

  FIG. 13 shows a flowchart of a process for determining whether or not certain aircraft warnings and warnings are prohibited according to the present invention.

  The process begins at step 700. In step 702, it is determined whether the aircraft is in runway 202 and not in the takeoff phase of flight. If the answer is no, the process is repeated. If the answer is yes, in step 704 whether the target flight path is within a predetermined angle (eg, within 110 degrees) of the relative position of the active approach volume, whether the target flight path intersects the approach volume (or Whether or not to stay in it) is determined.

  If the answer is no in step 704, both prohibited alarms and warnings (described below) are reset in step 706. If the answer is yes, it is determined in step 708 whether the aircraft is in the active approach volume and its target flight path is within a second predetermined angle (eg, within 45 degrees) of the relative position of the active approach volume. Is done.

  If the answer to step 708 is no, it is determined that the aircraft appears to be in the base flight segment and the first set of warnings and alerts is prohibited in step 710. Then, in step 712, it is determined whether the aircraft can enter the approach path and maintain position and meets selected criteria (eg, the criteria described with respect to FIGS. 11 and 12). If the answer is yes, the process is repeated at step 708. If the answer is no, the alarms and warnings de-energized at step 714 are restarted and the process is repeated from step 702.

  If the answer in step 708 is yes, it is determined that the aircraft is in a landing approach and a second set of warnings and warnings is prohibited in step 716. Compared to step 710, the second set is more comprehensive than the first set of alarms and warnings because the system is more confident that the aircraft is landing at step 716. The process is then repeated from step 702. In addition, terrain display is prohibited in the same way.

  Further, while the above description has been directed to prohibiting alarms and warnings, the present invention can also be used to activate and / or generate them. For example, if the aircraft is within the approach volume and close to the runway, an alarm is generated if the landing gear or flap is not lowered.

  Furthermore, although the present invention has been described with respect to warnings, warnings, and prohibition of terrain display, an approach route volume can also be used as a navigation guide. That is, instead of ILS (or in addition), it can also be used to guide the aircraft to the runway. In particular, the display device can display the approach volume to the pilot for use in landing an aircraft.

  Although various embodiments have been described above, the present invention is not limited to these embodiments, and various modifications can be made within a range that can be considered by those skilled in the art.

FIG. 1 is an explanatory diagram of an apparatus according to an embodiment of the present invention, and particularly shows a layout of a display (display) and buttons. (A) It is explanatory drawing of the representative airport area referred in the Example by this invention. (B) It is a top view which shows the some airport crossing area referred in the Example by this invention. It is explanatory drawing of a runway and the typical approach volume referred in the Example by this invention. FIG. 3 is a plan view of an approach volume, referred to in an embodiment according to the present invention. The flowchart for the glide slope angle determination of the straight approach path | route referred to in the Example by this invention is shown. It is a top view which shows the skew approach volume and the modified skew approach volume which are referred in the Example by this invention. It is the perspective view which piled up the slant approach volume and the straight advance volume which are referred in the Example by this invention. 6 shows a flowchart for determining a modified skew approach volume referenced within an embodiment according to the present invention. FIG. 4 is a side view of an entry volume having a step-down approach gliding slope angle referenced within an embodiment according to the present invention. FIG. 3 is a plan view showing a possible landing approach path of an aircraft referred to in the embodiment according to the present invention. 1 is a plan view of an aircraft, shown with a target flight path to the side of an approach volume, referenced in an embodiment according to the present invention. FIG. 1 is a side view of an aircraft, shown with a target flight path, to an upper end of an approach volume, referenced in an embodiment according to the present invention. FIG. 6 is a flowchart for determining whether or not to prohibit an alarm / warning of an aircraft, which is referred to in the embodiment according to the present invention.

Claims (3)

  Determine whether the aircraft is within a geometric volume surrounding a given airport, and if the aircraft is within the geometric volume, determine the aircraft's current target flight path for the selected distance or time; Compare the current target flight path of the aircraft with the approach volume extending from the airport runway toward the outer edge of the geometric volume, and expect the aircraft to be in the approach volume and stay in the approach volume to the runway The current target flight path as shown, indicating that the aircraft is on the proper course for landing and is not expected to be in the approach volume and staying in the approach volume to the runway Landing navigation to the runway of an aircraft, characterized in that if the current target flight path is such that the aircraft is not on the proper course for landing.   A method for calculating an approach volume for a runway used in a terrain recognition and warning system or an aircraft navigation system, wherein (a) a predetermined geometric volume surrounding the runway is set, and (b) a ground along the runway Select one location as a point intercept (GPI), (c) select the most preferred approach path glide slope angle, (d) select a side edge for the approach volume, (e) cross the GPI and approach path glide Considering the temporary lower approach path surface extending to the outer edge of the geometric volume at an acute angle more than a predetermined amount from the slope angle, and (f) all the topography from the temporary lower approach path surface to the outer edge of the geometric volume. If so, select the provisional lower approach route surface as the actual lower approach route surface, and if not, Steps (e) and (f) are repeated until the actual lower approach route surface is obtained by increasing the approach route glide slope angle, and (g) the upper desired approach route is the maximum desired approach route for the approach route volume. Calculating an upper approach path surface extending from a predetermined location on the runway to an outer edge of the geometric volume at an angle selected to represent   The method of claim 2, wherein the most preferred approach path glide slope angle is in the range of 3 to 5.5 degrees.

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