JPS636400B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to aircraft flight control, and more particularly to an apparatus that assists in overcoming aircraft control problems caused by the presence of wind shear.

Instrumentation technology aimed at eliminating the effects of wind shear on flight is lacking in the prior art, and little is generally known about the effects or problems caused by the presence of wind shear. First, I will explain the influence of this wind in an easy-to-understand manner.

Early in flight training, pilots learn that it is not necessary to hold the rudder or aileron constant during crosswinds. It also accepts the fact that while in flight, flight characteristics are independent of the ground. As a result of this fact recognition being repeated every time a flight takes place, the pilot comes to recognize this fact as something that cannot be overturned, that is, as a law.

As with many laws concerning physical or natural phenomena, the introduction of new and more precise means of measurement proves that the accepted laws are flawed. In such cases, we must change our thinking to fit the new way of seeing.

Now, it is easy to understand that wind is the movement of air masses relative to the ground, and there is a precise quantitative relationship between airspeed (AS) and wind and ground speed (GS). It will be easily understood. A skilled pilot formulates a flight plan by processing these three relationships in a routine manner, but the degree of consideration is macroscopic.

Suppose you try to attach an airspeed indicator to a car.
It is clear that the same quantitative relationships that hold true between the three above also hold true for cars. When dealing with relationships from a macroscopic perspective, there are some facts that cannot be said to be obvious. For example, let's say you're a driver and you're driving down a long, straight road at an airspeed of 112 km/h (70 MPH). If the headwind is 32 km/h (20 MPH), the speedometer (indicating ground speed) will read 80 km/h (50 MPH). Suppose there is a place where the wind flow fluctuates by ±10 knots because there are shrubs or small groves by the roadside. At this time, the driver had an airspeed of 96 km.
(60MPH) to 128Km (80MPH). Next, suppose you come to a place where there are large buildings on both sides of the road. Then, due to the bench lily effect between both buildings, the local wind between the buildings becomes
Increases airspeed to 48Km (30MPH), thus increasing airspeed to 128Km
(80MPH) to return to 112Km (70MPH).
You must slow down so that the speedometer shows 64 Km (40 MPH). Due to the weight of the car, the car can be driven 16Km.
(10MPH) deceleration to airspeed 112Km (70MPH),
Excessive airspeed must be experienced before the speedometer reaches 64 Km (40 MPH). If the car enters a tunnel immediately after passing between buildings and there is no wind, the airspeed will be 64km/h, which is the reading on the speedometer.
(40MPH). step on the accelerator 112
Km (70MPH) and gets an airspeed indication (IAS) of 70, but during acceleration IAS is lower than 70.

Although what has been described above does not express the complex speed conditions that occur in actual driving, I believe that this explanation has provided a sufficient and accurate understanding of wind shear.

The importance of airspeed in airplanes cannot be overstated, but a more comprehensive understanding may be needed. Pilots must understand and process the following facts:

When an airplane flies in an area with wind shear, it encounters changes in the wind that change its airspeed and flight characteristics. When you change power to compensate for speed, you are simply changing ground speed, which in turn changes ground speed (this is the same situation as in a car with an airspeed indicator).
The pilot can only change IAS within the range of inertial accelerations and decelerations that can result in changes in ground speed. If you encounter a headwind on the flight path that tapers off at 3 knots/sec and can accelerate your ground speed to 2.5 knots/sec at full power, you will lose 0.5 knots/sec for IAS over the entire period of wind change. It turns out. Changes in acceleration far exceeding those available to transport jet aircraft have been recorded.

Using the indicated airspeed as the sole basis for speed control during landing is therefore insufficient, as is the case with motor vehicles in the presence of wind shear.

The objectives of the invention are thus as follows. 1st
It is an object of the present invention to provide a method and apparatus that allows a pilot to control the speed of an airplane during a landing approach to a speed that minimizes the risk of wind shear.

A second objective is to incorporate the ground speed quantity into the normal approach criteria so as to reduce the risk of wind shear that exists during landing approach. This requires more accurate measurements of ground speed (GS) than are currently available in many navigation systems. Currently, the only sources of accurate ground speed available to the system are inertial navigation systems (INS) and some types of Doppler radar equipment.

The third purpose is to disclose a means other than INS to obtain the ground speed used in this system. However, this flight system is not intended to use only the ground speed obtained by the above method. Other means than the above-mentioned means can be used as long as the accuracy of the ground speed obtained by the means is accurate enough to give the ground speed several seconds ago.

A fourth objective is to utilize as much information as possible from commonly used equipment installed on the aircraft, using a minimum of accessories in its operation.

The fifth objective is to provide the pilot with continuous information on the wind shear between the current flight position and the landing area during the approach period so that the pilot can make a rational decision on whether to continue the approach. The goal is to make it possible.

The sixth objective is to disclose a system in which each parameter can be satisfied and the total amount of work for the pilot is minimized, that is, the pilot only needs to input the wind direction and wind speed at the ground surface into a computer.

A seventh objective is to give the pilot more control over the surface wind information applied to setting the desired groundspeed signature, during the latter half of the approach when there is no time to reprogram the wind direction and speed. Another objective is to be able to change the scheduled wind information when new wind information is given from the control tower.

The eighth object is to provide a device that can be applied to various types of aircraft, from light aircraft to transport aircraft, and is particularly suitable for instrument flight.

The above-mentioned objects and other objects and advantages of the present invention will be fully made clear by the accompanying drawings and the following description of the drawings.

When using the system according to the present invention, the approach speed is determined by using the lower of the displayed airspeed during normal approach and the ground speed at approach, whichever has a lower difference from a predetermined set value or target value. used. Either one of these two values will alert the fast/slow indicator, the autothrottle device on approach, or even the pilot whenever groundspeed exceeds airspeed by a predetermined amount determined by altitude. This is a command given to the "tailwind caution" alarm that issues the warning. When a tailwind warning is issued, the pilot must consider aborting the approach, choosing to approach from another direction determined by the wind and drift at the surface at the time of the abort. This condition is caused by an altitude-dependent tailwind, which the pilot can derive from the amount by which the ground speed exceeds the windless GS indicator.

In connection with the above explanation, we would like to add a method for obtaining GS using ground-based transponder type equipment and airborne Doppler radar. If an airplane's Dotsupura radar transmits radio waves in a fan shape, and a transponder-type device is placed near the intersection of the runway, the GS will be the value for the runway, and it will be accurate at the time of entry, regardless of the heading. Desired.

The following method and instrumentation will significantly reduce the tasks required of the pilot or other tower crew to accomplish the above objectives. The purpose of this device is to automate and simplify the process of calculating true airspeed (TAS) and wind speed. The device can be used to program these values automatically, and by obtaining all the parameters already mentioned, it can be used as a means of integrating the device with existing approach equipment; It also makes it possible to use as much of the equipment that is currently available as possible.

In the approach device used in the present invention, the conventional airspeed indicator 10 is replaced with an actual airspeed indicator 22.
and the pointer 1 of the fast/slow indicator programmed by its associated setting AS indicator 17
Use with 125.

GS detector 117 is INS, Doppler radar,
A Doppler radar associated with a ground transponder or DME station, provided that the ground transmitter, such as an ILS, is updated to transmit on the correct frequency and the onboard receiver is tuned, the Doppler frequency difference is GS. can be read. However, the device according to the invention may use any GS detector, as long as it is sufficiently accurate.

This specification is written to conform as closely as possible to flight engineering practice. The phrase "2/3 x headwind at ground level (but not exceeding 20 knots)" mentioned earlier is now used in many flight operating manuals as "headwind x 1/2 + total amount of gust value (however, the total amount is (not exceeding 20 knots). The description of setting the GS tag explains that there are other methods. In the following explanation, wind is fully considered, but this is to simplify the explanation and improve understanding.

As can be seen from the following description, the present invention has novelty, uniqueness, and originality in the following points.

That is, firstly, GS as a new speed parameter
The point is that the system has been introduced. This GS is used under certain conditions during the final approach leading to landing.

Second, either the GS or the conventionally displayed AS is used as the command signal for the third instrument, the fast/slow indicator, during final approach.

The method and apparatus of the present invention have the following advantages.

First, the pilot has constant information during approach regarding the wind shear between the airplane and the vicinity of the runway.

Second, wind shear can be monitored at all times during the approach period.

Third, the pilot can learn that it is safer to approach from a different direction.

Fourth, you will be aware of warnings regarding dangerous wind conditions at any time during the final approach.

Fifth, if there is a tailwind at the beginning of the approach, the pilot can easily judge from the instrument display which direction is safer to approach when a warning is issued.

Sixth, AS can be automatically increased enough to counteract the sudden drop in wind that occurs during the final approach period.

Seventh, the invention increases the likelihood of arriving at the landing zone at a comfortable and safe speed.

Eighth, the invention ensures landing at an acceptable speed and prevents overruns during landing.

Ninth, the present invention provides a safer and more accurate approach by adding an additional relative and consistent amount to the final approach and wind shear issues.

Tenth, the pilot can monitor and make use of accurate and independent values of the wind actually present during takeoff.

Eleventh, the present invention is designed to be a beacon procedure for all approaches and takeoffs, and by using this, the pilot's control ability is enhanced.

Twelfth, the present invention eliminates many of the confusions associated with wind shear, making it easier for the pilot to take other considerations into consideration, resulting in accurate approaches, especially in unfavorable winds. Accurate approach can be made under shear conditions.

Thirteenth, the invention allows the pilot to preadjust the airplane to expected conditions, thereby arriving at the landing zone under safer flight conditions.

Fourteenth, the present invention allows consistent actual speeds to be utilized during the final approach, which is a constant rate of descent on the glidepath.

Fifteenth, the system of the present invention is provided with a tailwind alarm, which provides information to the pilot regarding its effective handling.

Figures 1 to 8 schematically illustrate the invention as applied to flight equipment used today. Known components were utilized and modified, including the airspeed indicator 10 of FIG.
] and fast/slow indicator F
34 included. A conventional central air data computer (ADC) A in the calculation means COM calculates the actual true airspeed (TAS) by making pressure and temperature corrections to the IAS. The ADC also performs the same correction as in determining TAS from IAS to determine the set true airspeed, which is the true airspeed based on the value of the set AS indicator 17, that is, the value of the no-wind GS indicator. For example, IAS x 112% is the actual
If it is suitable for obtaining TAS, set the set true airspeed, that is, the value of the windless GS indicator 101, to the set value of the set AS indicator 17 x 112% (see Figure 1a). B is an ordinary wind computer that can calculate a desired GS value at the time of approach by applying corrections based on wind angle and wind speed to the value of the GS indicator at no wind and the approach course signal. Distance Measuring Equipment (DME) and Area Navigation Equipment (RNAV) are well-known devices commonly used in modern airplanes to calculate GS by detecting changes in mileage position over a suitable period of time. Calculate GS using the usual method. This system has been modified as described below in Figures 7a and 7b. In fact, each of the above-mentioned known devices is often installed and used in fully equipped aircraft. Therefore, these six devices will not be described in detail. In the examples, a commercially available device is used (with modifications as described below). The GS detector 117 is an INS or Doppler radar device, which has been modified to obtain appropriate GS information.

One of the objectives of this application is to fully disclose and define the means of integrating the present invention into existing instrumentation systems, as well as to disclose the means of obtaining ground speed that can be used in the concept of the present invention. Another object is the disclosure of the use of application controller C. The purpose of the following description is to disclose a fully automated means for carrying out the invention. The only additional work for the pilot in this fully automated device is to input the wind direction and speed at the ground surface into the wind computer B, but even this is done using signals from the ground that convey the wind direction and speed at the ground surface. Can be automated. However, other means of programming the value of the windless GS indicator or the desired GS indicator may be used without departing from the spirit of the invention. For example, the TAS value calculated from the value of the setting AS indicator 17 can be corrected by the temperature and pressure of the airport where you should land, as the setting value of the GS indicator 101 during no wind, and in that case, the following will be disclosed. This eliminates the need for continuous correction under such flight conditions.

Next, FIG. 1 will be explained in detail. The system of the present invention requires the use of a new ground speed parameter for the approach system under certain circumstances during the final approach of the aircraft toward landing. Either the GS on final approach or the normal IAS is selected and used as the control function to the third instrument, the fast/slow indicator. FAST/
The importance of the slow indicator is much greater than in conventional systems, with the fast/slow indicator providing the most important speed reference on final approach.

The means for determining which speed parameter, GS or IAS, controls the fast/slow indicator will be described below.

During the approach period, the pointer 125 of the fast/slow indicator F34 indicates the difference between the value of the desired GS indicator 103 and the value of the GS indicator 102, or the difference between the value of the set AS indicator 17 and the value of the AS pointer 22. Commanded by the lower value. For example, when the speed amount A is greater than its set value and the speed amount B is equal to its set value, the pointer of the fast/slow indicator will show a value of 0, A is equal to its set value, and B is its set value. When A is 5 knots lower than the set value, the fast/slow indicator pointer will indicate 5 knots of slowness. show.

If an airplane approaches a runway and there is no wind during the entire approach, GS and TAS will always be equal during the approach. No wind GS indicator 101
The ADC is programmed so that represents the set true airspeed (output on path 121) based on the set value of set AS indicator 17 from path 127. Typically, the ADC corrects the IAS or equivalent for temperature and pressure and outputs the actual TAS value. This same proportion of correction is applied to the value of set AS from set AS indicator 17 to
Based on the setting value of the setting AS indicator 17 via
Calm wind GS indicator 101 to indicate TAS value
can be programmed. ADC when there is no wind
The GS indicator signal is sent to the window via path 122.
Also give it to computer B. Window computer B corrects the signal and programs the desired GS indicator 103 via controller C. ADC, window computer and controller are calculation means
Configure COM. For now, controller C is 100%
The correction button is selected so that the entire amount of wind passes through path 123 and path 110 to the desired GS marker 1.
Assume that it is transmitted to program 03. Note that normally the 100% correction button is automatically selected. Desired on ground speed display section D
GS mark 103 is the setting AS in airspeed indicator 10
It is functionally the same as marker 17. Desired GS label 1
03 and the GS indicator 102 pass through the comparison means 120 to control the pointer 125 at an appropriate time.
4 and comparison/switching means 115. The same signal is used on path 126 to control a known autothrottle control mechanism 126a. When no wind is entered into the window computer B, the desired GS indicator 103 is programmed to be set the same as the no wind GS indicator 101. Window computer B shown
is disclosed in Farris, US Pat. No. 3,924,111.

This device and concept is intended to be used equally for all approaches. desired
The wind corrections used to program the GS beacon 103 depend on surface wind information provided by the control tower and the most accurate wind (not including gusts) at the LZ must be used. .

In addition to the above, the present invention includes a method for obtaining necessary information from the indicator display unique to the system according to the present invention, as well as unique features and advantages, which will be explained below.

The configuration AS indicator 17 is configured in the same way as is normally done for existing instruments prior to entry. If there is no difference in wind throughout the approach, the wind is always equal to the surface during the approach. In this case, when the pilot flies the airplane such that the fast/slow indicator pointer 125 remains at 0, IAS is equal to the setting of its associated setting AS indicator 17 and GS is always at the desired value during the approach. GS mark 103
is maintained equal to the indicated value.

When the headwind at a certain altitude is stronger than the headwind at the ground surface, the value of the GS relative to the value of the desired GS indicator 103 determines the value of the pointer 125 of the fast/slow indicator. Always set AS when the current position is facing a stronger headwind than the ground.
The value of marker 17 is greater than the value of the headwind. The pilot has direct knowledge of the amount of AS lost before reaching the end of the runway. The stronger the wind shear, the greater the IAS excess. The risk of a sudden drop in headwind with a sudden decrease in AS is eliminated. This case describes a normal wind gradient and is therefore the most common case.

At the beginning of the approach, if the headwind is smaller in the sky than on the ground, IAS and related AS settings
The setting of indicator 17 controls the pointer 125 of the fast/slow indicator. Pilots can control the aircraft according to the same standards as before, but enjoy advantages not found in conventional systems. GS indicates a value higher than its set value. The difference between the two is the increase in headwind that can be expected before arriving at the end of the runway, and there is no problem as long as the GS does not exceed the no-wind GS indicator value. This windless GS
The indicator value is the TAS value of the AS set at the time of approach, and can be considered to be the same as the GS value when there is no wind.

Then, at the beginning of the approach, if a tailwind is present, the pilot chooses a direction at the surface that is a headwind. This is normal practice and the following situations exist:

That is, the value for the setting AS indicator 17 of the guideline 22 is
It is smaller than the value for the desired GS indicator 103 of the GS indicator 102, and therefore the former controls the pointer 125 of the fast/slow indicator. If the pilot is using the fast/slow indicator pointer 1
To control the value of 25 to 0, use GS
The value of the indicator 102 is larger than the value of the GS indicator 101 when there is no wind by the tailwind. GS indicator 10
Reading number 2 is important. Because GS indicator 10
This is because the required skiing distance is determined by the value of 2. When the value of the signal to the GS indicator 102 on the path 124 is larger than the TAS signal on the path 118 by a certain value, the output of the comparing means 107 activates the tailwind alarm E48 and tells the pilot to read the value of the GS indicator 102. Inform them that the temperature is too high and dangerous.

The output of comparison means 107 will vary depending on the actual flight altitude given by path 128 from the radar altimeter, and the programming of the tailwind warning will depend on the characteristics of the airplane's deceleration capabilities, such as for an altitude of 100 feet. 5 knots at 200 feet, 10 knots at 300 feet.
It can be changed like 15 knots. In this way, the pilot can constantly monitor the actual GS during the approach period.

Next, the controller C will be explained. This unit is for selecting the proportion of the wind correction amount on the ground surface to be applied to the desired GS marker 103 using a correction button (selection element). The wind speed at the ground surface is set on wind computer B, and the airport control tower informs us that the subsequent wind speed will be, for example, 50% of the original wind speed, but wind computer B
If there is not enough time to reprogram the pilot, the pilot can press the 50% button on control C. By pressing the 50% button, the wind speed that affects the set value of the desired GS mark 103 is set to 50%.
The instructions and parameters will be the same as when the new wind information is entered into window computer B. FIG. 1b shows how the appropriate percentage reduction is made by multiplier 400 of controller C. Also, in Figure 1 and Figure 1b, 101, 10
Appropriate drive mechanism 101a, 1 for moving 2,103
02a and 103a are shown, respectively.

Where speed control as a pilot action is mentioned, speed control by automatic devices such as autothrottles is included.

Figures 2, 3, and 4 are diagrams of how to provide GS information that can be used to overcome the problem of wind shear. The measuring device shown is an airborne Doppler radar system (similar to that used to measure vehicle speed on highways). The Doppler radar A ₁ of the approaching airplane transmits a conical or fan-shaped beam 91 forward as a radio wave with a frequency of ₁ . This radio wave is received by a transponder _B1 placed near the runway. The receiver of transponder B ₁ senses the frequency of the radio wave as ( ₁ + Δ). The value of Δ is the increase in frequency due to the Doppler effect. Transponder B ₁ is equipped with a transmitter as well as a receiver. The transmitter includes an oscillator, antenna, and other suitable circuitry to direct and transmit a similar radiation beam 92 toward the aircraft. The frequency is the receiving frequency ( ₁ + Δ)
However, it does not matter whether they are in phase or not.

The receiver of the airplane's Doppler radar _A1 uses the Doppler effect to convert the returned radio waves into frequencies ( ₁ +
2Δ). Actual GS of the airplane relative to transponder B ₁ by return frequency or lift 2Δ
can be determined. For example, as shown in Figure 4, the return frequency is detected by 93, and 2Δ
The output signal 94 is given to the calibrator 95 and sent to the indicator 96 to indicate GS.
The value of is displayed.

The systems shown in FIGS. 2, 3, and 4 have the following advantages. The Doppler Radar A ₁ is lightweight and has relatively low power consumption. In addition, accurate GS values can be obtained even if the heading slightly deviates from the heading (flight) direction due to drift. Typically, the central axis of conical beam 91 is substantially parallel to the longitudinal direction of airplane 90.
Transponder B ₁ can also be used for multiple approaches from different directions if it is placed near a runway intersection. By using pulsed signals as radio waves 92, multiple airplanes can make final approach at the same time, giving each airplane an accurate GS.

In FIGS. 5 and 6, an airplane 96 in flight is approaching a runway 97 where an instrument landing glidescope is installed. Of course, the transmitter A ₂ may be a component of an existing unit, or the GS
It may also be a separate unit provided for the special purpose of outputting a signal. This transmitter A ₂ transmits radio waves of frequency ₂ as beam 98. Receiver B ₂ equipped on airplane 96 has a frequency ( ₂ + Δ)
receive radio waves. The value of Δ is the amount of frequency deviation due to the Doppler effect. Receiver B ₂ compares the above frequency ( ₂ + Δ) with reference frequency ₂ (equal to the transmit frequency of transmitter A ₂ ) and processes the difference Δ to transmit GS onboard the aircraft.
Read out.

Figures 7a and 7b illustrate a device and its usage for improving GS information obtained from existing navigation equipment. Basically, this system uses inertially determined GS information to improve the accuracy of GS information obtained from existing instruments, and applies this GS information in new ways. This device has high precision,
Generates a high-fidelity GS signal, making it a complete ILS
The system is designed to improve the computer-generated assumed glide slope for approaches to runways that are not equipped with RNAV, and to protect against wind shear. Use this GS signal. The above-described features of the invention also relate to new and beneficial improvements in aircraft instrumentation, particularly in increasing the protection from wind shear during approach and
It is related to finding a highly accurate GS that is effective for instrumentation aimed at improving the accuracy of assumed glideslopes in RNAV.

Conventional distance measuring equipment (DME) has a lag of 5 to 40 seconds in GS accuracy. This delay is caused by the required circuitry including smoothing of the distance measurement signal, the required memory circuitry, noise associated with the distance detection signal, delays involved in processing the interrogation/response signal, etc. The GS obtained from basic distance data using such time as a factor is the GS that includes the changes that actually occurred.
It is only an approximation of The DME used today
Although the GS information obtained by RNAV is accurate enough for general navigation, it is not accurate enough for use in systems aiming to utilize a specific GS.

In existing RNAV, a computer calculates the position change detected from the change in OMNI direction and/or the distance change given by DME.
I am looking for the value of GS. The degree of approximation of the position change calculated by this computer is worse than that obtained by using DME alone. Since both systems are capable of making steady-state GS measurements, an updater can be used to increase the fidelity of the GS measurand when there is a change in the actual GS.

The general object of the present invention is to determine the exact instantaneous value of GS and to provide a signal that accurately represents the GS with high fidelity for use in other systems. The second objective is to prevent cost increases by using equipment currently in daily use to supply GS to aircraft that do not require expensive INS. The third purpose is to protect from wind shear.
The objective is to provide an improved GS signal that would not be available without the INS, and to provide an improved GS for use in other systems where accurate GS is desired to improve system accuracy. For example, when RNAV is used as a localizer for an approach using assumed passing points lined up on a runway, this accurate GS signal is processed by a computer to determine the accurate assumed glideslope between each assumed passing point. be able to.

Figures 7a and 7b show in block diagram form an arrangement applicable to modern flying equipment. Thus, known components are used and modified herein, including a distance measuring equipment (DME) or area navigation equipment (RNAV) J, a timing device K, and a GS computer L. The accelerometer P in the acceleration/deceleration unit 0 and its associated gyro-type positioning or compensating device are conventional and available. Therefore, these five components will not be described in detail, but will be used when practicing the present invention using commercially available equipment. Said components are installed and utilized on sufficient aircraft. However, the GS signal 203 output from the computer L is not smoothed and stored as described above. This is because such a function is performed by the capacitor circuit M.

To explain Figure 7a in detail, first J is
It is a radio navigation device such as DME or RNAV. The signal from this device is the raw signal, unsmoothed and unaffected by memory circuitry. K is a timing device that sends impulses to the GS computer L via path 201. GS computer L
samples the amount of position change from the DME or RNAV every time impulse signal from the timing device K, creates a GS signal 203, and sends it to the capacitor circuit M. For example, the GS signal 203 is a variable voltage signal, and the larger the detected value of GS, the higher the charging voltage of the capacitor M becomes. The pulsed voltage charges capacitor M such that the charging voltage of capacitor M is always equal to the pulsed park voltage. The charging voltage of capacitor M is monitored by GS indicator N via path 206. GS indicator N has a voltage tracking circuit calibrated to read the appropriate voltage as GS. The capacitor circuit M sends this voltage to the acceleration/deceleration unit 0 via path 205 as a basic voltage. This acceleration/deceleration unit 0 is used to voltage control the charging of the capacitor.
A more detailed view of the acceleration/deceleration unit 0 is shown in FIG. 7b. The accelerometer P includes a gyro-stabilized accelerometer or a gyro-compensated accelerometer (which is more commonly used) mounted on the airframe. In either method, the accelerometer P measures the horizontal component of the acceleration in the direction of flight of the airplane and programs the voltage controller Q. For example, when a deceleration of 1 knot/second is detected, the voltage follower circuit N
Decrease the charging voltage of the capacitor such that GS decreases by 1 knot/sec. Conversely, when acceleration is detected, increase the charging voltage of the capacitor flat circuit M.
Make the GS reading increase by that amount of acceleration.
Whenever a change occurs in GS, the accelerometer detects that change. A signal from the GS computer L then corrects or confirms the new speed as necessary.

The GS signal source 207 is for feeding back to RNAV, for example, to utilize more accurate position to program the expected glide slope.

FIG. 8 shows an embodiment of the present invention having a simple configuration.
An important part is the ground speed display section D. This ground speed display section includes a GS indicator 102 indicating GS, a desired GS indicator 103, and a windless GS indicator 101. The desired GS indicator 103 is set with a thumbscrew R, and the windless GS indicator 101 is set with a thumbscrew S. The system shown in Figure 8 is used in a similar manner to that in Figure 1, except that it is used in aircraft that do not have ADCs and radio altimeters.

The pilot set AS mark 17 as the planned approach AS.
Set to . Next, use the air pressure, temperature, and sea level at the airport to calculate how high the TAS will be at the end of the runway when this AS is present, and add this value to the no-wind GS indicator 10.
Set 1. This setting value of the no-wind GS indicator 101 is called the setting TAS, that is, the no-wind GS. Next, calculate the value of the headwind on the ground surface and calculate this value when there is no wind.
Subtracted from the indicated value of the GS indicator 101. This subtracted value becomes the set value of the desired GS label 103.
Since there is no ADC to calculate TAS, the tailwind warning is programmed as follows.

Basically, whenever the actual GS of the comparison means 107 is larger than the windless GS indicator 101 by a certain programmed value (for example, 5 knots),
It is set to energize the tailwind alarm E48. In this case, Guideline 22 and its related settings
AS sign 17 is fast/slow indicator pointer 1
25 controls are performed. Pilot is scheduled for AS
If you allow 10 knots to go faster, set AS.
10 knots faster than the value of marker 17, Fast/
The slow indicator pointer 125 indicates 10 knots fast. Therefore, the comparison means 107 is variably programmed by the path 106 so that the tailwind alarm E48 will not be activated unless the GS indicator 102 is 15 knots or more larger than the GS indicator 101 at no wind. If the pointer 125 is at -15,
If the GS indicator 102 is at least 10 knots minus the value of the GS indicator 101 when there is no wind, the tailwind alarm is activated, and when the pointer 125 is at zero, the GS
If the indicator 102 exceeds the GS indicator 101 by 5 knots or more when there is no wind, the tailwind alarm E48 is always activated.
The input via path 106 programs comparator means 107 such that energized.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the main elements of one embodiment of the device of the present invention and their mutual relationships.
Figure a is a partial block diagram of the central air data computer ADC in Figure 1;
Figure b is a block diagram of the multiplier and drive unit, a plan view of the airplane during approach in Figure 2 and its related GS measuring device, Figure 3 is a front view of Figure 2, and Figure 4 The figure is a block diagram of the components of other GS measurement devices, and Figure 5 shows the approach of an airplane and another
FIG. 6 is a front view of the GS measuring device, FIG. 6 is a front view of FIG. 5, and FIGS. 7a and 7b are area/
1 is a block diagram of an instrument used to determine GS by a navigation device or by a DME installed in an instrument landing system (ILS);
FIG. 8 is a block diagram corresponding to FIG. 1, and is another embodiment of the present invention in which the pointer and the no-wind indicator can be easily adjusted manually. 10... Airspeed indicator, 17... Setting AS indicator, 22
...Pointer, 101...GS indicator at no wind, 102...GS
Indicator, 103... Setting GS indicator, 107, 114,
120... Comparison means, 115... Comparison/switching means, 1
17...GS detector, 125...Fast/slow indicator pointer, A...Central air data computer, B...Window computer, C...
Controller, D...Ground speed display section, E48...Tailwind alarm, F34...Fast/slow indicator.

Claims (1)

[Scope of Claims] 1. In a device useful for determining the power to be applied to an airplane engine during the final approach period leading to landing, the ground speed display section D has a ground speed display section D, and the ground speed display section displays the value of the actual ground speed. A setting AS is provided on the GS indicator 102 displayed at D and the airspeed indicator 10 that indicates the actual airspeed, and displays the set airspeed value.
between the actual airspeed value indicated on the airspeed indicator and the set airspeed value, and between the actual groundspeed value and the desired airspeed value; Comparison means 1 that compares between the two and outputs the respective deviations.
14, 120, and calculating a set true airspeed that is a true airspeed corresponding to the set airspeed based on the set airspeed value and temperature and pressure conditions; , a calculation means COM for calculating the desired ground speed value based on the set true air speed value and the wind direction and wind speed at the ground surface; and a calculation means COM for displaying the desired ground speed value.
a GS indicator 103; and a no-wind GS indicator 101 provided on the ground speed display section D and displaying the value of the set true airspeed.
and an indicator coupled to said comparing means for providing an indication for controlling the power to be applied to the engine, the indicator being coupled to said comparing means and providing an indication for controlling the power to be applied to the engine, said indicator being connected to said comparison means and said to be a value of said actual airspeed relative to a set airspeed or an actual ground speed relative to a desired ground speed. A fast/slow indicator F34 that automatically responds to the lower of the values for speed. 2. Patent, characterized in that the calculation means include a controller C having a group of selection elements selected for modifying the value of the desired ground speed and corresponding to different correction factors of wind direction and wind speed. Apparatus according to claim 1. 3 The calculation means COM adjusts the position of the desired GS indicator 103 with respect to the ground speed display section by automatically or manually inputting the value of the no-wind GS indicator and the wind direction and wind speed at the landing ground. 2. The device according to claim 1, characterized in that it includes a window computer B that outputs correction values for correcting. 4. It is characterized by comprising a controller C that, upon manual input, responds to the selection of a correction factor for the wind direction and wind speed on the ground surface and readjusts the position of the desired GS marker in accordance with the correction factor. , the apparatus according to claim 3. 5. said comparing means comprises a comparing and switching means 115 for driving said fast/slow indicator and autothrottle device according to the smaller of the differences between actual airspeed or ground speed with respect to the indicated value; A device according to claim 1, characterized in that: 6 Based on tailwind alarm E48 and the actual true airspeed and actual groundspeed, the value of the actual groundspeed exceeds said true airspeed by an amount that varies depending on the actual flight altitude. Device according to claim 1, characterized in that it comprises comparison means (107) for activating the tailwind alarm when a wind blows. 7. Equipped with a device that gives the actual ground speed, including equipment that forms a fan-shaped beam in front of the aircraft, such as INS and Doppler radar, and uses equipment such as transponders on the ground to detect deviations in the flight direction of the aircraft, such as aircraft drift. Device according to claim 1, characterized in that it eliminates errors in ground speed caused by. 8. Claim 1, characterized by having means for detecting the actual ground speed by updating the value detected by the Doppler method of ground speed derived from ground equipment and onboard equipment. Equipment described in. 9. The first aspect of claim 1, characterized in that on-board equipment and ground equipment near the landing area cooperate to output a Doppler frequency shift signal on the airplane representing the actual ground speed of the airplane. The device described in paragraph 1. 10. The comparing means comprises an acceleration/deceleration unit incorporating an accelerometer that proportionally corrects the ground speed signal by means of an output signal, and is provided with a supply device for supplying a highly accurate actual ground speed signal. Device according to claim 1, characterized in that: 11. The supply device includes a capacitor circuit whose output signal is indicative of the magnitude of ground speed, and a circuit that intermittently charges the capacitor circuit in response to samples of the detected ground speed, Claims characterized in that a signal is connected to increase or decrease the charge on the capacitor circuit, and the accelerometer detects acceleration or deceleration in the direction of the airplane's flight path to increase or decrease the charge on the capacitor circuit. Apparatus according to paragraph 10 of.