KR20070114847A - Method of navigating an aircraft to land on a runway - Google Patents

Abstract

A system for reducing nuisance alerts and warnings in a terrain awareness and warning system for an aircraft, including determining if the aircraft is within a predetermined geometric volume (300) surrounding an airport. If the aircraft is within the geometric volume (300), then determining the aircraft's current projected flight path for a selected distance or time and comparing it with at least one approach volume (300) extending from a runway (202) at the airport towards an outer boundary of the geometric volume (300). If the aircraft's current projected flight path is such that the aircraft is expected to be within the approach volume (300) and stay within the approach volume (300) to runway (200), then inhibiting selected alerts and warnings associated with non-threatening therein.

Description

How to fly an aircraft to land on a runway {METHOD OF NAVIGATING AN AIRCRAFT TO LAND ON A RUNWAY}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to avionics, and more particularly, to terrain awareness and warning systems (TAWS) and navigation systems.

An altitude display for a conventional terrain awareness system for an aircraft provides the pilot with a visual display of terrain at higher altitudes than the aircraft, as well as terrain within a certain distance below the aircraft (eg, 2000 '). If the aircraft appears to be hitting or relatively close to the terrain, various alerts and warnings are generated (see, eg, US Pat. No. 6,138,060 to Conner et al.). As used herein, a warning relates to a more threatening condition than an alarm. Each may include an audible, visible or other type of indication to the user.

One problem with conventional systems is that errors or unnecessary alarms and warnings may be generated when the aircraft prepares to land on the runway. That is, as the aircraft descends, it naturally appears to be heading for the terrain (runway), which can cause unnecessary alarms and warnings. In addition, the terrain can still be displayed on the navigation display unit. As a result, the screen may clutter with non-threatening terrain data during landing.

The present invention overcomes the disadvantages of the prior art mentioned above in some embodiments.

In one aspect, the present invention is directed to a system for reducing unnecessary alerts and warnings in a terrain recognition and warning system for an aircraft, comprising determining whether the aircraft is in a given geometric space around the airport. If the aircraft is within the geometric space, determining a current estimated flight path of the aircraft for a given distance or time, and comparing it with one or more access spaces extending from the aircraft runway toward the outer boundaries of the geometric space; . If the aircraft's current estimated flight path is to be in the access space and is expected to stay in the access space up to the runway, then prohibiting certain alerts and warnings associated with non-threatening terrain.

In another aspect, the invention provides a display device for displaying a terrain within a predetermined visible forward area based on an aircraft's current estimated flight path and generating alerts and warnings for terrain within or near the current estimated flight path of the aircraft; And a prohibition module for prohibiting one or more of said alerts, warnings, and terrain displays under at least the following conditions: the aircraft is in a predetermined geometric space around an airport and is currently estimated flight of the aircraft; The route is expected to be in an access space extending from the runway of the airport towards the outer boundary of the geometry and stay in the access space up to the runway.

In another aspect, the invention provides a method of determining whether an aircraft is in a predetermined geometric space around an airport; Determining a current estimated flight path of the aircraft for a given distance or time if the aircraft is in the geometric space; Comparing the current estimated flight path of the aircraft with an access space extending from the runway of the airport to the outer boundary of the geometric space; Presenting that the aircraft is on a suitable course for landing if the aircraft's current estimated flight path is that the aircraft is within the access space and is expected to stay in the access space to the runway; If the aircraft's current estimated flight path is that the aircraft is not in the access space or is not expected to stay in the access space until the runway, then the aircraft includes the step of suggesting that the aircraft is not on a suitable course for landing. Aim for a way to land on.

In another aspect, the present invention is directed to a method of calculating an access space to a runway for use of a terrain recognition and warning system or a navigation system of an aircraft, comprising: (a) setting a predetermined geometry around the runway; step; (b) selecting a location on the runway that is a ground point intercept (GPI); (c) selecting the most preferred approach path slide inclination angle; (d) selecting a side boundary for the access space; (e) considering an experimental lower access path surface extending to an outer boundary of the geometric space at a predetermined angle that intersects the GPI and is an acute angle than the approach path slide inclination angle; (f) determine whether the experimental lower access path surface excludes all terrain from the GPI to the outer boundary of the geometric space up to a predetermined safety margin, and if so Selecting as the interface, if not increasing the approach path slide inclination angle and repeating steps (e) and (f) until the real lower access boundary is selected; (g) selecting an upper access path surface extending toward an outer boundary of the geometric space from a predetermined position on the runway at an angle such that the upper access path surface represents a desired maximum access path surface for the access path space.

In another aspect, the present invention provides means for displaying terrain within a predetermined visible forward area based on an aircraft's current estimated flight path and generating alerts and warnings for terrain within or near the current estimated flight path of the aircraft; And means for prohibiting one or more of said alerts, warnings, and terrain displays under at least the following conditions: the aircraft is in a predetermined geometric space around an airport, and the aircraft's current estimate The flight path is expected to be in an access space that extends from the runway of the airport towards the outer boundary of the geometry and stay in the access space up to the runway.

In another aspect, the present invention provides a method comprising the steps of: (a) determining whether an aircraft is in a predetermined geometric space around an airport; (b) determining the aircraft's current estimated flight path for a given distance or time if the aircraft is in the geometric space; (c) comparing the aircraft's current estimated flight path with one or more access spaces extending from an airport runway to an outer boundary of the geometric space; And (d) if the aircraft's current estimated flight path is to cause the aircraft to intersect the access space, then determining whether the aircraft can operate within the access space to stay in the access space up to the runway under defined parameters; (e) prohibiting one or more of the defined alerts and warnings associated with the terrain and repeating step (d) if the determination of step (d) is positive; (f) if the determination of step (d) is negative, reducing one or more of the unnecessary alerts and warnings in the aircraft terrain recognition and warning system comprising reactivating the alerts and warnings of step (e) previously prohibited. We aim at how to do it.

Referring to FIG. 1, a display device 100 for a terrain recognition and warning system TAWS that can be introduced in the present invention is shown. Display device 100 employs screen display 102, which may be an LCD rear projection screen as disclosed in US Pat. No. 6,259,378, owned by the assignee of the present invention and incorporated herein by reference in its entirety.

An exemplary arrangement of the display device 100 will now be described. However, it should be considered that the specific button and function arrangements described below are merely examples and that the invention is not limited thereto.

When the toggle button 104 is pressed, the screen display can toggle between the topographical display and the relative altitude display. Pressing the predictive altitude display ("PRED") button 106 changes the screen display 102 to a PRED display, which is pending with a pending US patent application (lawyer number 0300 /). 012).

Traffic display button 108 brings a display of local aerial traffic in the vicinity of the aircraft. This function can take as input the sensor detection from a transponder on an aircraft operating within the aircraft's radio range. The auxiliary button 110 may display various information such as weather, ancillary navigation aids, and the like.

Function button 126 may allow a user to select more than the typical input (s) from various other buttons. For example, function button 126 can be used to increase the user's ability to perform setup of the device. As another example, during an alert or alert, pressing function button 126 may silence the alert or alert. Preferably, if an alarm condition is presented, display screen 102 will switch to the display of the function that allows the pilot to find the solution to the situation most efficiently. In many cases, the PRED function will be best suited for such displays.

An optical sensor 120 may be employed to automatically adjust the sharpness and contrast of the screen display 120 to improve visibility. Micro-USB port 118 may be employed to allow external input / output of data from display device 100. As described in more detail below, various data such as airport runway information, topographical data and runway access data may be uploaded to the display device 100 prior to use. Updates to this information may be needed periodically, and other methods and devices are also within the scope of the present invention, although this micro-USB port 118 may be used for this purpose. For example, the data may be updated by a wireless link.

Finally, ranging button 122 may zoom in or zoom out of the display, and VUE button 124 may toggle the display between the 360 ° display and the front arc display, for example, 70 °. This selection may be particularly useful for the functions performed by buttons 104, 106 and 108.

In general, the display device 100 receives data regarding aircraft position, tracks on its ground, side tracks, flight paths, altitude, height from the ground and other data during use. This data is compared with previously stored data regarding the terrain that is close to the aircraft as well as the terrain that will be close to the aircraft within a predetermined visible forward distance or time based on the estimated flight path. The preferred visual distance or time can be dynamically adjusted by the user or the system. For example, the system can be set to 10 seconds ahead, based on an estimated flight path that can be calculated based on data including current direction, airflow speed, ground tracks, and the like, so that the aircraft will be approached in the next 10 seconds. It will provide a display of the terrain. The system can adjust the visible forward distance / time based on the phase of the flight.

As used herein, the terrain includes natural as well as artificial obstacles and features. For example, high buildings, high wire mesh towers, and mountain ranges are all topography used herein.

Depending on the relationship (or presumed relationship) to the terrain of the aircraft, the terrain may or may not be displayed on the display device 100. For example, if an aircraft appears to fly to or become very close to a terrain, the terrain may be displayed in red on the display device 100 and / or an audible alert may be generated to alert the user if the criteria is met. In a somewhat unthreatening situation, the terrain may be displayed in yellow and / or an audible alert may be generated as above. In situations where the aircraft is not in a threatening relationship to the terrain, the terrain may be displayed in green and the terrain may not be displayed for terrain that is sufficiently far from the aircraft (much lower or farther away than the aircraft flight path).

As described above, special situations arise when the aircraft prepares for landing. As the aircraft approaches the airport runway, the aircraft naturally approaches the terrain (eg, runway, close runway, aircraft traffic control tower, close hill, etc.). As a result, if the system continues to operate in normal mode, an audible alert and / or warning may be generated and even many terrains may be displayed as threatening (eg red or yellow) even in the case of a safe landing approach. Thus, almost all areas of the display device 100 field of view become red or yellow and can provide an identification between what is really threatening (e.g., mountains near the airport) and what is not threatening (e.g., the runway where the airport will land). none.

As will be described in more detail below, the system may provide certain runway access data for different runways. In one embodiment, an access space is created for each runway that the aircraft can land on.

If the aircraft is estimated to enter or enter an access space, and the aircraft's estimated flight path is within the access space to the runway, the aircraft is supposed to land and terrain warnings and alerts may be prohibited. In some embodiments, the display of the feature is also prohibited such that the display device 100 does not display any feature.

Since many airports have multiple runways, and in many cases the aircraft can land in both directions of a given runway, multiple access spaces can be created at each airport.

As the aircraft approaches the airport, the system can determine which runway the aircraft is most likely to land in (ie, determine the appropriate access space). As will be explained in more detail below, this can be done in several ways. For example, if a particular runway is entered into the system (eg, by interface with a flight management system), the associated access space can be easily selected. Optionally, the system can monitor the aircraft's current flight path, anticipate the runway from which the aircraft will land, and select the associated access space. In some implementations, multiple access spaces can be expected and rated, or can be used simultaneously.

In some embodiments, the search phase for an appropriate spatial search is initiated or triggered when the aircraft enters a given airport zone 200 without being in the takeoff phase of flight.

2A illustrates an example airport zone 200. Airport zone 200 may extend for a predetermined distance Z1 in a forward direction from the end of runway 202 and for a predetermined height Z2 on runway 202. In one embodiment, Z 1 is 5 nautical miles (NM) and Z 2 is selected from the range of 1900 to 5000 feet. Separate access spaces 300 and 300 ′ are shown for each end of runway 202.

A separate airport zone 200 can be created for each runway at the airport so that multiple overlapping zones 200 are created. 2B illustrates a top view of a layout where Z1 is 5 NM and three runways 202, 202 'and 200' 'are present. As also shown, there is a separate access space 300 for each end for each runway 200-200 ''.

The access space 300 will be described in more detail below. In general, the access space is based on a preferred landing approach for a given runway 202, which provides a certain amount of variation in all directions for the desired landing approach.

3 illustrates an example access space 300 associated with one end of runway 202. In the example shown in FIG. 3, a straight approach is assumed and a constant approach path slide inclination angle 302 is shown. That is, the aircraft may fly straight through the entire airport zone 200 onto the runway and safely exclude obstacles or terrain while maintaining the run slope angle 302. In this example, the angle 302 is 3 degrees. More complex examples with offset approach and drop-down slide tilt angles are discussed later.

In some embodiments of the present invention, the access space 300 has a wedge-like shape shown in FIG. 3, but the access space 300 is not limited to this shape. For example, cones or any other suitable form can be used.

As shown in FIG. 3, the access space 300 may include an upper access path surface 304 and a lower access path surface 306. In some embodiments, at a distance from the runway, the upper access path surface 304 may be horizontal to a constant height above runway 202. As such, the upper access path surface 304 may be technically comprised of two separate geometric planes 304a and 304b that intersect at a straight line 304c. In addition, as described in more detail below, the lower access path face 306 may have multiple geometric planes if a drop down angle region is used. Upper and lower access path surfaces 304, 306 are above and below the access path slide slope 308, respectively.

One method of determining the access space 300 is now described; However, it should be understood that other methods of determining access space 300 are also within the scope of the present invention.

Ground point intersept (GPI) is located. This is the preferred location on the runway where the aircraft touches down and can be thought of as a distance 309 from the runway endpoint. The runway endpoint is the outermost part of the runway that can be used for landing. In the example of FIG. 3, the runway endpoint corresponds to the actual end of the runway, but there is often an offset as shown later.

The GPI may be based on published Instrument Landing System (ILS) guidelines or other means. The GPI can also be calculated by selecting a point at a certain height (eg, 55 feet) above the runway endpoint and confirming that the approach path runway tilt angle passes through that point.

The approach path runway tilt angle 308 can occur at the GPI (or runway end point) and extend from runway 202 to the desired runway tilt angle 302. Preferably, it may extend to the outer boundary of the airport zone 200. Lower access path surface 306 may also extend from runway 202, starting at the GPI (or runway endpoint), at a lower access path angle of a predetermined size 310 less than slide slope angle 302. In one embodiment, for a slide inclination angle 302 of 3 °, the predetermined size 310 is 0.7 ° and the lower approach path angle is 2.3 °.

The upper approach path angle 304 may begin at the final end 204 of runway 202 as seen by an aircraft landing through the access space under consideration. The upper access path surface 304 may then extend from runway 202 to the outer boundary of the airport zone 200. However, in some embodiments, the height above the runway of the upper access path face 304 is not allowed to exceed the maximum height Z2 of the airport zone 200. As such, the upper access path surface 304 can be tapered to a constant height shown in FIG. 3 in a straight line 304c to form two intersecting geometric planes 304b and 304c.

The side boundary of the access space may be selected such that a predetermined width 312 is included in the space at the runway endpoint position.

To ensure a suitable width 312, a side boundary vertex 314 at a distance from the last end 204 of the runway 202 is used. Preferably, vertex 314 is on centerline 206 of runway 202. Lateral boundary angle 316 may be selected such that a desired width 312 is obtained. Each 316 is measured from the centerline to the respective side access path boundaries 318a and 318b. In one embodiment, each 316 is +/- 3.85 ° such that the angle between lateral boundaries 318a and 318b is twice the angle 316, or 7.7 °. That is, in this embodiment, if the preferred width 312 is 900 feet, the distance 320 from runway end point to vertex 314 would be 6686 feet. This can be calculated as follows:

tan (3.85 °) = (900 x 0.5) / (distance 320)

Rewrite this expression:

Distance 320 = 450 / tan (3.85 °) = 450 / 0.0673 = 6686 feet.

Lateral access path boundaries 318a and 318b may extend from runway 202 to the outer boundary of airport zone 200.

Although certain constant embodiments have been presented above, the invention is not limited to these preferred embodiments. For example, each 316 may preferably range from 1.5 ° to 4 °, and the approach path slide inclination angle 302 may preferably range from 3 ° to 5 °.

4 illustrates a front view of an access space using an embodiment of the constants given above and having a nonzero end offset from runway end to runway 202 end.

Since some access spaces may include terrain, it is not possible to use the same access path slide slope angle 302 for all runways 202 (even when approaching from the other end of the same runway). As a result, a more urgent approach path slide inclination angle 302 can be used. 5 illustrates a flowchart for determining the correct approach path slide inclination angle 302 for a given access space.

The method begins at step 400 and the approach path slide inclination angle 302 (referred to as GA in FIG. 5) is initially set to the most preferred angle. In the example given above, GA may be set to an initial 3 °. In step 404, the entire lower access path surface 306 determines whether to exclude all obstacles from the initiation point of the airport zone 200 to the GPI, up to a certain safety margin for a given GA. The safety margin may be the same size (eg 75 feet) for the entire access space and may vary for areas of the access space close to runway 202 (eg, 75 to 10,000 feet from the runway endpoint from the outer boundary of airport zone 200). Feet and 25 feet later).

If the answer to step 404 is yes, then the access space is set at step 408 using the current GA.

If the answer to step 404 is no, then the GA is increased in step 410 by an increment (eg, 0.5 °). In step 412, it is determined whether the new GA is less than or equal to the maximum allowable GA (preferably 5 °; optionally up to 5.5 ° depending on aircraft performance). If the answer to step 412 is yes, then the method repeats at step 404. If the answer to step 412 is no, then it is determined at step 413 whether a straight access space is used and an access space with at least an area offset from the runway's centerline. A method of determining an access space having at least an area that is offset is described below.

6 illustrates a front view of the offset access space 300 ′ and the corrected offset access space 300 ″. In FIG. 6, the lateral boundary of the straight access space rotates about the point where runway centerline 206 and runway endpoint meet. This results in an offset access space 300 'with an approach offset angle 322. In some embodiments it is desirable to maintain the width 312 at the same runway end as used in the straight approach. Thus, the offset access space 300 'moves along its own centerline so that the width at the runway endpoint is equal to the width 312. This results in a calibrated offset access space 300 ''.

As shown in FIG. 7, the shortened linear access space 324 can also be calculated using the correction offset access space 300 ″. Unlike the calibrated offset access space 300 '' which extends over the distance Z1 to the outer boundary of the airport zone 200, the shortened straight access space 324 extends only the shortened distance Z3 from the runway end point (e.g. as far as possible without intersecting 1NM or terrain). . Indeed, the aircraft may fly along runway offset access space 300 " by approximately distance Z3 from runway 202. The aircraft then steers into a uniaxial straight access space 324 for landing.

8 illustrates a flowchart for determining a correction offset access space 300 ''. In step 500 the method begins. In step 502, the approach offset angle 322 (referred to as OA in FIG. 8) is set to an initial value to angle from the terrain to prevent the straight approach calculation of FIG. Preferably, this initial value is between 0 ° and 0.5 ° from the runway centerline. In step 504, the slide slope angle GA is reset to the most desirable value (eg 3 °). In step 506, it is determined whether the entire lower access path surface 306 excludes all terrain from the beginning of the airport zone 200 to the runway endpoint, up to a predetermined safety margin for a given GA and OA. The safety margin may be the same size (eg 75 feet) for the entire access space and may vary for areas of the access space close to runway 202 (eg, 75 to 10,000 feet from the runway endpoint from the outer boundary of airport zone 200). Feet and 25 feet later).

If the answer to step 506 is yes, then the calibration offset access space 300 '' is set in step 508 using the current GA and OA.

If the answer to step 404 is no, then the GA is increased in step 512 by an increment (eg, 0.5 °). In step 514, it is determined whether the new GA is less than or equal to the maximum allowable GA (preferably 5 °; optionally up to 5.5 ° depending on aircraft performance). If the answer to step 514 is yes, the method repeats beginning with step 506.

If the answer to step 514 is no, then the OA is increased in step 516 by an increment (eg, 0.5 °). In step 518, it is determined whether the new OA is below the maximum allowable OA (preferably 30 °). If the answer to step 518 is yes, the method repeats beginning with step 504.

If the answer to step 518 is no, then determine whether an appropriate access space is available at step 520 and whether the method ends at step 510.

Single axis straight access space 324 preferably has the same approach slide inclination angle as used in the correction offset access space described above. Terrain deletion may be performed for the shortened straight access space, and in the same manner as described above with reference to FIG. 5, the angle may be adjusted as needed.

In the offset access space scenario described or the linear access space scenario described with reference to FIGS. 3-5, a modification may be made in which a step down slide inclination angle is provided. That is, the aircraft proceeds at a constant approaching slide inclination angle 302 at most of the distance within the airport zone 202, where in some embodiments it may be desirable for the aircraft to step down to a sharper approaching slide inclination angle just before landing.

9 illustrates a side view of the approach space of the step-down approach slide inclination angle. For convenience the upper access path surface 304 is not shown in the figure. As can be seen, the approach slide inclination angle 308 starts at the GPI and extends outward as previously discussed to the approach path slide inclination angle 302. The lower access path surface 306 similarly extends from the GPI at an angle of (each 302-angle 310). At a distance Z4 from the runway endpoint, a more sharp approach path slide inclination angle is introduced so that the lower approach path surface 306 steps down to 326 each. This has the effect of thickening the height of the access space on the ground direction relative to the distance from Z4 to GPI. Each 326 is verified for terrain deletion in the same manner as discussed above with reference to FIG.

In addition, although the step-down slope is shown as an actual stepped function, more curved or continuous adjustments to the lower access path surface 306 may also be used.

The above description explains how the access space is calculated for each runway approach. Preferably, these access spaces are calculated "off line", ie while the aircraft is not flying its route; However, these calculations can be made on-line. Preferably, this information is then stored on display device 100 for reference during flight. This information can be updated regularly during aircraft maintenance, such as by uploading via the micro-USB shown in FIG. 1. Optionally, it can be updated remotely by satellite or other wireless link.

As described above, and based on the current estimated flight path, described in more detail in a pending application (lawyer list 03300/012) entitled "Predictive Altitude Display Method and Apparatus" filed on the same day as the present application, This data is preferably used in a visible front TAWS system where the terrain is used to generate alerts and warnings. The present invention can be used to prohibit these warnings and alerts as well as the display of terrain data. That is, certain alerts and warnings are prohibited if the aircraft is within or approaching the approach space and staying there until runway 202. In addition, non-threatening terrain is also prohibited from being displayed or only displayed in green as opposed to the red or yellow described above.

In one embodiment, all alerts and warnings to be generated while the aircraft is in the access space are prohibited. Moreover, all terrain to be displayed while the aircraft is within the access space is prohibited from being displayed on the visible front display of the display device 100. Of course, the user can select or deselect the operation of this mode. Other uses of this data are also within the scope of the present invention.

10 illustrates a top view of a possible landing approach of an aircraft. As shown in FIG. 10, the aircraft often does not enter a straight or straight line close to runway 202 into airport zone 200. Often, the aircraft approaches runway 202 in the pattern shown, which can be thought of as having three segments. Segment 600 is a downwind segment and is often substantially parallel to runway 202. The aircraft then turns towards the runway at base segment 602 and is substantially aligned with runway 202 at final approach segment 604. Segment 604 can often be relatively close to runway endpoints (ie, 1-2 NM).

Thus, in some embodiments of the invention, while the aircraft is still inside its base segment 602, the system anticipates whether the aircraft enters the access space. Indeed, in some embodiments, if the current aircraft flight path (eg, side track and vertical track) intersects the active access space, while satisfying certain parameters (bank angle of less than 30 ° and 1 "G") Under acceleration; 3 parameters can be adjusted by the user or the system) Warnings and terrain display are prohibited until the aircraft determines that it does not enter the access space. For example, any alert, warning or terrain display on the opposite side of the access space may be prohibited.

Fig. 11 illustrates this concept, where P is the point at which the aircraft should turn. Similarly, referring to FIG. 12, if the aircraft appears to be falling into the access space, the system can determine if the aircraft can rise to the access space while satisfying certain parameters (eg, deceleration below 0.25 " G " and maintaining the current ground speed). The same information is prohibited until this decision. This is illustrated by point Q in FIG. For convenience, only the lower access path surface is shown in FIG. 12.

FIG. 13 illustrates a flowchart for determining whether to inhibit certain alerts and warnings of an aircraft using an embodiment of the present invention.

The method begins at step 700. In step 702, it is determined whether the aircraft is within the airport zone 202 and is not in flight takeoff. If the answer is no, repeat. If the answer is yes, then at step 704 the estimated flight path is within a predetermined angle (eg, within 110 °) of the active access space bearing and determines whether the estimated flight path intersects (or stays within) the access space. .

If the answer to step 704 is no, then any forbidden alerts and warnings (described below) may be reset at step 706. If the answer is yes, then it is determined at step 708 whether the aircraft is within the active access space and its estimated flight path is within a second predetermined angle (eg, 45 °) of the bearing of the active access space.

If the answer at step 708 is no, then the aircraft appears to be in the base flight segment and it is determined whether the first set of alerts and warnings may be prohibited at step 710. Then, at step 712, it is determined whether the aircraft can enter and maintain its position within the access path while satisfying the defined criteria (the criteria discussed above with respect to FIGS. 11 and 12). If the answer is yes, the method repeats beginning with step 708. If the answer is no, then any deactivation alerts and warnings are reactivated in step 714 and the method repeats from step 702.

If the answer at step 708 is yes, then the aircraft appears to be approaching landing and the second set of alerts and warnings is prohibited in step 716. The second set may be more complex than the first set of alerts and warnings because the system is more confident that the aircraft lands in step 716 compared to step 710. The method then repeats from step 702.

In addition, the terrain display may be prohibited in a similar manner.

In addition, while the above description relates to prohibiting alerts and warnings, the present invention may be used to enable and / or make alerts and warnings. For example, if the aircraft is within the access space and near the runway, an alert may be generated if the landing gear does not descend or the flap does not descend.

In addition, while the present invention has been described above in terms of prohibiting alerts, warnings and terrain display, the access route space can also be used as a navigation guide. That is, instead of (or in addition to) ILS, the present invention can be used to guide an aircraft to a runway. In particular, the display device may display the access space to the pilot for use in landing the aircraft.

It is understood that the above description is directed to certain embodiments of the present invention. While the description can achieve the object of the present invention, it is merely representative of a broad scope of the invention as visualized, and numerous variations of the embodiment can be known or known to those skilled in the art. It may be apparent or obvious, and all such variations are within the broad scope of the present invention. Accordingly, the scope of the invention is defined only by the appended claims and equivalents thereof. In these claims, reference to the singular element is not intended to mean "only one", unless expressly stated. Moreover, it is intended to mean "one or more." All structural and functional equivalents of the elements of the preferred embodiments described above, which will be known to those skilled in the art or later thereafter, are expressly incorporated herein by reference and are intended to be included in the claims of the present invention. do. In addition, it is not essential that the apparatus or the method pay attention to each and every problem to be solved by the present invention or be included in the claims of the present invention.

Moreover, no element, ingredient, or method step of the invention is intended to be offered to the public regardless of whether the element, ingredient, or method step is expressly recited in the claims. No claim element herein is to be construed under the provisions of Article 112, paragraph 6 of 35 United States law, unless the element is expressly recited using the phrase "means."

1 is a schematic diagram of a device according to an embodiment of the invention, in particular showing a display and button arrangement;

2A illustrates an exemplary airport zone that may be used in certain embodiments of the present invention;

2B illustrates a top view of a plurality of cross airport zones in accordance with some embodiments of the inventions;

3 illustrates an example access space associated with a runway in accordance with some embodiments of the present invention;

4 illustrates a top view of an access space according to some embodiments of the inventions;

5 illustrates a flowchart for determining a straight approach path slide inclination angle in accordance with some embodiments of the present invention;

6 illustrates a top view of an offset access space and a corrected offset access space in accordance with some embodiments of the present invention;

7 illustrates a perspective view of overlapping an offset access space and a shortened straight access space according to some embodiments of the inventions;

8 illustrates a flowchart for determining a correction offset access space in accordance with some embodiments of the present invention;

9 illustrates a side view of an access space having a step-down approach slide inclination angle in accordance with some embodiments of the present invention;

10 illustrates a top view of a possible landing approach of an aircraft according to some embodiments of the inventions;

11 illustrates a top view of an aircraft having an estimated flight path to the side of an access space according to some embodiments of the inventions;

12 illustrates a side view of an aircraft having an estimated flight path to the top of an access space in accordance with some embodiments of the present invention; And

FIG. 13 illustrates a flowchart for determining whether to prohibit alerts and warnings of an aircraft according to some embodiments of the inventions. FIG.

Claims (1)

A method of navigating an aircraft to land on a runway, Determining whether the aircraft is in a predetermined geometric space around the airport; Determining a current estimated flight path of the aircraft for a given distance or time if the aircraft is in the geometric space; Comparing the current estimated flight path of the aircraft with an access space extending from the runway of the airport to the outer boundary of the geometric space; Presenting that the aircraft is on a suitable course for landing if the aircraft's current estimated flight path is that the aircraft is within the access space and is expected to stay in the access space to the runway; And Presenting that the aircraft's current estimated flight path is not on a suitable course for landing if the aircraft is not in the access space or is expected to remain in the access space up to the runway. To fly an aircraft to land on the runway

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