RU2280888C2 - Method of performing descent at landing approach - Google Patents

Abstract

FIELD: aviation; aircraft instrumentation.

SUBSTANCE: proposed method consists in performing descent by glide path at landing approach during 4^th turn from arbitrary point at arbitrary heading, in the course of 4^th turn and on final approach leg in automatic, director and manual control of flight. Before landing approach, the following flight parameters are determined: probable trajectory of flight with points of turn of flying vehicle at performing the maneuvers depending on parameters of flight and preset magnitudes of roll and angle of inclination of glide path, required altitude of flight for comparison with actual magnitudes and shaping of signal in navigational pilotage system. In performing the descent at landing approach, rate of descent is determined at minimum deviation of flight trajectory from landing glide path.

EFFECT: reduced noise level, distance and consumption of fuel at landing approach; enhanced safety of flight on instruments.

4 cl, 6 dwg

Description

The field of technology.

The invention relates to the field of aviation, more specifically to instrumentation equipment, and can be used in instrumentation equipment of an aircraft to reduce noise, reduce time, distance and fuel consumption during approach, simplify the perception and processing of instrument information by a pilot, to improve flight safety and aircraft landing, especially in instrument flight conditions.

The prior art.

It is known that each specific aerodrome has its own approach pattern, on which the approach route is determined and the altitudes that the crew must withstand when flying certain route points are determined on this route. These altitudes are set with a large margin because modern navigation systems do not form a glide path to the aircraft before the landing course. For example, the NUKRO 25 approach pattern at Schonefeld Airport (Berlin, Germany) provides for the aircraft to reach the initial approach point (IAF "NUKRO") at an altitude of 4000 feet (1200 m - FIG. 1). The distance from NUKRO to the final approach point (FAF "LILKI") according to the approach scheme is 58.8 miles (109 km - FIG. 1). The scheme prescribes the passage of the LILKI point at an altitude of 3000 feet (1000 m) and the beginning of the descent along the glide path at the landing course (PK = 247 °) from this height (distance to the runway ≈ 20 km). Thus, the NUKRO 25 approach pattern at Schonefeld Airport (Berlin, Germany) provides for a reduction from a height of 1200 m (IAF "NUKRO") to a height of 1000 m (FAF "LILKI") on a 109-km route (almost horizontal flight) , approach the landing course at a distance of 35 km at an altitude of 1000 m and the beginning of the descent along the glide path from a distance of about 20 km (another 15 km of horizontal flight). The approach is carried out in accordance with the national rules for flights in the German airspace: from removal less than 20 NM to runway V _pr ≤210 ± 10 kt, from removal less than 12 NM to runway V _pr ≤160 ± 10 kt when released in the take-off (intermediate) position flaps, if required to maintain an acceptable angle of attack. When these rules are followed, the glide path decrease is performed at lower engine operating modes until the landing gear and flaps are in the landing position (immediately in front of or above the Outer Marker - pos. 3 in Fig. 1). However, a decrease in glide path is preceded by horizontal flight. The release of flaps leads to a decrease in aerodynamic quality and, consequently, to increased modes of engine operation in horizontal flight (before entering the descent glide path). This is one of the reasons for entering the glide path at a high altitude (1000-1200 m), i.e. further from the locals suffering from noise. However, the glide path itself is formed only at the landing course, which significantly increases the length of the approach and thereby increases the surface area of the earth exposed to the noise of the approaching aircraft. In addition, any extension of the route leads to an increase in flight duration and fuel consumption.

Modern navigation systems measure the range and lateral deviation from the runway axis with high accuracy. (In the example given, the NUKRO 25 approach scheme is used by aircraft crews equipped with GPS or FMS systems.) The approach and descent approach flight is performed using conventional methods, i.e. according to the position bars, in director or automatic modes, but not in the landing configuration until the flight of a given milestone (Outer Marker). In addition, there are ways to reduce aircraft during approach, providing for an initial decrease in steep glide path (Glide slope angle ε _Г ≈5 °), and then a decrease in standard end glide path. A variation of this method is a decrease in a three-segment glide path, in which a decrease in a steep glide path is preceded by a decrease in a flight configuration in a gentle glide path (Glide slope angle ε _Г ≈1.5 °). However, all of these methods are applied with a decrease in the landing course, i.e. they do not provide a reduction in the route, flight time and surface area of the earth exposed to noise.

In practice, the indicated for example and similar schemes are rarely used due to the increased intensity of flights over the past decade. An approach is more often performed by "vectoring" - i.e. according to the commands of the ground dispatcher. However, in this case, the dispatcher displays the aircraft (aircraft) to a distance of 20-30 km from the runway and even earlier reduces the aircraft to a height of 1000-1200 m, which leads to a long horizontal flight at high engine operating modes (as indicated above), t .e. excessive noise, fuel consumption, increased flight time and the length of the approach route. This is due to the fact that the problem of forming a glide path of descent at unknown advance angles to the landing course and distances from the runway is not being solved. Thus, the task of reducing noise, reducing route, approach time and fuel consumption remains relevant.

On modern airplanes, electronic (liquid crystal) indicators are widely used, on which the formation and display of runway image signals with an axial line and a landing approach scheme are provided. It is known that when flying en route B-747, B-767 on the indicator (map) of the flown terrain, the forecast of the aircraft trajectory for 10, 20 or 30 s is displayed, depending on the scale of the map. However, this forecast does not allow us to judge the flight altitude, the position of the aircraft relative to a given descent glide path, and maybe therefore it was not used for approach.

The well-known "Method of autonomous formation of landing information for an aircraft and a device for its implementation", patent SU 1836642 A3, class. G 01 S 13/00, publ. 08/23/1993. In the indicated “Method ...” “... in each repetition period of the probe pulses, the distance to the underlying surface is measured in the direction of the line of sight set along the inclination axis at an elevation angle equal to the angle of inclination of the glide path to the horizontal plane and stabilized in pitch, range on the indicator screen in the form of a linear range mark and determine on the indicator screen the deviation in the range of the image of the start of the runway relative to this mark ... ". Such a method of forming a “linear range mark” can be used to reduce along a given glide path only on the landing line, which does not reduce the approach path.

There is a method of performing a descent during approach, including measuring and displaying flight parameters: altitude, true speed, course, ground speed, drift angle, distance to the runway (runway), lateral deviation from the axis of the runway, as well as formation and indication runway image signals with the approach pattern, selection of the approach pattern (trajectory), flight according to the selected pattern (trajectory) to the 4th turn, 4th turn, decrease along a given glide path [M.A. Cherny, V.I. .Ship. "Air Navigation." M.: Transport, 1991, pp. 353-358].

This method involves reducing according to the selected scheme first to the height of the circle, then performing the 4th turn at the height of the circle, releasing the landing gear and flaps in horizontal flight, and only then the beginning of the reduction along the given glide path. Some varieties of the known method (“Approaching the landing along a small rectangular route”) include the release of the landing gear and flaps before the 4th turn. But in any case, this and similar methods provide for the beginning of a decrease in a given glide path only after reaching the landing course, which leads to a lengthening of the route, increased noise and fuel consumption.

SUMMARY OF THE INVENTION

The objective of the invention is to provide such a method of performing a landing approach reduction that would reduce noise, reduce route length, time and fuel consumption during an approach, simplify the perception and processing of instrument information by a pilot, to increase flight safety and landing, especially in instrument flight conditions.

The problem is achieved in that in the method of performing a descent during approach, including measuring and displaying flight parameters: altitude, true speed, course, ground speed, drift angle, distance to the runway (runway), lateral deviation from the axis of the runway as well as the formation and display of runway image signals, projections of the predicted flight path on a horizontal plane, flight to the 4th turn, 4th turn, decrease along a given glide path, when approaching from an arbitrary point with an arbitrary rsom flight to the runway center line,

- determine the calculated points of the beginning and end of the 4th U-turn, depending on the flight speed, wind, U-angle to the landing course and a predetermined roll;

- determine the extended range to the runway as the sum of the distances from the aircraft to the 4th turn, the path length at the turn and the distance from the calculated point of the end of the 4th turn to the runway;

- from the deployed range and the glide path tilt angles specified (depending on the range) (when approaching along low-noise multi-segment paths), determine the estimated flight altitude, compare it with the actual flight altitude and generate a mismatch signal that is fed to the deviation bar from the glide path of the navigation and flight instrument and perform a descent by controlling the vertical rate of descent so that the deviation from glide path is in the zero position.

The mismatch signal, proportional to the difference between the actual and estimated flight altitude, is also sent to the autopilot (automatic control system of self-propelled guns), where it is converted into a control signal in accordance with the control law laid down in the self-propelled guns (autopilot) and fed as a director pitch arrow flight instrument, and the actuators that control the elevator of the aircraft.

In addition, according to the actual flight altitude and glide path tilt angles specified depending on the height, the glide path is determined, compared with the deployed flight range to the runway, and a distance mismatch signal is generated, which is displayed on the runway center line as a glide path marker. When the tag reaches the glide path range of the runway end, they begin to decrease by controlling the vertical speed of the aircraft’s descent in such a way as to keep the tag of the glide path range on the image of the runway end.

в виде пунктирной линии, масштабные метки через каждые 10 равных промежутков высоты индицируют дополнительно поперечными черточками, по количеству указанных масштабных меток судят как о высоте полета (расстояние между поперечными черточками соответствует высоте 100 м), так и о дальности до ВПП, а на малых высотах продолжают формирование и индикацию прогнозируемой траектории полета за пределами метки глиссадной дальности, но без масштабных меток высоты и дальности (в виде сплошной линии) так, чтобы общая дальность «прогноза» была не менее 6-7 км, при выполнении разворота подбирают крен таким образом, чтобы кривая проекции прогнозируемой траектории полета на горизонтальную плоскость касалась (не пересекала) осевой линии ВПП.The glide path mark is also formed and displayed on the predicted flight path, and the predicted flight path (projection onto the horizontal plane) is formed and displayed in the form of scale marks of altitude and range, representing the position of the aircraft over distances proportional to the specified glide angle and the altitude at equal intervals

in the form of a dashed line, scale marks at each 10 equal height intervals are additionally indicated by transverse bars, according to the number of scale marks indicated both the flight altitude (the distance between the transverse bars corresponds to a height of 100 m) and the range to the runway, and at low altitudes continue to form and display the predicted flight path beyond the glide path mark, but without scale markers of height and range (in the form of a solid line) so that the total range of the “forecast” is at least 6- 7 km, when performing a turn, the roll is selected so that the projection curve of the predicted flight path on the horizontal plane touches (does not intersect) the runway center line.

This approach makes it possible to reduce noise, reduce time, distance and fuel consumption during an approach, simplifies the perception and processing of instrument information by a pilot, thereby increasing the safety of aircraft flight and landing, especially in instrument flight conditions.

List of drawings

Figure 1 shows the approach approach to runway 25 (left) of the Schonefeld aerodrome (Berlin, Germany (prototype)).

Figure 2 shows, in accordance with the invention, the formation scheme of the marks of glide path, scale marks of height and range, depending on a given angle of inclination of the glide path and the current flight altitude.

Figure 3 shows, in accordance with the invention, the scheme for forming a glide path label when reducing the aircraft along a two-segment glide path.

Figure 4 shows, in accordance with the invention, a pattern for forming a glide path mark when reducing an aircraft along a three-segment glide path.

Figure 5 shows, in accordance with the invention, the approach pattern and the position of the aircraft during flight to the 4th turn, which are indicated on the indicator in the cockpit.

6 shows, in accordance with the invention, the approach pattern and the position of the aircraft when performing the 4th turn, which are indicated on the indicator in the cockpit.

In figure 1 is indicated:

1 - runway (25 left).

2 - External Radio Marker (point (line) of landing gear and flaps in landing position).

3 - MRP (Turning Point of the Route).

4 - The name of the MRP.

5 - The set instrument speed (220 kt≈407 km / h).

6 - Preset flight altitude.

7 - Name of the runway with runway number (NUKRO 25).

8 - Distance between MRP.

In figure 2 is indicated:

1 - runway.

2 - Projection of the predicted flight path on a horizontal plane when flying without roll and slip.

3 - The set descent glide path.

4 - Projection of the predicted flight path on a horizontal plane with a left turn.

5 - Scale marks proportional to the change in height by 100 m.

6 - Preset slope of the descent glide path.

7 - Glide path marker.

8 - Segments proportional to the change in height by 10 m.

9 - Point with coordinates (X ₀ , Z ₀ ).

10 - Point with coordinates (X ₁ , Z ₁ ).

In figure 3 is indicated:

1 - Runway Level.

2 - Glide path marker.

3 - The ultimate glide path of decline.

4 - The angle of inclination of the final glide path of descent (ε _G1 ).

5 - The specified height of the entrance to the final glide path of decline (N ₁ ).

6 - Initial descent glide path.

7 - The angle of inclination of the initial glide path of decline (ε _G2 ).

8 - The transition point from the initial to the final glide path of descent (fracture point of the glide path).

9 - Relative flight altitude (N).

In figure 4 is indicated:

1 - Runway Level.

2 - Glide path marker.

3 - The ultimate glide path of decline.

4 - The angle of inclination of the final glide path of descent (ε _G1 ).

5 - The specified height of the entrance to the final glide path of the decline (H ₁ ).

6 - Intermediate glide path decline.

7 - The angle of inclination of the intermediate glide path of descent (ε _Г2 ).

8 - The transition point from the intermediate to the final glide path of decline.

9 - The specified height of the entrance to the intermediate descent glide path (H ₂ ).

10 - Initial descent glide path.

11 - The angle of inclination of the initial descent glide path (ε _G3 ).

12 - The point of transition from the initial to the intermediate glide path of decline.

13 - Relative flight altitude (N).

In figure 5, 6 is indicated:

1 - runway.

2 - The centerline of the runway.

3 - Mark the line of the landing gear and flaps in the landing position.

4 - Projection of the predicted flight path on a horizontal plane.

5 - Scale marks proportional to the change in height by 100 m.

6 - Settlement point (line) of the beginning of the 4th turn.

7 - Settlement point (mark) of the end of the 4th turn.

8 - Vector ground speed.

9 - Glide path marker.

10 - The point of intersection of the ground speed vector with the center line of the runway.

11 - The transition point from the initial to the final glide path of descent (the point of fracture of the glide path).

12 - Estimated lateral deviation of the beginning of the 4th U-turn Z ₄ .

13 - Angle of rotation ΔΨ.

Information confirming the possibility of carrying out the invention.

The method for performing the descent during approach is implemented as follows. During the flight, flight parameters are measured and displayed: altitude, true speed, roll, pitch, course, ground speed, drift angle, as well as removal and lateral deviation from the runway. On the planned indicator (top view), the image of the terrain (runway (pos. 1 in Figs. 5, 6) with an axial line and its continuation (pos. 2 in Figs. 5, 6)) and the predicted flight path in the horizontal plane (pos. .4 in FIGS. 5, 6) stabilize along the ground speed vector (pos. 8 in FIGS. 5, 6). On the Windshield Indicator (HUD), the image of the runway with the center line and the predicted flight path is formed and displayed so that the generated image of the runway coincides with the real runway observed by the pilot from the cockpit. On the flight indicator (front view), the image of the runway with an axial line and the predicted flight path in the horizontal plane are formed in the same way as on the ILS. On the aerobatic indicator, stabilization of the indicated images along the directional velocity vector is allowed.

A projection of the predicted flight path on a horizontal plane is formed.

The projection of the predicted flight path on a horizontal plane (pos. 4 in FIGS. 5, 6), i.e. the forecast of the airplane’s location and its course, depending on wind, roll, ground speed and overload, is formed and indicated as a dashed line (scale marks of altitude and range, the number of which corresponds to the current flight altitude), which is a calm arc of a circle of radius r. When flying with zero roll and glide, the projection of the predicted flight path onto the horizontal plane is a straight (dashed) line. The calculation is performed by the method of piecewise linear integration in a rectangular coordinate system (the X axis is along the longitudinal axis of the aircraft, the Z axis is at an angle of 90 ° to the longitudinal axis) according to the formulas:

Where

V - True flight speed [m / s].

].g = 9.81 - gravity acceleration [

].

γ is the angle of heel.

ϑ - pitch angle.

n _y - vertical overload.

n _z - lateral overload.

u _x1 is the longitudinal component of the wind speed.

u _z2 is the transverse component of the wind speed.

ε is the slope angle of the glide path.

dH = 10 m - integration step (the price of dividing scale marks of height and range).

r is the turning radius at a given time.

. Проводя отрезки прямых линий перпендикулярно прогнозируемой траектории полета в точках (X₁₀, Z₁₀), (X₂₀, Z₂₀), ..., (через каждую десятую точку) получают поперечные черточки, пропорциональные сотням метров высоты полета.Drawing straight line segments between the points (X ₀ , Z ₀ ) and (X ₁ , Z ₁ ), (X ₂ , Z ₂ ) and (X ₃ , Z ₃ ) ... in the same color, and between the points (X ₁ , Z ₁ ) and (X ₂ , Z ₂ ), (X ₃ , Z ₃ ) and (X ₄ , Z ₄ ) ... in a different color (one of the colors may be the background color), a dashed line of the predicted flight path made in the form of scale marks of height and range. The division price of each dash is equal to the integration step dH = 10 m and corresponds to the distance

. By drawing straight line segments perpendicular to the predicted flight path at the points (X ₁₀ , Z ₁₀ ), (X ₂₀ , Z ₂₀ ), ..., (through every tenth point), transverse lines are proportional to hundreds of meters of flight altitude.

проводят поперечную черточку - метку глиссадной дальности. Количество черточек от самолета до глиссадной метки дальности соответствует высоте полета. Для индикации прогнозируемой траектории на малых высотах продолжают проводить некоторое количество отрезков прямых линий между точками (X_n, Z_n) и (X_n+1, Z_n+1...) и (X_n+2, Z_n+2...), и ... (X_n+k, Z_n+k) ... одним цветом. Может быть выбран и другой шаг интегрирования. Например, при измерении высоты в футах удобнее может быть dH=50 футов.At the point corresponding

spend a cross dash - glide path label. The number of dashes from the plane to the glide path mark corresponds to the flight altitude. To indicate the predicted trajectory at low altitudes, a number of straight line segments continue to be drawn between the points (X _n , Z _n ) and (X _{n + 1} , Z _{n + 1} ...) and (X _{n + 2} , Z _{n + 2} . ..), and ... (X _{n + k} , Z _{n + k} ) ... in one color. Another integration step may be chosen. For example, when measuring feet, it may be more convenient to have dH = 50 feet.

The predicted flight path is used for a turn to a landing course (to a new line of a given path), choosing a roll in a turn so that the projection curve of the predicted flight path on a horizontal plane touches the center line of the runway. In addition, the predicted flight path is used to estimate the flight altitude by the number of scale marks of altitude and range. The predicted flight path made in this way can be used to control the aircraft and estimate the height of flight of obstacles when performing low-altitude flight.

When flying to the 4th turn, a possible approach path is determined.

Approach begins after lowering below the height of the transition level and installation on the runway pressure altimeters. The approach route is chosen by the dispatcher. Two types of approach routes are possible:

- according to a previously known scheme (see, for example, figure 1);

- vectoring.

When “vectoring”, the dispatcher sets the crew’s descent altitude and flight course to the 4th turn, and on board determines and displays on the monitor screen in the cockpit a possible approach path, which consists of a straight section of flight along the directional velocity vector and a straight section flight along the axis of the runway, interconnected by a turn curve having a calculated (taking into account wind) the start point of the turn on the vector of ground speed and the end point of the turn on the runway axis.

1. Determine the calculated starting point of the reversal.

The calculated point of the beginning of the 4th turn (pos. 6 in Fig. 5) on the vector of the ground flight speed (pos. 8 in Fig. 5) is determined and indicated in the form of a special mark remote from the runway axis by a distance Z ₄ :

Where

Z ₄ is the calculated lateral deviation of the beginning of the 4th turn (pos. 12 in Fig. 5).

ΔΨ is the angle of rotation [radian] (pos.13 in figure 5).

V is the true flight speed [m / s].

- ускорение свободного падения.

- acceleration of gravity.

γ ₄ is the calculated angle of heel (set in advance, for example, γ = 25 °).

U _z - wind component at an angle of 90 ° to the runway [m / s].

ΔZ - correction for the reaction of the pilot and input - withdrawal from the roll at the U-turn.

2. Determine the calculated end point of the U-turn.

The end point of the turn (pos. 7 in Figs. 5, 6) is indicated in the form of a mark (arrow) located on the continuation of the runway center line (pos. 2 in Figs. 5, 6) and remote from the point of intersection of the ground speed vector with the axial the runway line (10 in Fig.5, 6) at a distance

Where

ΔΨ is the angle of rotation [radian].

Pi is the ratio of circumference to diameter.

U _X - component of wind speed along the runway [m / s].

R is the turning radius with a given roll to calm [m].

The flight range to the runway (“deployed range”) is determined.

The flight range along a previously known route is defined as the sum of the lengths of the flight sections between the APM (as shown in FIG. 1, item 8) plus the distance to the next APM, which is determined in all modern navigation systems. The expanded flight range to the runway during flight to the 4th U-turn with an arbitrary course is defined as the sum of the distances to 4 U-turns, the path length at the U-turn and the distance from the calculated point of the end of the 4th U-turn to the runway:

1. Determine the distance to 4 turns:

2. Determine the estimated path length at 4 turns:

3. Determine the estimated distance from the end point of the 4th turn to the runway:

Where

X ₀ , Z ₀ - the coordinates of the aircraft relative to the runway.

(X ₀ - The distance along the axis of the runway from the end of the runway to the aircraft,

Z ₀ - lateral deviation of the aircraft from the axis of the runway).

M is the coefficient of the integration step (M = 20-50).

4. The deployed range to the runway is determined by summing the obtained intermediate values of the ranges before, after and at 4 turns:

The glide path is determined.

Glide path is the range of the aircraft when following a given glide path from the current altitude. It does not depend on the approach path, but depends only on the current flight altitude and the given slope of the descent glide path:

Where:

H is the relative flight altitude;

ε _G - a given angle of inclination of the descent glide path (pos.6 in figure 2).

When performing a reduction along a two-segment glide path, the glide path is defined as the sum of the reduction ranges with each slope angle:

Where:

ε _G1 - a given angle of inclination of the final descent glide path (item 4 in figure 3).

ε _G2 - a given angle of inclination of the initial descent glide path (pos.7 in figure 3).

H ₁ - a given height of the entrance to the final glide path of decline (position 5 in figure 3)

When reduced below a predetermined height of entry into the final glide path H _{1, the} glide path range is determined by formula 14.

When performing a reduction on a three-segment glide path, the glide path is determined similarly:

When reduced below a predetermined height of the entrance to the intermediate glide path H ₂ glide path is determined by the formula 15.

At a range determined in accordance with formula 14 (15 or 16, depending on the glide path used), a glide path mark is generated and indicated on the calculated flight path (item 7 in figure 2, item 2 in figure 3, 4, item .9 in FIGS. 5, 6). When approaching on a 3-segment glide path, the crew descends to a predetermined height and, following a given course to the 4th turn, continues to fly in flight configuration until the glide path mark approaches the image of the runway end face (as shown in figure 5). When approaching the glide path mark to the image of the runway end, they begin to decrease so that during the transition to decrease the glide path mark coincides with the image of the runway end. The descent is continued by controlling the vertical descent speed so as to keep the glide path mark on the image of the runway end face. When controlling the aircraft in manual mode, the deviation of the glide path mark from the end of the runway is determined by the image on the monitor screen in the cockpit. In the case of moving the glide path mark beyond the end of the runway, the vertical descent speed is increased by deflecting the elevator to the dive with the steering wheel or control handle (away from you). In case of accidental deviation of the glide path mark from the end of the runway closer to the aircraft, the vertical descent speed is reduced by deflecting the elevator to the steering wheel with the control wheel or the control handle (towards yourself). When decreasing with the estimated vertical speed, the glide path mark is located on the image of the runway end and intervention is not required.

When controlling an airplane in director or automatic modes, the deployed range is compared with the glide path and a mismatch signal is sent to reset it to the autopilot computer (ACS), which generates a control signal by known methods described in the literature [see, for example: Mikhalev I.A. , Okoyemov B.N., Pavlina I.G., Chikulaev M.S., Kiselev Yu.F. Systems of automatic and director control of the aircraft. M .: Engineering, 1974]. The range mismatch signal differs from the height mismatch signal by gain:

The inconsistency signal in range or height is converted into self-propelled guns (autopilot) into a control signal that deflects the aircraft’s elevator via actuators, which, in turn, leads to a change in vertical flight speed in accordance with the control law incorporated in self-propelled guns (autopilot). With zero mismatch between the deployed and glide path distances, the glide path mark is located on the image of the runway end, which indicates a decrease in the calculated glide path.

When approaching the transition height to a steep intermediate descent glide path, which is determined by the glide path fracture mark (key 11 in Fig. 5), the crew releases the wing mechanization to a position in which the reduced (at low gas) aerodynamic quality is not greater than the value inverse to the slope of the intermediate descent glide path, i.e.

After the release of the wing mechanization in an intermediate position, the crew continues to decline and fly to the 4th turn, as indicated above.

When flying to the 4th turn, the lateral deviation measured by the navigation system is compared with the calculated value of Z _4, and with a lateral deviation from the runway axis less than Z ₄ , a signal is generated at the beginning of the 4th turn: they are displayed on the screen and fed to the pilot’s headphones (phones) command: "Fourth to the left, sir!". On this command, a turn toward the runway is performed, selecting the roll so that the projection curve of the projected flight path on the horizontal plane touches (does not intersect) the runway center line (as shown in FIG. 4). In the vertical plane, the aircraft continues to be controlled in such a way as to keep the glide path mark on the image of the runway end face (as shown in FIG. 6).

After the 4th turn is completed, heading control is continued in such a way as to ensure that the “forecast” coincides with the runway center line and when approaching the mark of the runway (key 3 in FIG. 6), the landing gear and flaps are lowered into the landing position. Pitch control is continued in such a way as to keep the glide path mark on the runway end image (as indicated above). In a similar manner, a reduction is performed during an approach approach on two-segment and one-segment glide paths.

When approaching according to a previously known pattern, the glide path label is indicated on the given approach path. When operating in a horizontal plane, a predetermined path is maintained by conventional methods, i.e. in manual, director or automatic control modes. During the flight, the position of the glide path mark relative to the image of the runway is monitored, and when the glide path mark approaches the image of the end of the runway, the decrease begins, as indicated above. Chassis and flaps are released in the places prescribed by the approach scheme.

The proposed method can be implemented on newly created and existing aircraft equipped with known instruments and systems for measuring flight parameters, as well as on-board computer and displays. The implementation of the method without a predicted flight path is possible on electromechanical devices. In this case, piloting in manual, director and automatic modes is performed as described above.

Simulations performed on a ground-based flight bench showed the possibility of performing a glide path descent during flight to the 4th turn (i.e., before reaching the landing course), during and after the turn, using the glide path marker for this, the ability to complete the 4th turn significantly closer to the runway (about 4 km) than is accepted in standard approach procedures (20-30 km), i.e. noise reduction, reduction of time, distance and fuel consumption during approach. Simplification of the perception and processing of instrument information by the pilot was noted due to the visual presentation of the forecast of the flight of the aircraft depending on the pilot's control actions, the visibility of the flight altitude and the distance to the runway by scale marks of altitude and range, in the form of which the predicted flight path was made, was noted. All this helps to improve flight safety and aircraft landing, especially in instrument flight conditions.

On August 14, 2002, successful approaches were performed in the indicated manner on the Tu-154 LL No. 85 317 by test pilot V.K., August 15, 2002 as test pilot V.V. Biryukov, in which the results were confirmed, obtained by modeling on a ground stand. In these flights, a glide path descent was performed when approaching before the beginning of the 4th turn, in a turn and in a straight line, using the glide path mark. The 4th U-turn ended at a distance of 4.5 km from the end of the runway. In the experiments, only the navigation display was used, on which the horizon, altimeter (counter), variometer (tape with counter), instrumental flight speed counter and track angle counter were additionally displayed. To ensure flight safety, the right pilot’s workstation on LL Tu-154 No. 85317 is equipped with standard instruments and controls.

Claims (4)

1. A method of performing a landing approach reduction, including measuring and displaying flight parameters: altitude, true speed, course, ground speed, drift angle, distance to the runway (runway), lateral deviation from the axis of the runway, and also forming indication of runway image signals, projections of the predicted flight path on a horizontal plane, flight to the 4th turn, 4th turn, decrease in the given glide path, characterized in that when approaching, the calculated points of the beginning and end of the 4th turn are determined depending on the flight speed, wind, turning angle to the landing course and a predetermined roll, the deployed range to the runway is determined as the sum of the distances from the aircraft to the 4th turn, the path length at the turn and the distance from the calculated end point of the 4th turn to the runway , based on the deployed range and the glide path tilt angles specified depending on the range, the estimated flight altitude is determined, compared with the actual flight altitude and a mismatch signal is generated, which is fed to the deviation glide path aeronautical flight instrument and perform the reduction by controlling the vertical rate of decline so that the reduction occurred along the calculated glide path with zero mismatch between the deployed and glide path. 2. The approach approach according to claim 1, characterized in that the glide path is determined by the actual flight altitude and the angles of inclination set depending on the height, compared with the deployed flight range to the runway, and a range mismatch signal is generated, which the form of the glide path mark is indicated on the runway center line; when the glide path mark reaches the end face, the runways begin to decrease by controlling the vertical speed of the aircraft descent so as to keep the glide path mark spine on the image of the runway. 3. The approach approach according to claim 1 or 2, characterized in that the glide path label is formed and displayed on the predicted flight path, and the predicted flight path (projection onto the horizontal plane) is formed and displayed in the form of scale marks of height and range representing the position of the aircraft through distances proportional to the given angle of inclination of the glide path of the descent and the change in flight altitude at equal intervals

in the form of a dashed line, scale marks every 10 equal height intervals are additionally indicated by transverse bars, both the flight altitude and the distance to the runway are judged by the number of scale marks indicated, and at low altitudes the formation and display of the predicted flight path outside the mark glide path, but without scale markers of height and range (in the form of a solid line) so that the total range of the "forecast" is at least 6-7 km, when performing a turn, select a roll so that The main projection of the predicted flight path onto the horizontal plane touched (did not intersect) the runway center line. 4. A method of performing a descent during approach, including measuring and displaying flight parameters: altitude, true speed, course, ground speed, drift angle, distance to the runway (runway), lateral deviation from the axis of the runway, flight to 4- turn, 4th turn, decrease along a given glide path, characterized in that when approaching, the calculated points of the beginning and end of the 4th turn are determined depending on the angle of turn to the landing course, flight speed, wind and a predetermined roll, determine detailed d the number to the runway as the sum of the distances from the aircraft to the 4th turn, the path length at the turn and the distance from the calculated point of the end of the 4th turn to the runway, the estimated flight altitude is determined from the deployed range and the glide path angles set depending on the distance, compare it with the actual flight altitude and form a mismatch signal, which is converted in autopilot (automatic control system - ACS) into a control signal in accordance with the control law incorporated in autopilot (ACS) and serves it as a direct ornuyu arrow pitch flight director, and the actuators that control the elevator of the aircraft.

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