WO2002091595A2 - Enhanced transponder landing system using data link - Google Patents

Enhanced transponder landing system using data link Download PDF

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Publication number
WO2002091595A2
WO2002091595A2 PCT/US2002/013933 US0213933W WO02091595A2 WO 2002091595 A2 WO2002091595 A2 WO 2002091595A2 US 0213933 W US0213933 W US 0213933W WO 02091595 A2 WO02091595 A2 WO 02091595A2
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WO
WIPO (PCT)
Prior art keywords
aircraft
data link
frequency
landing system
ground
Prior art date
Application number
PCT/US2002/013933
Other languages
French (fr)
Inventor
Stephen Heppe
Original Assignee
Stephen Heppe
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Filing date
Publication date
Application filed by Stephen Heppe filed Critical Stephen Heppe
Publication of WO2002091595A2 publication Critical patent/WO2002091595A2/en

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/04—Landing aids; Safety measures to prevent collision with earth's surface
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/74—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems
    • G01S13/76—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems wherein pulse-type signals are transmitted
    • G01S13/78—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems wherein pulse-type signals are transmitted discriminating between different kinds of targets, e.g. IFF-radar, i.e. identification of friend or foe
    • G01S13/781—Secondary Surveillance Radar [SSR] in general
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/87—Combinations of radar systems, e.g. primary radar and secondary radar
    • G01S13/878—Combination of several spaced transmitters or receivers of known location for determining the position of a transponder or a reflector
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/91—Radar or analogous systems specially adapted for specific applications for traffic control
    • G01S13/913—Radar or analogous systems specially adapted for specific applications for traffic control for landing purposes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
    • G08G5/025—Navigation or guidance aids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
    • G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves
    • G01S1/08—Systems for determining direction or position line
    • G01S1/14—Systems for determining direction or position line using amplitude comparison of signals transmitted simultaneously from antennas or antenna systems having differently oriented overlapping directivity-characteristics
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/74—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems
    • G01S13/76—Systems using reradiation of radio waves, e.g. secondary radar systems; Analogous systems wherein pulse-type signals are transmitted
    • G01S13/767—Responders; Transponders

Definitions

  • the present invention is directed to the enhancement of precision approach and landing system using data link.
  • a commonly-used landing system is known as the Instrument Landing Systen (ILS).
  • ILS Instrument Landing Systen
  • MLS Microwave Landing System
  • the international civil aviation community is also developing landing systems based in part on the use of the Global Positioning System (GPS) and the Global Navigation Satellite System (GNSS), New landing systems are typically developed and deployed to enhance the ability of an aircraft tc follow a desired approach path, increase deployment flexibility, or reduce cost.
  • GPS Global Positioning System
  • GNSS Global Navigation Satellite System
  • TLS Transponder Landing System
  • the present invention uses a data link to deliver guidance information to one or more aircraft, derived from an external system, which is then used to form analog signals or digital messages, onboard the aircraft, which emulate the output of any of the standard (or developing) landing system avionics.
  • FIG. 1 illustrates a conceptual view of the Transponder Landing System.
  • FIG.2 illustrates a TLS augmented by a data link according to the present invention.
  • FIG.3 illustrates a TLS augmented by a data link according to the present invention, where the aircraft also transmit their position via an ADS-B data link that can use the same data protocols, as the data link employed by the augmented TLS.
  • FIG. 4 illustrates a set of frequency channel allocations that may be used to support the present invention.
  • FIG. 5 illustrates a subset of candidate message types that can be used to support the indicated services with the present invention.
  • FIG. 1 illustrates an embodiment of the Transponder Landing System (TLS).
  • TLS Transponder Landing System
  • a radar transponder interrogator 11 transmits a coded pulse that induces a response by the airborne radar transponder 12. This response is geolocated in three-dimensional space by the ground-based aircraft tracking (surveillance) system 13.
  • the ground-based computer automation 14 determines the relative location of the aircraft 10 relative to the desired flight path, and transmits a vertical and lateral guidance signals 15 and 16 which can be interpreted by the standard aircraft ILS avionics 17 as an ILS signal associated with the relative location of the aircraft to the desired flight path.
  • the ILS avionics 17 may incorporate a display device, or may send an electronic signal to an external display device 18.
  • the transmitted guidance signals 15 and 16 are tailored to the particular aircraft on approach, only one aircraft can be accommodated at a given time. Also, the signal can only be interpreted by ILS avionics. Ground automation and software configuration elements can be shifted among functional elements identified, but the fundamental character of the system is that ILS-like signals are generated in accordance with the location of the aircraft as determined by a separate position determination system.
  • FIG. 2 illustrates a similar system to FIG. 1 in which the analog ILS-like signals 15 and 16 are replaced with a single-frequency or multi-frequency data link 26 operating between the ground-based computer automation and data link signal generator 24 and the airborne data link receiver 27.
  • the computer automation and data link signal generator 24 is similar to the computer automation and ILS signal generator 14, but is augmented to accommodate multiple aircraft and also generates data messages instead of analog signals. It may also have other functions such as increased integrity monitoring, auxiliary services and a surveillance display.
  • the data link receiver 27 processes guidance command information received on the data link, , and generates an analog or digital output signal that is similar to the signal that would have been generated by a standard ILS or TLS landing system (or MLS or GPS-based landing system).
  • An example output signal format is provided by ARINC 429 and its associated standards, which document industry-standard digital messages for ILS and MLS avionics.
  • An external display device 28 may be similar or identical to the display device 18 used with the TLS described above, or it may be different.
  • management information may be exchanged between the aircraft and ground system using the data link system. This can include requests for service by approaching aircraft, negotiation regarding data types required, acknowledgements from the ground, and other information.
  • FIG. 3 illustrates a preferred embodiment of the present invention wherein the data link 38 used is the ICAO standard NHF data link Mode 4 (NDL Mode 4), operating between the ground-based computer automation and data link signal generator 24 and the airborne data link (NDL/4) receiver 37.
  • the NDL/4 avionics also includes the means for the aircraft to report its position, determined by GPS or some other means, using the NDL/4 data link system protocols. This provides an additional integrity cross-check for the ground-based landing system and also situational awareness for suitably-equipped aircraft in the vicinity.
  • FIG. 4 illustrates a usage map for several frequencies according to the present invention, in a preferred embodiment using the NDL Mode 4.
  • the two upper-most frequencies 41 and 42 are used for system management messages (uplink and downlink) and ADS-B transmissions from the aircraft.
  • System management information can be exchanged to allow the negotiation of desired guidance formats between the aircraft and the ground system, and also to initiate service and allow the ground-based service provider to authenticate users and ensure safe operation of the system.
  • a third frequency 43 is used for uplink guidance commands from the ground system, which are interpreted by the airborne avionics in order to form the necessary on-aircraft guidance signals.
  • the update rate of guidance information is e.g. 10 Hz, and multiple aircraft can be commanded in a single message consistent with the data link capacity of frequency 43.
  • the separation of uplink guidance information onto a dedicated frequency is not functionally required by the present invention, but matches current practice for frequency assignment and also allows hardware and software separation in the airborne avionics package.
  • Each frequency is subdivided in time into a number of separate and contiguous Time Division Multiple Access (TDMA) time slots 45.
  • TDMA Time Division Multiple Access
  • These time slots can support various types of messages including system management information messages 46, aircraft positioning information messages 47, guidance command messages 48, as well as other types of messages.
  • Individual messages can occupy a single slot or multiple consecutive slots. In the preferred embodiment using NDL Mode 4, there are 75 time slots per second. Other embodiments could have different numbers of time slots, and indeed a fixed TDMA structure as illustrated is only one method of providing multiple access capability for aircraft and ground stations.
  • the fourth frequency 44 is an auxiliary frequency that can be used for weather information and other purposes.
  • frequencies 41 and 42 would reside in the aeronautical communications band 118 - 137 MHz and the guidance frequency 43 would reside in the aeronautical navigation band 108-117.975 MHz, but this is not required.
  • FIG. 5 illustrates a set of messages that can be used according to the present invention, on frequencies 41, 42 and 43, to communicate the necessary system management information and guidance information.
  • Message 51 and 52 are a system management messages used to request service (by an approaching aircraft) and provide authority to proceed (by the ground system).
  • Message 51 includes a source ID for the transmitting aircraft, an indicator that the message is a TLS command, an indicator specifying the type of command (in this case a service request) and information regarding the type of precision approach system the using aircraft would like to emulate (ILS or MLS).
  • the unicast reservation provides for efficient use of the data link in a preferred embodiment wherein the data link system conforms to the ICAO standard NDL Mode 4 Standards and Recommended Practices.
  • the CRC provides for parity checking to enhance data link integrity.
  • the source ID transmitted in message 51 matches a unique aircraft ID transmitted by the aircraft radar transponder.
  • This allows the ground system to associate a user requesting service with a radar track formed by the ground system, and allows the uplink guidance commands to uniquely address the intended aircraft (i.e., by transmitting the same ID along with the associated guidance commands).
  • This allows multiple aircraft to participate at one time, avoids the need to transmit guidance commands for all aircraft in the service sector (since only those requesting service need be served), and avoids any safety risk of an unintended aircraft following incorrect guidance (i.e., since the guidance commands are tagged with a unique aircraft address).
  • the source ID and radar transponder ID are not the same and in this case the ground system and avionics negotiate to ensure that the ground system has associated the correct transponder code with the aircraft ID being used on the data link. This may involve a commanded change of the transponder code or other operational solutions.
  • Message 53 is a guidance message that can be tailored to various types of "native" precision approach systems.
  • the message contains different sets of data, one set per user aircraft. For example, in the message structure illustrated in message 53, there is a user ID which consumes 3 octets (24 bits) followed by a lateral deviation command and a vertical deviation command. If these lateral and vertical deviation commands are transmitted as full ARINC labels, each would consume 4 octets. More efficient packing methods can be used to minimize message size while preserving flexibility to accommodate multiple types of "native" landing systems.
  • the present invention provides the following benefits:
  • the system provides an additional level of integrity since the location of the aircraft, determined by the TLS, can be cross-checked with the autonomously-determined position of the aircraft which is reported by ADS-B; Also when combined with ADS-B, the other similarly-equipped aircraft in the airspace can observe the landing aircraft on cockpit displays, enhancing situational awareness and safety for these participating aircraft.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Electromagnetism (AREA)
  • Traffic Control Systems (AREA)

Abstract

A data link is used to deliver guidance information, derived from an external system, to one or more aircraft. The guidance information is then used to form analog signals or digital messages, on board the aircraft, which emulate the output of any of the standard or developing landing system avionics.

Description

ENHANCED TRANSPONDER LANDING SYSTEM USING DATA LINK
Field of the Invention:
The present invention is directed to the enhancement of precision approach and landing system using data link.
Background of the Invention:
There are several precision approach and landing systems in use or under development for civil aviation. A commonly-used landing system is known as the Instrument Landing Systen (ILS). A less commonly used system is the Microwave Landing System (MLS). The international civil aviation community is also developing landing systems based in part on the use of the Global Positioning System (GPS) and the Global Navigation Satellite System (GNSS), New landing systems are typically developed and deployed to enhance the ability of an aircraft tc follow a desired approach path, increase deployment flexibility, or reduce cost.
The ILS is widely deployed but incurs certain siting constraints associated with terrain and frequency channel allocation. A new system, known as the Transponder Landing System (TLS), avoids some of these constraints by using an auxiliary system to determine aircraft location, and then transmitting a modulated form of the ILS signals which can be interpreted by an aircraft using standard ILS avionics. However, a disadvantage of the TLS is that it can provide guidance for only one aircraft at a time. Summary Of The Invention:
The present invention uses a data link to deliver guidance information to one or more aircraft, derived from an external system, which is then used to form analog signals or digital messages, onboard the aircraft, which emulate the output of any of the standard (or developing) landing system avionics. Brief Description Of Drawings:
FIG. 1 illustrates a conceptual view of the Transponder Landing System.
FIG.2 illustrates a TLS augmented by a data link according to the present invention. FIG.3 illustrates a TLS augmented by a data link according to the present invention, where the aircraft also transmit their position via an ADS-B data link that can use the same data protocols, as the data link employed by the augmented TLS.
FIG. 4 illustrates a set of frequency channel allocations that may be used to support the present invention.
FIG. 5 illustrates a subset of candidate message types that can be used to support the indicated services with the present invention.
Detailed Description Of The Invention:
FIG. 1 illustrates an embodiment of the Transponder Landing System (TLS). A radar transponder interrogator 11 transmits a coded pulse that induces a response by the airborne radar transponder 12. This response is geolocated in three-dimensional space by the ground-based aircraft tracking (surveillance) system 13. The ground-based computer automation 14 determines the relative location of the aircraft 10 relative to the desired flight path, and transmits a vertical and lateral guidance signals 15 and 16 which can be interpreted by the standard aircraft ILS avionics 17 as an ILS signal associated with the relative location of the aircraft to the desired flight path. The ILS avionics 17 may incorporate a display device, or may send an electronic signal to an external display device 18. Since the transmitted guidance signals 15 and 16 are tailored to the particular aircraft on approach, only one aircraft can be accommodated at a given time. Also, the signal can only be interpreted by ILS avionics. Ground automation and software configuration elements can be shifted among functional elements identified, but the fundamental character of the system is that ILS-like signals are generated in accordance with the location of the aircraft as determined by a separate position determination system.
FIG. 2 illustrates a similar system to FIG. 1 in which the analog ILS-like signals 15 and 16 are replaced with a single-frequency or multi-frequency data link 26 operating between the ground-based computer automation and data link signal generator 24 and the airborne data link receiver 27. The computer automation and data link signal generator 24 is similar to the computer automation and ILS signal generator 14, but is augmented to accommodate multiple aircraft and also generates data messages instead of analog signals. It may also have other functions such as increased integrity monitoring, auxiliary services and a surveillance display. The data link receiver 27 processes guidance command information received on the data link, , and generates an analog or digital output signal that is similar to the signal that would have been generated by a standard ILS or TLS landing system (or MLS or GPS-based landing system). An example output signal format is provided by ARINC 429 and its associated standards, which document industry-standard digital messages for ILS and MLS avionics. An external display device 28 may be similar or identical to the display device 18 used with the TLS described above, or it may be different. In order to manage the operation of the data link and the overall landing system, management information may be exchanged between the aircraft and ground system using the data link system. This can include requests for service by approaching aircraft, negotiation regarding data types required, acknowledgements from the ground, and other information.
FIG. 3 illustrates a preferred embodiment of the present invention wherein the data link 38 used is the ICAO standard NHF data link Mode 4 (NDL Mode 4), operating between the ground-based computer automation and data link signal generator 24 and the airborne data link (NDL/4) receiver 37. The NDL/4 avionics also includes the means for the aircraft to report its position, determined by GPS or some other means, using the NDL/4 data link system protocols. This provides an additional integrity cross-check for the ground-based landing system and also situational awareness for suitably-equipped aircraft in the vicinity.
FIG. 4 illustrates a usage map for several frequencies according to the present invention, in a preferred embodiment using the NDL Mode 4. The two upper-most frequencies 41 and 42 are used for system management messages (uplink and downlink) and ADS-B transmissions from the aircraft. System management information can be exchanged to allow the negotiation of desired guidance formats between the aircraft and the ground system, and also to initiate service and allow the ground-based service provider to authenticate users and ensure safe operation of the system. A third frequency 43 is used for uplink guidance commands from the ground system, which are interpreted by the airborne avionics in order to form the necessary on-aircraft guidance signals. The update rate of guidance information is e.g. 10 Hz, and multiple aircraft can be commanded in a single message consistent with the data link capacity of frequency 43. The separation of uplink guidance information onto a dedicated frequency is not functionally required by the present invention, but matches current practice for frequency assignment and also allows hardware and software separation in the airborne avionics package.
Each frequency is subdivided in time into a number of separate and contiguous Time Division Multiple Access (TDMA) time slots 45. These time slots can support various types of messages including system management information messages 46, aircraft positioning information messages 47, guidance command messages 48, as well as other types of messages. Individual messages can occupy a single slot or multiple consecutive slots. In the preferred embodiment using NDL Mode 4, there are 75 time slots per second. Other embodiments could have different numbers of time slots, and indeed a fixed TDMA structure as illustrated is only one method of providing multiple access capability for aircraft and ground stations.
The fourth frequency 44 is an auxiliary frequency that can be used for weather information and other purposes.
Typically frequencies 41 and 42 (and 44 if present) would reside in the aeronautical communications band 118 - 137 MHz and the guidance frequency 43 would reside in the aeronautical navigation band 108-117.975 MHz, but this is not required.
FIG. 5 illustrates a set of messages that can be used according to the present invention, on frequencies 41, 42 and 43, to communicate the necessary system management information and guidance information. Message 51 and 52 are a system management messages used to request service (by an approaching aircraft) and provide authority to proceed (by the ground system). Message 51 includes a source ID for the transmitting aircraft, an indicator that the message is a TLS command, an indicator specifying the type of command (in this case a service request) and information regarding the type of precision approach system the using aircraft would like to emulate (ILS or MLS). The unicast reservation provides for efficient use of the data link in a preferred embodiment wherein the data link system conforms to the ICAO standard NDL Mode 4 Standards and Recommended Practices. The CRC provides for parity checking to enhance data link integrity.
In a preferred operational scenario, the source ID transmitted in message 51 matches a unique aircraft ID transmitted by the aircraft radar transponder. This allows the ground system to associate a user requesting service with a radar track formed by the ground system, and allows the uplink guidance commands to uniquely address the intended aircraft (i.e., by transmitting the same ID along with the associated guidance commands). This allows multiple aircraft to participate at one time, avoids the need to transmit guidance commands for all aircraft in the service sector (since only those requesting service need be served), and avoids any safety risk of an unintended aircraft following incorrect guidance (i.e., since the guidance commands are tagged with a unique aircraft address). In another operational scenario, the source ID and radar transponder ID are not the same and in this case the ground system and avionics negotiate to ensure that the ground system has associated the correct transponder code with the aircraft ID being used on the data link. This may involve a commanded change of the transponder code or other operational solutions.
Message 53 is a guidance message that can be tailored to various types of "native" precision approach systems. The message contains different sets of data, one set per user aircraft. For example, in the message structure illustrated in message 53, there is a user ID which consumes 3 octets (24 bits) followed by a lateral deviation command and a vertical deviation command. If these lateral and vertical deviation commands are transmitted as full ARINC labels, each would consume 4 octets. More efficient packing methods can be used to minimize message size while preserving flexibility to accommodate multiple types of "native" landing systems.
The present invention provides the following benefits:
1. Siting flexibility of the TLS without the restriction of only one aircraft at a time (the present invention can accommodate multiple aircraft simultaneously);
2. Improved spectrum utilization since a single data link frequency can be shared among multiple airports using similar equipment;
3. Ability to emulate any standard landing system with modular software changes, allowing a single installation to accommodate users trained in the use of different landing systems (if these users are equipped with the necessary data link receiver and interwiring);
4. hen combined with ADS-B transmissions from the aircraft, the system provides an additional level of integrity since the location of the aircraft, determined by the TLS, can be cross-checked with the autonomously-determined position of the aircraft which is reported by ADS-B; Also when combined with ADS-B, the other similarly-equipped aircraft in the airspace can observe the landing aircraft on cockpit displays, enhancing situational awareness and safety for these participating aircraft.

Claims

CLAIMS We claim:
1. A Transponder Landing System that uses a data link to communicate guidance information between a ground system and an aircraft.
2. A Transponder Landing System that uses a data link to communicate guidance information between a ground system and multiple aircraft.
3. The invention of claim 2 wherein the data link also includes a capability for ADS-B on the part of the participating aircraft.
4. A Transponder Landing System that uses a data link operating on more than one frequency to communicate guidance information between a ground system and multiple aircraft, said data link conforming to the protocols for the ICAO standard data link NDL Mode 4, and said more than one frequency used to isolate the high rate guidance commands on one frequency while allowing system control messages and other information to be transmitted on another frequency or frequencies.
PCT/US2002/013933 2001-05-04 2002-05-03 Enhanced transponder landing system using data link WO2002091595A2 (en)

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US28849701P 2001-05-04 2001-05-04
US60/288,497 2001-05-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2253935A1 (en) 2009-05-20 2010-11-24 Thales Method and system for assisting the landing or deck landing of an aircraft

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2253935A1 (en) 2009-05-20 2010-11-24 Thales Method and system for assisting the landing or deck landing of an aircraft
FR2945889A1 (en) * 2009-05-20 2010-11-26 Thales Sa METHOD AND SYSTEM FOR ASSISTING LANDING OR APPROVING AN AIRCRAFT
US8768542B2 (en) 2009-05-20 2014-07-01 Thales Method and system for assisting in the landing or the decking of a light aircraft

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