Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/50—Navigation or guidance aids
  • G08G5/54—Navigation or guidance aids for approach or landing
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/50—Navigation or guidance aids
  • G08G5/52—Navigation or guidance aids for take-off
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/50—Navigation or guidance aids
  • G08G5/55—Navigation or guidance aids for a single aircraft
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft
  • G08G5/70—Arrangements for monitoring traffic-related situations or conditions
  • G08G5/72—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic
  • G08G5/723—Arrangements for monitoring traffic-related situations or conditions for monitoring traffic from the aircraft

Definitions

• the present invention relates generally to avionics and, more specifically, to helicopter avionics.
• Helicopters take off from and land at airports, as well as a multitude of off-airport sites. However, helicopters are often flown differently around airports than at other landing zones. This may be due to several reasons, including noise abatement or fixed-wing air traffic.
• a helicopter When a helicopter flies an instrument landing approach to an airport, the helicopter is typically flown like a fixed-wing aircraft; that is to say, a high speed is maintained until decision height (DH).
• DH decision height
• a flight profile may be the same or similar to that of a typical controlled flight into terrain (CFIT) accident.
• an Enhanced Ground Proximity Warning System should warn the helicopter's pilot of the helicopter of a terrain alert situation.
• airport information such as, airport location (latitude, longitude), elevation, and runway heading
• Embodiments of the present invention provide methods, systems, and computer program products for using airport information based on the flying environment.
• ground proximity warning envelopes are automatically reduced to prevent unwanted, or nuisance, terrain alerts.
• ground proximity warning envelopes may remain unchanged.
• nuisance alerts are reduced when a helicopter is approaching a runway for landing and ground proximity warnings may remain in effect to maximize protection when a helicopter is flying near a runway without intent to land or is taking off from a runway.
• airport information is used based on a flying environment.
• Space having a first volume is monitored in front of and below the helicopter.
• a determination is automatically made as to whether the helicopter is flying an approach to a runway.
• the monitored space is automatically modulated to a second volume in front of and below the helicopter that is smaller than the first volume when the helicopter is determined to be flying an approach to a runway.
• the monitored volume of space ahead of and below the helicopter may become shorter and shallower when the helicopter is determined to be flying an approach to a runway. This is done to reduce nuisance alerts.
• the helicopter may be determined to be flying an approach to a runway when tracking of the helicopter is determined to be within a predetermined heading relative to a runway. Further, the helicopter may be determined to be flying an approach to a runway when the helicopter is determined to be within a predetermined distance of the runway.
• monitored space is maintained at the first volume when the helicopter is determined not to be flying an approach to a runway. This is done to maximize safety.
• the helicopter may be determined not to be flying an approach to the runway when the helicopter is determined to be flying near a runway without intent to land on the runway.
• the helicopter may further be determined not to be flying an approach to the runway when the helicopter is determined to be taking off from a runway.
• FIGURE 1 illustrates a flying environment in a vicinity of an airport runway
• FIGURE 2 is a block diagram of an exemplary system formed in accordance with an embodiment of the present invention
• FIGURE 3 is a logic diagram of processing performed according to an embodiment of the present invention.
• FIGURE 4 is a flow chart of an exemplary method according to an embodiment of the present invention.
• embodiments of the present invention provide a method, system, and computer program product for using airport information based on the flying environment.
• ground proximity warning envelopes are automatically reduced to prevent unwanted, or nuisance, terrain alerts.
• ground proximity warning envelopes may remain unchanged.
• nuisance alerts are reduced when a helicopter is approaching a runway for landing and ground proximity warnings may remain in effect to maximize safety when a helicopter is flying near a runway without intent to land or is taking off from a runway. Details of exemplary embodiments of the present invention are set forth below.
• FIGURE 1 is an overhead view of an airport and area around the airport, hi FIGURE 1, a helicopter (not shown) may operate in the air in one of three zones 10, 12, or 14. In the first zone 10, the helicopter is flying an approach to a runway 16.
• the approach may be an instrument approach, such as an Instrument Landing System (ILS) approach, a Global Positioning System (GPS) approach, or any other non-precision landing approach, or may be a visual flight rules (NFR) straight-in landing approach.
• ILS Instrument Landing System
• GPS Global Positioning System
• NFR visual flight rules
• the helicopter is operating in an airport environment and, specifically, may be operating in a runway environment.
• a helicopter may perform relatively extreme flying maneuvers, such as steep dives or steep banks. Because terrain alerts may distract a helicopter pilot during such extreme maneuvers, embodiments of the present invention advantageously disable terrain alerts when the helicopter is operating in the second zone 12.
• the helicopter may be taking off or may be flying in the vicinity of an airport.
• terrain warnings it would be desirable for terrain warnings to be generated as expected.
• embodiments of the present invention maintain ground proximity warning envelopes in their normal flying configurations in order to generate terrain warnings as expected for this above-referenced circumstance.
• an exemplary system 20 is configured to monitor space in front of and below a helicopter, and is also configured to automatically determine whether or not the helicopter is flying an approach to a runway.
• the system 20 is also configured to automatically modulate the monitored space in front of and below the helicopter to a smaller volume of space when the helicopter is determined to be flying an approach to the runway.
• a look-ahead warning generator 24 analyzes terrain and aircraft data and generates terrain profiles surrounding the aircraft.
• the generator 24 includes a processor 22.
• the processor 22 may either be part of the generator 24, or may be a separate processor 22 located either internal or external to the generator 24.
• the processor 22 suitably is an Enhanced Ground Proximity Warning System (EGPWS) processor, available from Honeywell International, Inc. Details of an EGPWS processor are set forth in U.S. patent number 5,839,080, the contents of which are hereby incorporated by reference.
• FIGURE 2 depicts many of the components of the EGPWS of U.S. patent number 5,839,080 in simplified block format for illustrative purposes. However, it is understood that the functions of these blocks are consistent with and contain many of the same components as the EGPWS described in U.S. patent number 5,839,080.
• the look-ahead warning generator 24 analyzes terrain and aircraft data, and generates terrain profiles surrounding the aircraft. Based on these terrain profiles and the position, track, and ground speed of the aircraft, the look-ahead warning generator 24 generates aural and/or visual warning alarms 36 related to the proximity of the aircraft to the surrounding terrain.
• Some of the sensors that provide the look-ahead warning generator 24 with data input concerning the aircraft are depicted in FIGURE 2.
• the look-ahead warning generator 24 receives positional data from a position sensor 26.
• the position sensor 26 may be a portion of a Global Positioning System (GPS), an Inertial Navigation System (INS), or a Flight Management System (FMS).
• GPS Global Positioning System
• INS Inertial Navigation System
• FMS Flight Management System
• the look-ahead warning generator 24 also receives altitude and groundspeed data from an altitude sensor 28 and groundspeed sensor 30, respectively, and aircraft track and heading information from track and heading sensors 31 and 32, respectively.
• the look-ahead warning generator 24 In addition to receiving aircraft data, the look-ahead warning generator 24 also receives data concerning the terrain surrounding the aircraft. Specifically, the look-ahead warning generator 24 is also connected to a memory device 34 that contains a searchable database of data relating to, among other things, the position and elevation of various terrain features and elevation, position, and quality information of runways.
• the look-ahead warning generator 24 receives data concerning the aircraft from the various sensors (22, 28, 30, 31 and 32). Additionally, the look-ahead warning generator 24 accesses terrain and airport information from the memory device 34 concerning the terrain surrounding the aircraft and runways in close proximity to the aircraft's current position. Based on the current position, altitude, speed, track, etc. of the aircraft, the look-ahead warning generator 24 generates terrain warnings and caution envelopes and generates alerts via either an aural/visual warning generator 36 and/or a display 38 as to terrain data that penetrates the terrain warning and caution envelopes.
• embodiments of the present invention also determine whether or not the helicopter is flying an approach to a runway.
• This runway selection feature is described in U.S. patent number 6,304,800, the contents of which are hereby incorporated by reference. For sake of clarity, some details from U.S. patent number 6,304,800 are included herein.
• the processor 22 advantageously and automatically determines whether or not the helicopter is flying an approach to the runway. While all details regarding this determination are set forth in US patent number 6,304,800, pertinent details are set forth below.
• the processor 22 initially receives data from the various sensors 25, 28, 30, 31 or 32 pertaining to the aircraft. Additionally, the processor 22 also accesses the memory device 34 and obtains data relating to the runway.
• the processor 22 determines a reference angle deviation between the aircraft and the runway. Based on a reference angle deviation associated with the runway, the processor 22 automatically determines whether the aircraft is likely to land on the runway. Whether the aircraft intends to land on the runway may be determined based on the relationship of a position (i.e., latitude and longitude) of the aircraft in relation to the position of the runway, the direction in which the aircraft is flying in relation to the direction in which the runway extends, or the approach angle of the aircraft with relation to the runway location or a combination of these reference deviation angles.
• a position i.e., latitude and longitude
• the processor 22 may also determine whether or not the helicopter is flying an approach to the runway based on the angle deviation between the direction in which the aircraft is heading (i.e., track) and the direction in which the runway extends lengthwise.
• the processor 22 initially receives tracking information pertaining to the current heading of the aircraft from one or more of the various sensors 25, 28, 30, 31 or 32. Additionally, the processor 22 also accesses the memory device 34 and obtains information relating to the lengthwise extension of the runway. Using the aircraft and runway information, the processor 22 determines a track angle deviation between the aircraft and the runway. Based on the track angle deviation associated with a runway, the processor 22 automatically determines whether or not the helicopter is flying an approach to the runway.
• the processor 22 may also determine whether or not the helicopter is flying an approach to the runway based on the approach angle of the aircraft.
• an aircraft will approach the runway within a predetermined range of angles, generally between 0° to approximately 7°. Approach angles above this range are typically considered unsafe for landing.
• an aircraft that has a vertical angle with respect to the runway that is within the predetermined range of angles is more likely to land on the runway, and likewise, an aircraft that has a vertical angle with respect the runway that is greater than a predetermined range of angles is more likely not to land on a runway.
• the approach angle is usually referred to as glideslope and represents a vertical angle of deviation between the position of the aircraft and the runway. Details for determining whether or not the helicopter is flying an approach to the runway based upon bearing, track angle, and glideslope are set forth in U.S. Patent Number
• the monitored space in front of and below the helicopter is advantageously automatically modulated to a second volume in front of and below the helicopter that is smaller than the first volume when the helicopter is determined to be flying an approach to the runway. That is to say, the look-ahead warning envelope is automatically modulated to a shorter and shallower look-ahead warning envelope.
• the EGPWS is desensitized in order to prevent unwanted nuisance alarms during the landing procedure. Desensitizing the EGPWS to prevent unwanted nuisance alarms during landing is currently known in the art and is described in US patent number 5,839,080, the contents of which are hereby incorporated by reference.
• desensitizing the EGPWS to prevent unwanted nuisance alarms entails modulating the look-ahead warning envelope from a first monitored space having a first volume in front of and below the helicopter that extends along a first length along a first axis in front of the helicopter and at a first angle below the helicopter to a shorter and shallower look-ahead warning envelope having a second volume of monitored space in front of and below the helicopter that extends along a second length that is shorter than the first length along a second axis in front of the helicopter at a second angle below the helicopter that is smaller than the first angle.
• embodiments of the present invention maintain the look-ahead warning envelope without desensitizing the EGPWS when the helicopter is not flying an approach to the runway.
• the helicopter is determined not to be flying an approach to the runway and the look-ahead warning envelope is not modulated.
• the EGPWS provides terrain warnings according to normal operation.
• the helicopter may be determined to not be flying an approach to the runway in response to information provided to the processor 22 from a flight management system (FMS) or a global positioning system (GPS).
• FMS flight management system
• GPS global positioning system
• the helicopter is not flying an approach to the runway when an "approach mode" is not selected by the FMS or the GPS.
• an FMS flight plan may be used to determine whether or not the helicopter is flying an approach to the runway.
• the helicopter is also not flying an approach to the runway when the
• takeoff logic 40 determines when the helicopter is taking off.
• a branch 42 sets a latch 44 with a determination that the helicopter is taking off.
• Another branch 46 resets the latch 44 when the helicopter has cleared a predetermined height.
• a signal 48 indicative of whether computed terrain clearance is valid is provided to 0 an AND gate 50.
• the computed terrain clearance must be valid to be used by the logic 40.
• the signal 48 indicates that the computed terrain clearance is valid when parameters used to compute the computed terrain clearance are valid.
• a signal 52 indicative of whether ground speed is valid is also provided to the AND gate 50.
• the ground speed must also be valid to be used by the logic 40.
• the signal 52 indicates that the ground speed is valid when parameters used to compute the ground speed are valid.
• a signal 54 indicative of the computed terrain clearance is provided to a comparator 56.
• a signal 58 indicative of takeoff height is also provided to the comparator 56.
• the takeoff height may have a value of approximately 100 ft.
• takeoff height may have any value as desired for a particular application.
• Output of the comparator 56 is provided to the AND gate 50.
• the comparator 56 outputs a logic one signal.
• a signal 60 indicative of takeoff speed is provided to a comparator 62. Given by way of nonlimiting example, takeoff speed may have a value of approximately 40 knots.
• takeoff speed may have any value as desired for a particular application.
• a signal 64 indicative of ground speed is also provided to the comparator 62. Output of the comparator 62 is provided to the AND gate 50. When the 0 ground speed, indicated by the signal 64, is less than the takeoff speed, indicated by the signal 60, then the comparator 62 outputs a logic one signal.
• the AND gate 50 When all the inputs to the AND gate 50 are logic one signals, then the AND gate 50 outputs a logic one signal. That is, a determination is made that the helicopter is taking off. Output of the AND gate 50 is provided to an input terminal of an OR gate 66. A signal 68 5 indicative of whether the helicopter is in the air is provided to an inverting input 70 of the OR gate 66. Output of the OR gate 66 is provided to a delay block 72.
• the delay block 72 inserts a suitable time delay and provides the output from the OR gate 66 to a set terminal of the latch 44.
• the time delay inserted by the, block 72 may have any value as desired for a particular application. In one exemplary embodiment of the present invention, the delay block 72 inserts a delay of around 0.2 seconds.
• the signal 68 is provided to an input of an AND gate 74.
• a signal 76 indicative of whether computed terrain clearance is valid is also provided to an input of the AND gate 74. Details of the signal 76 are the same as those set forth above regarding the signal 48.
• a signal 78 indicative of whether computed terrain clearance exceeds a predetermined takeoff reset height is also provided to an input of the AND gate 74.
• the takeoff reset height may have a value of approximately 300 ft. However, it will be appreciated that the takeoff reset height may have any value as desired for a particular application.
• the AND gate 74 When the helicopter is in the air, the computed terrain clearance is valid, and the computed terrain clearance exceeds the takeoff reset height, as indicated by the signals 68, 76, and 78, respectively, then the AND gate 74 outputs a logic one signal to the OR gate 84.
• the signal 68 is also provided to an input of an AND gate 80.
• a signal 82 indicative of simulator reposition is also provided to the AND gate 80.
• simulator reposition is a switch or Boolean that comes from a flight simulator when the simulator repositions the aircraft position (for example, starting a new simulation scenario).
• the AND gate 80 outputs a logic one signal.
• the output of the AND gate 74 and the output of the AND the gate 80 are provided to an and OR gate 84.
• Output of the OR gate 84 is provided to a delay block 86.
• the delay block 86 inserts a suitable time delay. Given by way of nonlimiting example, the time delay inserted by the delay block 86 may be around two seconds or so. However, it will be appreciated that the time delay inserted by the delay block 86 may have any value as desired for a particular application.
• the output of the OR gate 84, delayed by the delay block 86, is provided to a reset terminal of the latch 44.
• the latch 44 is reset (that is, it is determined that the helicopter is no longer taking off) when the helicopter is in the air and has a gain in altitude in excess of the takeoff reset height.
• the latch 44 may be reset when the helicopter is in the air and the simulator reposition signal 82 is activated.
• Output of the takeoff latch 44 is provided to the generator 24 (FIGURE 2).
• the generator 24 is provided with a determination that the helicopter is taking off.
• the processor 22 maintains the look-ahead warning envelopes per normal operation.
• a method 100 for using ai ⁇ ort information based on the flying environment begins at a block 102. Details of processing performed at blocks of the method 100 have been set forth above in discussions of FIGURES 1-3. It will be appreciated that processing to implement the method 100 suitably is implemented in software running on the processor 22 (FIGURE 2).
• look-ahead volume is monitored and look-ahead warning envelopes are generated per normal operation of an EGPWS.
• a determination is made as to whether the helicopter is flying an approach to a runway.
• the look-ahead warning envelopes are reduced.
• the reduced look-ahead warning envelopes are monitored at a block 110.
• Appropriate terrain alerts are generated by the EGPWS according to the reduced look-ahead warning envelopes at a block 112.
• the method 100 ends at a block 114.
• the look-ahead warning envelopes are maintained in their normal configurations.
• the normal look-ahead warning envelopes are monitored at a block 118.
• Appropriate terrain alerts are generated by the EGPWS according to the normal look-ahead warning envelopes at the block 112.
• the method 100 ends at a block 114.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Traffic Control Systems (AREA)
• Position Fixing By Use Of Radio Waves (AREA)
• Navigation (AREA)

Priority Applications (4)

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Publications (2)

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• 2003
  • 2003-11-06 US US10/703,185 patent/US7133754B2/en not_active Expired - Lifetime
  • 2003-11-10 EP EP03768785A patent/EP1563473B1/en not_active Expired - Lifetime
  • 2003-11-10 DE DE60321949T patent/DE60321949D1/de not_active Expired - Lifetime
  • 2003-11-10 JP JP2004551936A patent/JP4993855B2/ja not_active Expired - Fee Related
  • 2003-11-10 AU AU2003291390A patent/AU2003291390A1/en not_active Abandoned
  • 2003-11-10 WO PCT/US2003/035654 patent/WO2004044667A2/en not_active Ceased
• 2005
  • 2005-07-29 US US11/161,346 patent/US20060080008A1/en not_active Abandoned

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