WO2023165654A1

WO2023165654A1 - Digital flying assistance system

Info

Publication number: WO2023165654A1
Application number: PCT/DE2023/100160
Authority: WO
Inventors: Holger Kalinka
Original assignee: Kapi Electronics Gmbh
Priority date: 2022-03-02
Filing date: 2023-03-01
Publication date: 2023-09-07

Abstract

Method for a flying assistance system for approaching or departing aircraft (1) which automatically receive required information via aircraft and/or private mobile radio without air traffic controllers (9), characterized in that digital voice information contains all the relevant weather data (4) for outputting and enabling the runway direction (10) for aircraft (1) and general information relating to the particular airport (11), and the flying assistance system is automatically activated via a radio connection (2) by means of the triggered PTT, push to talk, button. Method for increasing the range of a particular radio transmitter of an aircraft (1) and of a handheld radio device (8), which, upon radio triggering by means of a radio push to talk button, uses the assigned frequency of said handheld radio device to activate a radio converter (6) by means of a defined input signal (2) and (7) and passes this information signal to another frequency and outputs it again.

Description

Digital flight assistance system

The process is a digital flight assistance system to support/substitute flight controllers at traffic and special landing sites.

In particular, the economic criteria of operating an airfield are driving current considerations to simplify the legal requirements for the implementation of flight operations at such airfields and, as far as it makes sense and possible, to relax or replace them. It therefore makes sense to initially relieve the flight controllers of simple routine tasks through digitization/automation in order to reduce the personnel costs for the flight controller.

The object of the invention is to create a method for a flight assistance system, with the flight assistance system providing the operator of traffic and special airfields with a valuable additional tool that largely supports the flight controller and expands his communication radius.

The object was achieved in that patent claim 1 and its dependent claims were implemented.

It is a procedure for a flight assistance system for approaching or departing aircraft, which automatically receive the necessary information via flight and/or operational radio without a flight controller, with digital voice information including all relevant weather data for issuing and releasing the runway direction for aircraft, as well as contain general information about the respective airfield, and the flight director assistance system is automatically activated via a radio link by triggering a PTT signal, push to talk, a talk/send button and a The carrier signal is routed to another frequency and output as a voice/audio signal via the useful signal.

A digital and multilingual voice output is provided.

Transponder signals from the aircraft can also be recorded and evaluated.

In addition, all the necessary information for take-off and landing of an aircraft can be documented.

It is possible for the flight assistance system to be coupled via remote data monitoring and accordingly enables incoming and outgoing data transfer, with the recording of take-off and landing movements and remote activation of switches and lighting systems being made possible.

By outputting QDM signals, general tasks are also given to support navigation.

There is an automatic data comparison against malfunctions with standardized and/or approved systems such as METAR, ATIS.

It is also a procedure that, when a radio is triggered (TX) by means of a radio button PTT, push to talk, from a transmitter on the aircraft and/or a handheld radio with its assigned frequency using defined aeronautical radio and a converted radio connection, and this carrier signal is then switched to another frequency and output as a voice or audio signal via the useful signal.

In order to increase the range of a specific radio transmitter on an aircraft and a handheld radio, which, when radio is triggered by means of a radio button, push to talk, with its assigned frequency, a radio converter by means of a defined

replacement sheet| Input signal activated and this information signal redirected to another frequency and output again.

In addition, other switching processes can also be carried out with it.

The flight operations service is continuously guaranteed with the flight assistance system and the flight controller can also devote himself to administrative and organizational tasks.

Traffic and special landing sites are only manned by a flight controller on an hourly basis. The use of the flight assistance system provides the pilot with reliable and safe technical support for take-offs and landings 24 hours a day. The necessary information is available to the pilot even in poor visual flight conditions and at night.

In order to relieve the flight controller in his area of activity on the field, the flight assistance system can transmit the necessary information to approaching aircraft, such as the weather conditions at the respective field, runway clearances and instructions for arrivals and departures, without the aircraft being present have to be.

If required, the system is automatically activated via the regular air traffic service and accepts the usual acoustic messages from the flight controller using text-to-speech (TTS) synthetic voice output. These are then transmitted to the approaching or departing aircraft, including the current weather information recorded by the flight assistance system.

This means that current information on the air situation at the airport is available to the pilot at all times.

spare blade] After an initial radio call by the pilot, the flight assistance system sends the current wind direction and wind force, cross winds and gusts as well as the current air pressure at the airport via programmed synthetic voice output and recommends a landing direction to the approaching pilot.

The announcement of these messages correspond to the minimum legal requirements and are the basis of a commonly practiced approach and landing procedure.

All the necessary tasks of a flight controller can be replaced by the flight assistance system.

The flight assistance system can be used in addition to the regular activities of a flight controller and give him free space for other necessary activities.

In addition, it is possible to call up the current airport information online via web access to the flight assistance system, in order to be able to process the necessary protocols and evidence, e.g. from the home office.

An integrated digital control unit decides which landing and take-off direction can be released depending on the weather conditions and forwards this information to an integrated voice-automated, digital text-to-speech (TTS) announcement system with synthetic international voice output (here you can choose between male or female announcement voice possible) .

At the same time, several aircraft could also request this information during approach, departure or overflight.

spare sheet] To ensure orderly radio communication when there are several aircraft at the airport, the control unit ensures that radio time windows are set up. Disturbing radio communication overlays by the approaching or departing pilots, who can radio at the same time, are thus prevented.

The flight controller can always intervene in the automated process of the flight assistance system with a priority switch. This enables him to intervene immediately and directly in the event of unclear or dangerous events and to interrupt the flight assistance system.

Description of the flight assistance system according to Figure 1

- The flight assistance system is equipped with digital sensors to quickly and efficiently control and organize air traffic at the airport. The information from a digital weather station (4), such as wind direction, wind speed, air temperature, brightness, humidity, air pressure, time (UTC) and the constant presence of this information on the system, can relieve the flight controller.

Furthermore, the system is in constant listening mode and is not subject to human factors like a flight controller (9) in order to output this information immediately and up-to-date on request via a synthetic voice output via radio to the aircraft (1). In this way, a decision about the direction of approach and departure is automatically guaranteed as information (5) via the flight assistance system.

- If several aircraft (1) have accumulated in the system, there must be no disinformation whatsoever. The flight assistance system automatically assigns the approach and departure directions (10) of the individual take-off and landing movements (e.g. in the case of alternating wind influences on the runway (11) , to not here

5

spare blade] Output different information so that aircraft (1) do not interfere with each other).

- A necessary clear and unambiguous digital language is used to make air traffic safer and to prevent misunderstandings when exchanging information.

- Various languages can be implemented in the flight assistance system (e.g. English, French, Spanish, Polish, Russian etc.) .

- Remote data monitoring and remote maintenance of the flight assistance system is possible.

- Remote switching by the operator via the flight assistance system is possible in order to operate any lighting systems and/or barrier and gate systems.

- In the event of a power failure, the flight assistance system can continue to work for a specified period of time thanks to an uninterruptible power supply and at the same time pass this information on to everyone involved.

- A logging of all processes via archive is possible.

In order to relieve the responsibility of those on duty and/or employees in these areas of activity, the independently acting information system for mobile transport and means of transport is a procedure to provide approaching aircraft (1) with the necessary information, such as weather information (4) and runway clearances ( 10) as well as instructions for approaching and departing from the runway (11).

spare blade] This flight assistance system automatically informs all approaching and departing aircraft (1) and receives all current weather data via a connected weather station (4).

An integrated control unit (5) including a digital audio announcement system (3) transmits all the necessary information about the aeronautical radio frequency of the airfield radio connection (2) to the approaching or departing aircraft (1).

The integrated control unit (5) decides which landing and take-off direction is released depending on the weather conditions and gives this information to the integrated, digital, voice-automated announcement system (3) including the ground flight radio station. All the necessary information is displayed web-based on PCs and smartphones.

Unlike previous systems, such as ATIS information, which only announces general traffic information in tape loops, updated every 30 minutes, for airports and works passively, the flight assistance system is a process that only becomes active as an automatic landing information system when approaching or departing aircraft (1) call the relevant aerodrome frequency of the respective aerodrome to land or take off. The pilot immediately receives the necessary and up-to-date information for landings and/or departures only for this airfield (11). At the same time, several aircraft can request this information or are informed during approach or departure. Incorporated and calculated radio time window in the control unit (5) ensure optimal radio discipline and prevent radio overlay in flight radio by the individual approaching or departing aircraft (1).

spare blade] The advantages of the flight assistance system are that approaching or departing aircraft (1) automatically and without a flight controller (9) receive the necessary information via flight radio (2) from the flight assistance system, which is used to maintain the necessary flight safety. This digital voice information contains all relevant weather data (4) using an integrated digital weather station (4) for issuing and releasing the runway directions (10) for approaching and departing aircraft (1) as well as general information for arrivals and departures as well as opening hours of the respective airfield.

The flight assistance system is automatically activated via the aeronautical radio link (2) and the associated registration by the pilot via the triggered PTT signal Push to Talk, talk/send button .

The procedure consists in radio triggering (TX) using the PTT radio button (Push to Talk) from a specific transmitter on the aircraft (1) and/or a handheld radio (8) with its assigned frequency, using a defined radio connection to air radio (2) and converted Radio connection (7) can be communicated and this carrier signal is then routed to a different frequency and output via a useful signal (voice/audio signal).

There is also the possibility of changing the frequency of the carrier signal from the ground flight radio station (13) to a different frequency. This ensures a permissible increase in range on a different frequency, since there is optimum communication between the transmitter on the aircraft (1) and the flight controller (9) or vice versa in these frequency bands.

replacement sheet| The autonomy of the approved aeronautical radio frequencies (e.g. due to the specifications of the Federal Network Agency) and transmission power are retained. Direct radio contact between the handheld radio (8) and the aircraft (1) is regulated via the radio converter (RC) (6).

The method is characterized by the fact that a digital and multilingual voice output is provided.

Furthermore, by recording and evaluating the transponder signals of the aircraft, e.g. ADS-B code, all necessary information for take-off and landing, such as take-off and landing times and/or aircraft identification, is documented.

The method is characterized by the fact that remote data monitoring can be coupled and, accordingly, incoming and outgoing data transfer is made possible, such as recording take-off and landing movements and remote switching of the system, such as switching on lighting systems.

This method can also be used to provide general queries for navigation support, such as the output of a so-called QDM signal (QDM is a radio navigation signal for locating aircraft).

Another technical version under Figure 2 is as follows:

Aeronautical radio is a mobile aeronautical radio service between ground and air radio parts (tower/air vehicle). Aeronautical radio takes place in the 3 meter band in a frequency range from 118.000 to 137.000 MHz VHF AM and is primarily used for civil aeronautical radio service under the approval of the Federal Network Agency.

In the case of radio communication, however, there are often impairments in the two-way communication between the aircraft 12 and the ground radio station 13, mainly due to the following factors.

Flight or transmitter altitude

Freedom from obstacles between the transmitter and receiver and their distances Time of day and weather conditions Transmitting power of the radio devices

Aerodromes have to ensure constant listening to ensure that radio communications can be carried out during flights under visual flight rules.

Flight controllers who are not constantly on the tower can also carry out the necessary radio communication on the airfield with an approved handheld radio. This also applies to flight instructors, who appreciate a certain freedom of movement in daily operations with a handheld flight radio and thus maintain contact with the student pilot.

These handheld radios have a limited range due to the short antenna and the transmission power (6 watts).

Local conditions, hangars, buildings or solar panels also make transmission and communication difficult due to radio shadowing

reception qualities .

10

spare blade However, a frequency amplifier, repeater, is prohibited in the approval process of the Federal Network Agency and the Federal Office for Air Traffic Control.

The change to a higher radio frequency in local radio communication achieves an increase in the transmission and reception range. Furthermore, handheld radios 16 are more manageable and energy-efficient in the higher frequency ranges.

This can be made possible by using a radio converter 14, in which the audio (speech) and switching signals (PTT) are set to a different frequency by means of a digital radio converter 14 from the aircraft radio of the ground station 13 by means of a connected hand-held radio station 15, and also transferred received again from the aircraft 12. This rules out an impermissible increase in range through transmission amplifiers and/or repeaters.

The autonomy of the approved aeronautical radio frequencies and transmission powers are retained. Direct radio contact between the handheld radio 16 and the aircraft 12 is controlled via the radio converter 14 .

The method is that only when the radio is triggered (TX) by means of a radio communication button PTT (Push to Talk) from a specific transmitter with its assigned frequency, the radio converter 14 is activated by means of a defined input signal and this information signal is then routed to another frequency and is issued.

The radio converter 14 is thus automatically activated by a defined input signal via the PTT button (push to talk voice transmission button) from the aircraft 12 when calling the flight controller, or from the flight controller 16 to the aircraft 12, and does not require any analogue signals input filter.

11

spare blade This signal can also be used to trigger potential-free switching processes and actions, such as voice announcements and/or lighting control technology.

Independent, direct intervention by means of priority switching on the aircraft radio of ground radio station 13 is possible at any time and deactivates radio converter 14.

This method can be adapted to other frequency ranges and also allows higher frequencies to be converted into lower frequencies.

This procedure can always be used if the aim is to improve the range and quality of the radio signals by changing the frequency. As for example with the BOS, construction and/or marine radio.

The method also consists in the fact that the radio converter 14 can also be used to make switching operations.

12

spare blade Reference sign

1 aircraft

2 radio link aeronautical radio

3 integrated, digital voice-automated announcement system incl.

ground flight radio station

4 weather station

5 control unit

6 Radio Converter (RC)

7 converted radio link

8 handheld radio

9 flight directors

10 Information runway direction arrival/departure

11 runway

12 aircraft

13 ground station

14 radio converter

15 handheld radio station

16 handheld radio

13

spare blade

Claims

patent claim

1. A method for a flight assistance system for approaching or departing aircraft (1) which automatically receive the necessary information without a flight controller (9) via flight and/or operational radio, characterized in that digital voice information includes all relevant weather data for the and release of the runway direction (10) for aircraft (1), as well as general information of the respective airfield, and the flight director assistance system is automatically activated via a radio link (2) by triggering a PTT signal, push to talk, a Talk/send button and a carrier signal is routed to another frequency and output as a voice/audio signal via the useful signal.

2. Method for a flight assistance system according to claim (1), characterized in that a digital and multilingual voice output is provided.

3. Method for a flight assistance system according to claim (1), characterized in that transponder signals from the aircraft (1) can also be detected and evaluated.

4. A method for a flight assistance system according to claim (1), characterized in that in addition all the necessary information for take-off and landing of an aircraft (1) can be documented.

5. A method for a flight assistance system according to claim (1), characterized in that the flight assistance system is coupled via remote data monitoring and accordingly enables incoming and outgoing data transfer, with the detection of takeoff and landing movements and a Remote activation of switches and lighting systems is made possible. A method for a flight assistance system according to claim (1), characterized in that general tasks to support navigation are given by outputting QDM signals. Method for a flight assistance system according to Claim (1), characterized in that data is automatically compared against malfunctions with standardized and/or approved systems such as METAR, ATIS. Method according to one of the preceding claims, characterized in that when a radio is triggered (TX) by means of a PTT radio button, push to talk, from a transmitter on the aircraft (1) and/or a handheld radio (8) with its assigned frequency using defined aeronautical radio (2nd ) and converted radio connection (7) is activated and this carrier signal is then routed to a different frequency and output as a voice or audio signal via a useful signal. Method according to Claim 8, characterized in that to increase the range of a specific radio transmitter on an aircraft (12) and a handheld radio (16) which, when triggered by radio using a radio button, Push to Talk, uses a radio converter (14) with its assigned frequency using a defined input signal activated and directs this information signal to another frequency and outputs it again. . Method according to Claim 9, characterized in that further switching processes can also be carried out with it.