CN101646984A - Flight management system for generating variable thrust cutback during aircraft departure - Google Patents
Flight management system for generating variable thrust cutback during aircraft departure Download PDFInfo
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Abstract
A flight management system is provided for generating a variable thrust cutback during aircraft departure. The flight management system includes memory storing a sound exposure level limit for a navigation flight and storing expected sound exposure levels for an aircraft, and one or more inputs for receiving sensed aircraft variables including altitude and airspeed. The system also includes a processor for processing the sensed altitude and airspeed and stored sound exposure levels. The processor further computes an engine thrust value that complies with the sound exposure level limit based onthe altitude, airspeed and the sound exposure levels for controlling aircraft throttle during departure.
Description
The cross reference of related application
The 60/894th, No. 803 of requiring to submit on March 14th, 2007 of the application, title are the right of priority of " Flight Management System and Method of Generating Variable ThrustCutback During Aircraft Departure " provisional application.
Technical field
Technology relate generally to aircraft flight described herein management, more particularly, relate to be used for calculating take off during the system of aircraft engine throttle (engine throttle) reduction.
Background technology
It for example is navigation information by the flight path of the destination appointment of navigation position coordinate representation that aircraft is equipped with usually that flight management system is used to manage aircraft flight control, produces the flight profile data and provide.In addition, flight management control system also can be configured to provide the setting of aircraft engine throttle for manually or automatically controlling of motor power (engine thrust).Rise during (takeoff) at aircraft, flight management system can be determined the motor power requirement, to promote aircraft fully, make aircraft typically climb fully with angle of pitch speed (pitch rate) according to the air traffic control institute's requirement or the timetable that stylizes from runway rising time-out.
Aircraft typically is equipped with the jet engine that can produce high strength sound.The position of supposing the airport is near the residential area, and the sound exposure level (SEL) that is experienced near the community owing to take off has become serious day by day problem, and this problem causes that noise alleviates the enforcement of program, so that reduce the community's noise during taking off.Recently, U.S.'s commercial aircraft association (NBAA) attempts to set up and is used for the national standard that noise alleviates the flight operation of program.These programs require usually aircraft during taking off just when runway rises, aircraft is with the climb height (wherein having had the flaps (flap) in being provided with) of 1,000 feet of airfield runway tops of maximum practical pitch speed.When arriving at the airport 1,000 feet of level tops, program is recommended aircraft to accelerate to back segment speed usually and is regained flaps.Program also recommends aircraft that motor power is reduced to the quiet climb setting, keeps the rate of climb of 1,000 feet of per minutes and air speed to be no more than qualification speed till 3,000 feet height of the level top that arrives at the airport simultaneously.At 3,000 feet more than the level, aircraft will recover to have table progressively use the power that climbs normal the time-to-climb.Certainly, aircraft control will stand aircraft control requirement and other airspeed limitation.If type of airplane with rise differently from condition, the pilot can independently determine should be before flaps be regained, during or reduced from thrust afterwards.
The previous noise of proposing alleviates program and typically uses the level altitude that is used for thrust cutback and recovery, and this level altitude causes that usually aircraft with Different Weight and different operating temperature is to be in when the specified altitude assignment above the Different Ground site.For example, the heavy airplane in hot day compare cold day than light aerocraft, (pitch) climbs with less pitching.In order to ensure noise reduction enough in the whole takeoff procedure, thrust cutback and recovery highly refer generally to be decided to be conservative, and this just causes the waste of fuel oil.Recognize that usually more effective climb profile need be climbed with feed pull maximum, make aircraft in the higher less time of low clearance place cost of resistance coefficient typical case.
In addition, alleviate program about the noise of previous proposal, the rate of climb purpose that the per minute of appointment is 1,000 feet provides possible maximum thrusts and reduces, and also keeps the performance of level of security.Yet, depending on aircraft, the noise reduction of realizing under the rate of climb power setting that obtains 1,000 feet of per minutes may be less than and meet community's surface noise and limit needed noise reduction.Actual noise footprint motor power setting typically, air speed and the aircraft function of the height of side on the ground on the ground.If motor power only reduces to the sound exposure level that is enough to satisfy needs under the current flight condition, so higher rate of climb may cause in the lower height less time, thereby reduces resistance and improve fuel economy.
Therefore, expectation provides the program of taking off, and it provides enough noise reductions in community's noise criteria during taking off, strengthened fuel economy simultaneously.Further expectation provide flight management system and method, this system and method is managed taking off of aircraft effectively and the engine thrust cutback of optimization is provided simultaneously, alleviates to obtain community's noise effectively.
Summary of the invention
In one aspect of the invention, flight management system is provided for producing variable thrust cutback during taking off.Flight management system comprises storer and one or more input media, storer is used for storing the sound exposure level limits that is used for navigation flight and stores the expectation sound exposure level that is used for aircraft, and input media is used for receiving the aircraft variable that comprises height and air speed of sensing.This system also comprises the processor of the sound exposure level of the height that is used to handle sensing and air speed and storage.Aircraft throttle during this processor further calculates the engine thrust value that meets sound exposure level limits and takes off with control based on height, air speed and sound exposure level.
Description of drawings
Accompanying drawing illustrates several embodiment of technology described herein, wherein:
Fig. 1 is that aircraft leaves the front elevation that airfield runway uses the thrust cutback climb profile according to an embodiment of the invention;
Fig. 2 is that aircraft leaves the vertical view that airfield runway uses the flight path of thrust cutback climb profile according to an embodiment of the invention;
Fig. 3 is that aircraft leaves the front elevation that airfield runway uses the flight path of thrust cutback climb profile according to an embodiment of the invention;
Fig. 4 is the block diagram of the flight management system that uses aboard according to an embodiment of the invention and be configured to provide the thrust cutback flight control;
Fig. 5 illustrates the process flow diagram that is used to determine dB leg (dB leg) thrust cutback routine of motor power during the program of taking off;
Fig. 6 is the process flow diagram that illustrates the calculating thrust routine of using in Fig. 5 routine; And
Fig. 7 is the table that comprises exemplary aeroplane performance data, and it comprises and is stored in height, motor power and the sound exposure level that is used to calculate thrust cutback in the storer.
Embodiment
With reference to figure 1, usually illustrate aircraft 10 according to the present invention from the taking off of airfield runway 12, it is according to reducing the profile of mushing realized according to variable engine thrust with at high-level efficiency acquisition community noise reduction.Aircraft 10 can comprise jet-propulsion formula and impeller driven formula aircraft, uses in whole aircraft industry usually as it.In the example that illustrates, three airplanes 10 of Different Weight since the difference (for example weight difference) of aircraft along different departure paths.
From airfield runway 12 from or take off during, aircraft 10 typically quickens with total power, wherein the aircraft drag plate has been arranged on and has offed normal a little, makes aircraft rise from runway with the initial rate of climb on the path 14 (angle of pitch speed) and the angle [alpha] of climbing.Size and weight, motor power and atmospheric conditions (for example temperature, wind and other variable) that the speed of mushing can be depending on aircraft change.When aircraft 10 arrived quiet climb location or destination 20, the dB leg in the navigational route database began, and thrust compute routine begins, and made the thrust of aircraft engine be reduced the sound exposure level (SEL) that allows with the maximum of satisfying the demand.Engine thrust cutback can be variable and be based on the value of continuous calculating.Start from the destination 20 in the quiet climb region, aircraft 10 continues on path 16, till arriving thrust restoration/acceleration location or destination 22.Outside position 22, finish the dB leg and thrust compute routine finishes, and total power can recover to aircraft 10, and aircraft 10 continues to climb on path 18 and with the angle [alpha] of climbing.
The sound monitor 24 that also illustrates is usually located on the ground between thrust cutback position 20 and the thrust restoration/acceleration location 22, with monitoring because aircraft aloft flies at the sound that ground was experienced.Sound monitor 24 typically is positioned at the place on contiguous airport, and can be by government authority (for example air traffic control) monitoring, to guarantee meeting community's noise criteria from the aircraft that runway 12 takes off.Advantageously, the program of taking off provided by the present invention guarantees that aircraft meets community's noise criteria with effective and efficient manner during taking off.
With reference to figure 2 and 3, the dB leg can be calculated based on a plurality of sound monitoring point 25 along flight path 26, as the storage and the alternative of the related fixing maximum SEL level in leg that fly.In this embodiment, with the related SEL level of expection flight path by and the point of each sound monitoring point 27 beam between interpolation be confirmed as variable along flight path.Compare flight path top from the distance 29 of aircraft, and the maximum SEL at each beam point place is based on the distance 28 of beam point place from aircraft to the sound monitoring point on the path.
With reference to figure 4, an embodiment of flight management system 30 is illustrated as usually and disposes the program of taking off of the present invention, so that provide engine thrust cutback to obtain community's noise reduction effectively.In the illustrated embodiment, flight management system 30 comprises FMS onboard computer processor 32 and storer 34.Storer 34 comprises the navigational route database 36 of storage, and these storage navigational route database 36 storages comprise the aircraft navigation information of dB leg 37 information.DB leg 37 comprises navigational waypoints and one or more sound exposure level limits that is used for this leg.Storer 34 also comprises aircraft performance database 38, and this performance database 38 comprises the aircraft customizing messages, and this customizing messages comprises the expectation sound exposure level in the SEL table 39.DB leg thrust cutback routine 100 and thrust compute routine 110 also are stored in the storer 34.Onboard computer processor 32 receives the various inputs of the air themperature 56 of the air speed 54 of the aircraft altitude 52 that comprises from the sensing of air data computer 50, sensing and sensing.In addition, processor 32 receives input from the sensor 40 that navigates, for example from the position coordinates of GPS (GPS) 42 with from the inertial data of inertial sensor 44.In addition, processor 32 receives other input from other sensor, such as amount of fuel 58, and other obvious sensed variables of those skilled in the art.
The flight management system 30 that this paper illustrates and describes is embodiment of flight management system, and this flight management system can be configured to finish the thrust cutback of aircraft during taking off program.In this embodiment, the thrust meter operator routine 110 of thrust cutback routine 100, its association, dB leg and sound exposure level (SEL) table 36 with SEL restriction are stored in the storer 34.The navigational route database 36 that will be appreciated that storer 34 and its storage can be included in the existing navigational route database that has now in the flight management system, and it is updated to finish the thrust cutback takeoff procedure.An example of existing flight management system is open in the 5th, 121, No. 325 patents of the U.S..Aircraft performance database 38 also rises among the existing FMS with as renewal.Will be appreciated that according to instruction of the present invention, other flight management system can be configured to carry out thrust cutback.
DB leg thrust cutback routine 100 produces the variable thrust magnitude that meets the SEL restriction constantly, and the SEL restriction is that the maximum of appointment is no more than the requirement of noise rank.The dB leg is specified by the destination position, and appointment be no more than the dB leg that sound exposure level is assigned to the whole leg before the next destination.When the navigational waypoints 20 of the dB of process beginning leg is determined in the aircraft site, thrust cutback routine 100 calculating noise limit thrust, it can be used aircraft is remained in the maximum sound exposure level for that navigation leg.If value dropped on from during restriction of applicable mission phase thrust and minimum the permission between the thrust, using noise limit thrust, this minimum allow thrust to be often referred to be decided to be the minimum percent minimizing that quota decide thrust.In addition, aircraft altitude, when on the dB leg, must be more than preset level, according to an example, typically before using any minimizing, above the original base altitude datum about 800 feet.
According to an embodiment, be stored in storer 34 and in Fig. 5, obtain diagram by the dB leg thrust cutback routine 100 that processor 32 is carried out.Whether routine 100 is from step 102, and carry out in step 104 with the height of determining aircraft less than above the airport 800 feet.If aircraft does not have to obtain at least 800 feet height above sea level or height, routine 100 will be established motor power to normal thrust in step 124, withdraw from step 126 then.Be purpose of safety, thrust reduces up to aircraft just to be carried out in predetermined altitude (as 800 feet of ground level tops) time.In case aircraft has obtained at least 800 feet height, whether routine 100 is determined to the distance of starting position, dB leg less than 0 in step 106, if not, proceed to step 108, with the distance of the end that is determined to the dB leg whether greater than 0.Step 106 determines whether the starting point of dB leg arrives, and step 108 determines whether the end point of dB leg arrives.Reduce if thrust outside the dB leg, is not used in the position of aircraft, and thrust is set to normal thrust and is used by mushing in step 124.At this mission phase, speed typically is provided with by the aircraft drag plate by the pitch control subsystem appointment in takeoff procedure and controls.Because aircraft evelvator (elevator) is used for controlling pitching, this is commonly referred to as the speed according to the elevating rudder pattern.
In case determine aircraft based on the flight of dB leg, routine 100 proceeds to step 110 to calculate dB thrust, and it is to cause effectively acquisition by the thrust magnitude of the specified sound exposure level limits of thrust cutback program.According to an embodiment, the calculating of dB thrust obtains by handling one group of SEL table 39 that is stored in the aircraft performance database 38.An example of this SEL table 39 illustrates in Fig. 7.The SEL table set that is adapted to particular aircraft and engine type is selected from aircraft/engine performance data storehouse 38.Input for table comprises thrust, exceeds the height and the true air speed (TAS) on ground, and it is in conjunction with the sound exposure level as appointment (SEL) that causes producing.In this uses, thrust cutback routine 100 is identified for specifying the desired thrust of SEL level, make that the increment change (referring to delta (Δ) thrust magnitude) in the thrust is used, equal the SEL restriction up to the SEL that calculates, this is illustrated and is described in subroutine shown in Figure 6 110.
With reference to figure 6, the dB thrust subroutine starts from step 150, and carries out thrust is arranged to equal normal thrust in step 152.Next step, in step 154, thrust meter operator routine 110 is arranged to equal function based on thrust, height and true air speed (TAS) with SEL.Suppose that SEL, height and TAS are known, routine 110 can solve thrust.Next step, routine 110 is compared SEL with the SEL restriction, if equate, proceed to step 160, before finishing in step 166 dB thrust is arranged to equal this thrust.If the difference between SEL and the SEL restriction is less than 0, routine 110 proceeds to step 162, and the delta (+Δ) thrust thrust is arranged to equal positive turns back to step 154 then.If SEL deducts the difference of SEL restriction greater than 0, routine 110 proceeds to step 164 then, and delta (Δ) thrust thrust is arranged to equal to bear turns back to step 154 then.
In subroutine 110, calculate after the dB thrust magnitude, routine 100 proceeds to determination step 112, with the dB thrust magnitude that determine to calculate whether greater than normal thrust, and if like this, before step 126 withdraws from, in step 124, carry out thrust is arranged to equal normal thrust.Therefore, if the dB thrust of calculating greater than normal thrust, is used normal thrust, because SEL will be below the SEL restriction.If the dB thrust of calculating is less than normal thrust, routine 100 proceeds to step 114, to calculate aircraft vertical speed (v/s) with the dB thrust of calculating.Next step, in determination step 116, whether the vertical speed that routine 100 is determined to calculate is less than 1,000 feet of per minutes.If the aircraft vertical speed of calculating is equal to or greater than 1,000 feet of per minutes, before step 126 withdraws from step 122, the dB thrust that routine 100 is carried out thrust is arranged to equal to calculate.If the aircraft vertical speed of calculating is less than 1,000 feet of per minutes, routine 100 is arranged to equal 1,000 feet of per minutes with the target vertical speed in step 118, thrust mode is arranged to equal the speed according to throttle then in step 120.In this case, ignore the dB thrust of calculating, and the control throttle is so that keep minimum assigned aircraft vertical speed (it is 1,000 feet of per minutes in the present embodiment).Can be alternatively, minimum climb gradient (typically 1.2%) can be used to calculate the lower limit of aircraft thrust, to replace minimum aircraft vertical velocity.Thus, when aircraft can not keep the minimum value climbing performance, can ignore noise and alleviate restriction.
Therefore, when the dB thrust of calculating during greater than normal thrust, because SEL will will use normal thrust below the SEL restriction.If the dB thrust of calculating is less than normal thrust, as long as the gradient of climb of gained is just used dB thrust more than specified limit (for example per minute is 1,000 feet).In in these situations any one, air speed is by controlling according to the speed of elevating rudder pattern.If dB thrust causes the gradient of climb less than 1,000 feet of per minutes, change pitch mode with the control vertical speed, and the air speed that the thrust of gained is controlled will cause that SEL is more than the SEL restriction.Should be appreciated that, depend on aircraft and condition, the appointment gradient of climb that per minute is 1,000 feet can be changed.
With reference to figure 7, illustrated for a example in the expectation sound exposure level (SEL) of decibel (dB) in the specific aircraft engine of specified vacuum speed 160 joints (knot).The SEL value is the function of true air speed, minor increment (highly) and thrust.The example of the minor increment of selecting at the engine thrust value place of 3000,4000,7000 and 9000 ft lbfs (lbf) is illustrated in exemplary table.For given engine, the thrust of 9000lbf can represent initial aircraft rise from the time total power motor power, thrust cutback level in the middle of wherein the thrust of 7000lbf can be represented.The expectation SEL value that will be appreciated that in the table to be occurred can be determined based on the measurement that the scene that is used for specific aircraft engine is made.The value that also will be appreciated that in the table to be obtained can be from giving the aircraft modeling and estimating that the SEL value obtain.Can produce other table at different air speeds, and each table can be stored in the navigational route database of storage, and be used for calculating the thrust cutback during taking off.
It is known being used to calculate because jet-propelled and impeller driven formula aircraft is worked near the airport in the sound exposure level technology that ground location produced.An example that is used for calculating near the airport noise program the airport is disclosed at the title of in March, the 1986 issue SAEAerospace Information Report SAE AIR 1845 for " Procedure for theCalculation for Airport Noise in the Vicinity of Airports ".Another document that openly is used to calculate the program of airport noise is the Department of Transportation report of the exercise question of in January, 2002 report for " Integrated Noise Model (INM) Version 6.0 Technical Manual ".Will be appreciated that these and other program is known, and can be used to calculate take off during near the airport airport noise, it can be used to produce the sound exposure level that is stored in the navigational route database.
Should be appreciated that thrust minimizing method described herein and flight management system can be advantageously used in effectively takes off, and meets community's noise requirements simultaneously.Should be appreciated that in the situation of light aerocraft, aircraft can the dB leg begin have enough height, make that need not thrust reduces in the SEL restriction.Thereby, only when need satisfying the SEL restriction, thrust just reduces thrust, caused the flight profile of fuel-efficient more.
Preferred embodiment has only been considered in description above.Modification of the present invention will or use those people of the present invention to expect by those skilled in the art and manufacturing.Therefore, will be appreciated that, shown in the accompanying drawing and at above-described embodiment only is for demonstration purpose, rather than intended scope of the present invention, and scope of the present invention is limited by the following claim of being explained according to Patent Law principle (comprising equivalence principle).
Claims (10)
1. flight management system that produces the variable thrust reduction during being used to take off, described system comprises:
Storer, its storage are used for the sound exposure level limits of navigation flight and the expectation sound exposure level that storage is used for aircraft;
One or more input medias, it is used for receiving the aircraft variable that comprises height and air speed of sensing; And
Processor, the sound exposure level that it is used for handling the height of institute's sensing and air speed and is stored, described processor are further calculated the engine thrust value that meets described sound exposure level limits with aircraft throttle during being used for control and taking off based on described height, air speed and expectation sound exposure level.
2. the system as claimed in claim 1 comprises that further the engine thrust value that is used for being calculated outputs to the output unit of display.
3. the system as claimed in claim 1 comprises that further the engine thrust value that is used for being calculated outputs to the output unit of engine oil door controller with the control engine throttle.
4. the system as claimed in claim 1 is characterized in that, the motor power that is calculated is used for controlling engine throttle when aircraft arrives navigation position.
5. the system as claimed in claim 1 is characterized in that, the motor power that described storer calculated is used for controlling engine throttle at aircraft when predetermined altitude is above.
6. the system as claimed in claim 1 is characterized in that, described storer comprises the navigational route database of the described sound exposure level limits of storage of being stored.
7. the system as claimed in claim 1 is characterized in that, if the vertical speed of aircraft when predetermined minimum vertical speed is following, the motor power that is calculated remains on minimum value.
8. the system as claimed in claim 1 is characterized in that, the motor power that is calculated compares and calculates corresponding to the thrust magnitude that exposes the sound limit to the open air with the expectation sound exposure level by the aircraft variable with institute's sensing to be determined.
9. the system as claimed in claim 1 further comprises a plurality of tables that are stored in the storer, and its appointment is used for expecting sound level on the ground as the function of thrust, height above sea level and air speed of aircraft.
10. flight management system that produces the variable thrust reduction during being used to take off, described system comprises:
Storer, its storage are used for the sound exposure level limits of navigation flight and the expectation sound exposure level that storage is used for aircraft;
One or more input medias, it is used for receiving the aircraft variable that comprises height and air speed of sensing;
Be used to export the output unit of the engine thrust value of being calculated;
A plurality of tables, it is stored in the storer, specifies on the ground as the function of thrust, height above sea level and air speed be used for aircraft and expects sound level; And
Processor, the sound exposure level that it is used for handling the height of institute's sensing and air speed and is stored, described processor are further calculated the engine thrust value that meets described sound exposure level limits with aircraft throttle during being used for control and taking off based on described height, air speed and expectation sound exposure level;
Wherein, the motor power that is calculated compares and calculates corresponding to the thrust magnitude that exposes the sound limit to the open air with the expectation sound exposure level by the aircraft variable with institute's sensing and determines; And
Wherein, the motor power that is calculated is used for controlling engine throttle.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US89480307P | 2007-03-14 | 2007-03-14 | |
| US60/894,803 | 2007-03-14 | ||
| US11/954,056 | 2007-12-11 | ||
| US11/954,056 US8670881B2 (en) | 2007-03-14 | 2007-12-11 | Flight management system for generating variable thrust cutback during aircraft departure |
| PCT/US2008/056174 WO2008112530A2 (en) | 2007-03-14 | 2008-03-07 | Flight management system for generating variable thrust cutback during aircraft departure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101646984A true CN101646984A (en) | 2010-02-10 |
| CN101646984B CN101646984B (en) | 2011-10-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2008800083702A Active CN101646984B (en) | 2007-03-14 | 2008-03-07 | Flight management system for generating variable thrust cutback during aircraft departure |
| CN2008800082470A Active CN101657771B (en) | 2007-03-14 | 2008-03-07 | Method of generating variable thrust cutback during aircraft departure |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2008800082470A Active CN101657771B (en) | 2007-03-14 | 2008-03-07 | Method of generating variable thrust cutback during aircraft departure |
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| CN (2) | CN101646984B (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102495635A (en) * | 2011-12-08 | 2012-06-13 | 西安航空电子科技有限公司 | Comprehensive avionics system for small-sized general aircraft |
| CN103057710A (en) * | 2011-10-18 | 2013-04-24 | 通用电气公司 | Method for a noise abatement procedure for an aircraft |
| CN105035335A (en) * | 2014-04-30 | 2015-11-11 | 霍尼韦尔国际公司 | System and method for improved low airspeed warning |
| CN107054672A (en) * | 2015-11-27 | 2017-08-18 | 空中客车运营简化股份公司 | Method, control device and the corresponding aircraft of the thrust of the jet engine of aircraft are controlled during takeoff phase |
| CN107792379A (en) * | 2016-08-31 | 2018-03-13 | 波音公司 | The method and apparatus for controlling the thrust oblique ascension of aircraft engine |
| CN110174840A (en) * | 2018-02-20 | 2019-08-27 | 波音公司 | Climbing performance during being taken off using variable initial pitch angle objective optimization |
| CN110275541A (en) * | 2018-03-16 | 2019-09-24 | 埃姆普里萨有限公司 | The optimization track of noise is improved using automatic takeoff |
| CN111492323A (en) * | 2017-12-20 | 2020-08-04 | Wing航空有限责任公司 | Mitigating noise exposure of unmanned aerial vehicles |
| CN111932948A (en) * | 2020-07-02 | 2020-11-13 | 四川九洲空管科技有限责任公司 | Multi-source acquisition and configuration method for aircraft characteristic information of comprehensive monitoring system |
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| US4019702A (en) * | 1975-11-13 | 1977-04-26 | The Boeing Company | Method and apparatus for guiding a jet aircraft in a noise-abated post-takeoff climb |
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| WO2000005494A1 (en) * | 1998-07-22 | 2000-02-03 | Friedmund Nagel | Device and method for actively reducing the noise emissions of jet engines and for diagnosing the same |
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| CN103057710A (en) * | 2011-10-18 | 2013-04-24 | 通用电气公司 | Method for a noise abatement procedure for an aircraft |
| CN103057710B (en) * | 2011-10-18 | 2016-09-14 | 通用电气公司 | Method for the noise reduction program of aircraft |
| CN102495635A (en) * | 2011-12-08 | 2012-06-13 | 西安航空电子科技有限公司 | Comprehensive avionics system for small-sized general aircraft |
| CN105035335A (en) * | 2014-04-30 | 2015-11-11 | 霍尼韦尔国际公司 | System and method for improved low airspeed warning |
| CN107054672B (en) * | 2015-11-27 | 2021-01-26 | 空中客车运营简化股份公司 | Method for controlling thrust of a jet engine of an aircraft during a takeoff phase, control device and aircraft corresponding thereto |
| CN107054672A (en) * | 2015-11-27 | 2017-08-18 | 空中客车运营简化股份公司 | Method, control device and the corresponding aircraft of the thrust of the jet engine of aircraft are controlled during takeoff phase |
| CN107792379B (en) * | 2016-08-31 | 2023-03-03 | 波音公司 | Method and device for controlling thrust ramp-up of an aircraft engine |
| CN107792379A (en) * | 2016-08-31 | 2018-03-13 | 波音公司 | The method and apparatus for controlling the thrust oblique ascension of aircraft engine |
| CN111492323A (en) * | 2017-12-20 | 2020-08-04 | Wing航空有限责任公司 | Mitigating noise exposure of unmanned aerial vehicles |
| CN111492323B (en) * | 2017-12-20 | 2023-08-01 | Wing航空有限责任公司 | Mitigating noise exposure of unmanned aerial vehicles |
| CN110174840A (en) * | 2018-02-20 | 2019-08-27 | 波音公司 | Climbing performance during being taken off using variable initial pitch angle objective optimization |
| CN110174840B (en) * | 2018-02-20 | 2023-03-31 | 波音公司 | Optimizing climb performance during takeoff with variable initial pitch target |
| CN110275541A (en) * | 2018-03-16 | 2019-09-24 | 埃姆普里萨有限公司 | The optimization track of noise is improved using automatic takeoff |
| CN110275541B (en) * | 2018-03-16 | 2024-03-19 | 埃姆普里萨有限公司 | Optimized trajectory for improving noise with automatic take-off |
| CN111932948A (en) * | 2020-07-02 | 2020-11-13 | 四川九洲空管科技有限责任公司 | Multi-source acquisition and configuration method for aircraft characteristic information of comprehensive monitoring system |
| CN111932948B (en) * | 2020-07-02 | 2021-06-15 | 四川九洲空管科技有限责任公司 | Multi-source acquisition and configuration method for aircraft characteristic information of comprehensive monitoring system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101646984B (en) | 2011-10-19 |
| CN101657771A (en) | 2010-02-24 |
| CN101657771B (en) | 2012-11-14 |
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