EP3965087A1 - Systeme und verfahren zur identifizierung einer anzahl von möglichem zielverkehr für einen gepaarten ansatz - Google Patents

Systeme und verfahren zur identifizierung einer anzahl von möglichem zielverkehr für einen gepaarten ansatz Download PDF

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Publication number
EP3965087A1
EP3965087A1 EP21190447.9A EP21190447A EP3965087A1 EP 3965087 A1 EP3965087 A1 EP 3965087A1 EP 21190447 A EP21190447 A EP 21190447A EP 3965087 A1 EP3965087 A1 EP 3965087A1
Authority
EP
European Patent Office
Prior art keywords
aircraft
traffic
target
location
feasible
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21190447.9A
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English (en)
French (fr)
Inventor
Rajeev MOHAN
Ravish Udupa
Ruben Carrillo
Bhalakrishnan JANARDHANAN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honeywell International Inc
Original Assignee
Honeywell International Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US17/065,683 external-priority patent/US11783717B2/en
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Publication of EP3965087A1 publication Critical patent/EP3965087A1/de
Pending legal-status Critical Current

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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
    • G08G5/0008—Transmission of traffic-related information to or from an aircraft with other aircraft
    • 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
    • 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
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0078—Surveillance aids for monitoring traffic from the aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0073—Surveillance aids
    • G08G5/0091—Surveillance aids for monitoring atmospheric conditions
    • 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

Definitions

  • the following disclosure relates generally to aircraft display systems, and, more particularly, to systems and methods for an aircraft to identify a number of feasible target traffic for a paired approach for the aircraft.
  • An available solution is a paired approach procedure, which was created to improve runway throughput in these IFR and marginal visual conditions.
  • the ATC detects compatible pairs of aircraft and directs them to the final approach course at a suitable altitude and lateral separation.
  • the trailing aircraft is then expected to maintain a required separation by suitably adjusting its speed before reaching the Final Approach Fix (FAF).
  • FAF Final Approach Fix
  • the aircraft that are descending and entering the terminal area are not aware of the aircraft ahead that they will be paired with, and late notification by ATC about the leading aircraft to be paired with can cause the flight crew to be rushed in their approach preparation during this critical phase of flight.
  • the flight crew has very little time to determine where the spacing goal can be achieved to complete a paired approach while trailing a leading aircraft.
  • pilots Accordingly, there is a need for pilots to have overview of paired approach feasibility with surrounding traffic and be armed with enough information to optimally negotiate with ATC. Pilots should also be able to do what-if analysis with respect to spacing achievability, speed selection and location for achieving spacing for any aircraft pair. Furthermore, other desirable features and characteristics of the present invention will be apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
  • a processor-implemented method for an aircraft to receive and process weather data and traffic data to identify a number of feasible target traffic for a paired approach for the aircraft.
  • the method includes: generating a trajectory of the aircraft as a function of received aircraft state data and weather data; determining that the aircraft is entering a terminal radar approach control (TRACON) airspace; filtering, by the processor, the received traffic data to identify a plurality of neighbor traffic that are entering the TRACON airspace or are within the TRACON airspace when the aircraft is entering the TRACON airspace; estimating, by the processor, concurrently, for each neighbor traffic of the plurality of neighbor traffic: a trajectory, a traffic arrival time at a location for a respective paired approach with the aircraft, a spacing interval between the neighbor traffic and the aircraft for the respective paired approach, and a respective target location for the aircraft to begin the respective paired approach, as a function of the spacing interval; identifying, by the processor, the number of feasible target traffic as those neighbor traffic for which the aircraft can achieve the respective target location within
  • a system for an aircraft to receive and process weather data and traffic data to identify a number of feasible target traffic for a paired approach for the aircraft, the system comprising: a display unit; and a controller circuit configured by programming instructions to: generate a trajectory of the aircraft as a function of received aircraft state data; determine that the aircraft is entering a terminal radar approach control (TRACON) airspace; filter the received traffic data to identify a plurality of neighbor traffic that are entering the TRACON airspace or are within the TRACON airspace when the aircraft is entering the TRACON airspace; estimate, concurrently, for each neighbor traffic of the plurality of neighbor traffic: a trajectory, a traffic arrival time at a location for a respective paired approach with the aircraft, a spacing interval between the neighbor traffic and the aircraft for the respective paired approach, and a respective target location for the aircraft to begin the respective paired approach, as a function of the spacing interval; identify the number of feasible target traffic as those neighbor traffic for which the aircraft can achieve the respective target location within a prescribed amount of time, based on
  • a method for an aircraft entering a terminal radar approach control (TRACON) airspace to identify a number of feasible target traffic for a paired approach for the aircraft includes: at a controller circuit programmed by programming instructions: receiving weather data; receiving traffic data from a plurality of traffic; filtering the received traffic data to identify a plurality of neighbor traffic that are entering the TRACON airspace or are within the TRACON airspace when the aircraft is entering the TRACON airspace; estimating, concurrently, for each neighbor traffic of the plurality of neighbor traffic that are entering the TRACON airspace or within the TRACON airspace: a trajectory, a traffic arrival time at a location for a respective paired approach with the aircraft, a spacing interval between the neighbor traffic and the aircraft for the respective paired approach, and a respective target location for the aircraft to begin the respective paired approach, as a function of the spacing interval; identifying, based on the estimations, the number of feasible target traffic as those neighbor traffic for which the aircraft can achieve the respective target location within a
  • the ATC detects compatible pairs of aircraft and directs them to the final approach course at a suitable altitude and lateral separation.
  • the trailing aircraft is then expected to maintain a required separation by suitably adjusting its speed before reaching the Final Approach Fix (FAF).
  • FAF Final Approach Fix
  • the determination of suitable aircraft for paired approach landing is handled by the ATC.
  • Technical limitations of available solutions result in reduced runway throughput in IFR and marginal visual conditions.
  • the present disclosure provides a technical solution to the limitations of available solutions, in the form of systems and methods for an aircraft to identify a number of feasible target traffic for a paired approach for the aircraft.
  • the present disclosure provides a pilot with an overview of paired approach feasibility with surrounding traffic and arms the pilot with enough information to optimally negotiate with air traffic control (ATC).
  • ATC air traffic control
  • pilots are able to do what-if analysis with respect to spacing achievability, speed selection and location for achieving spacing for pairing with any potential lead aircraft.
  • the provided systems and methods automate the processes of receiving and processing weather data and traffic data to identify a number of feasible target traffic for a paired approach for the aircraft and presenting this information on a display system.
  • the display system may be onboard the aircraft of part of an electronic flight bag (EFB) or other portable electronic device.
  • EFB electronic flight bag
  • FIG. 1 is a block diagram of a system 102 for an aircraft to receive and process weather data and traffic data to identify a number of feasible target traffic for a paired approach for the aircraft (shortened hereinafter to "system 102 "), as illustrated in accordance with an exemplary and non-limiting embodiment of the present disclosure.
  • the system 102 may be utilized onboard a mobile platform 100 to provide feasible targettraffic for a paired approach for the aircraft, as described herein.
  • the mobile platform is an aircraft 100 , which carries or is equipped with the system 102 . As schematically depicted in FIG.
  • system 102 may include the following components or subsystems, each of which may assume the form of a single device, system on chip (SOC), or multiple interconnected devices: a controller circuit 104 operationally coupled to: at least one display unit 110 ; a user input device 108 ; and ownship systems/data sources 106 .
  • the system 102 may be separate from or integrated within: a FMS computer and/or a flight control system (FCS).
  • the system 102 may also contain a communications circuit 140 with an antenna, configured to wirelessly transmit data to and receive real-time data and signals from various external sources.
  • the external sources include traffic 114 for providing traffic data, air traffic control (ATC 116), and a weather forecasting source that provides weather data 128 .
  • FIG. 1 Although schematically illustrated in FIG. 1 as a single unit, the individual elements and components of the system 102 can be implemented in a distributed manner utilizing any practical number of physically distinct and operatively interconnected pieces of hardware or equipment. When the system 102 is utilized as described herein, the various components of the system 102 will typically all be located onboard the Aircraft 100 .
  • controller circuit broadly encompasses those components utilized to carry-out or otherwise perform the processes and/or support the processing functionalities of the system 102 . Accordingly, controller circuit 104 can encompass or may be associated with a programmable logic array, and an application specific integrated circuit or other similar firmware, as well as any number of individual processors, flight control computers, navigational equipment pieces, computer-readable memories (including or in addition to memory 132 ), power supplies, storage devices, interface cards, and other standardized components. In various embodiments, as shown in FIG.
  • the controller circuit 104 may embody one or more processors operationally coupled to data storage having stored therein at least one firmware or software program (generally, a program product or program of computer-readable instructions that embody an algorithm) for carrying-out the various process tasks, calculations, and control/display functions described herein.
  • the controller circuit 104 may execute an algorithm for receiving and processing weather data 128 and traffic data to identify a number of feasible target traffic for a paired approach for the aircraft 100 , and thereby perform the various process steps, tasks, calculations, and control/display functions described herein.
  • the algorithm is embodied as at least one firmware or software program (e.g., program 134 ).
  • Communications circuit 140 is configured to provide a real-time bidirectional wired and/or wireless data exchange for the processor 130 with the ownship data sources 106, the user input device 108 , the display unit 110 , and the external sources to support operation of the system 102 in embodiments.
  • the communications circuit 140 may include a public or private network implemented in accordance with Transmission Control Protocol/Internet Protocol architectures and/or other conventional protocol standards. Encryption and mutual authentication techniques may be applied, as appropriate, to ensure data security.
  • the communications circuit 140 is integrated within the controller circuit 104 as shown in FIG. 1 , and in other embodiments, the communications circuit 140 is external to the controller circuit 104 .
  • a variety of ownship data sources 106 and systems may be operationally coupled to the controller circuit 104 .
  • the ownship data sources 106 includes an autopilot system (AP 120 ), a flight management controller FMC 122 , on-board sensors 124 , and an autopilot 120 .
  • the ownship systems/data sources 106 additionally includes a traffic controller 118 .
  • a flight plan (FP 126 ) may be provided by a flight management system (FMS).
  • On-board sensors 124 include flight parameter sensors and geospatial sensors and supply various types of aircraft state data or measurements to controller circuit 104 during aircraft operation.
  • the aircraft state data (supplied by the on-board sensors 124 ) include, without limitation, one or more of: inertial reference system measurements providing a location, Flight Path Angle (FPA) measurements, airspeed data, groundspeed data (including groundspeed direction), vertical speed data, vertical acceleration data, altitude data, attitude data including pitch data and roll measurements, yaw data, heading information, sensed atmospheric conditions data (including wind speed and direction data), flight path data, flight track data, radar altitude data, and geometric altitude data.
  • FPA Flight Path Angle
  • the aircraft state data additionally includes on-board sensed weather data associated with the immediate surroundings of the aircraft 100 .
  • External sources include one or more other aircraft (also referred to as neighbor traffic, or simply, traffic 114 ), air traffic control (ATC) 116 , and a source of weather data 128 .
  • weather data 128 includes meteorological weather information and may be provided by any one or more weather data sources, such as, uplink weather (XM/SXM, GDC/GoDirect Weather), NOTAM/D-NOTAM, TAF, and D-ATIS.
  • Each traffic 114 of a plurality of traffic 114 encodes and transmits its own state parameters and other identifying information to the aircraft 100 using a traffic communication protocol, such as automatic dependent surveillance broadcast (ADS-B).
  • ADS-B automatic dependent surveillance broadcast
  • a traffic controller 118 receives the data from the plurality of traffic 114 and decodes it using the same communication protocol to thereby associate each neighbor traffic 114 with its respective state parameters.
  • the controller circuit 104 receives traffic data comprising, for a neighbor traffic, its respective traffic state parameters.
  • the traffic 114 is one of a plurality of traffic, and the controller circuit 104 receives neighbor traffic data comprising, for each neighbor traffic 114 of the plurality of neighbor traffic 114 , their respective traffic state parameters.
  • a flight management controller may generate commands, such as speed commands, for the autopilot 120 .
  • the controller circuit 104 generates commands for the FMC 122 .
  • the controller circuit 104 may generate commands for the FMC 122 to command the autopilot 120 to increase or decrease speed.
  • a display unit 110 can include any number and type of image generating devices on which one or more avionic displays 112 may be produced.
  • display unit 110 may be affixed to the static structure of the Aircraft cockpit as, for example, a Head Down Display (HDD) or Head Up Display (HUD) unit.
  • display unit 110 may assume the form of a movable display device (e.g., a pilot-worn display device) or a portable display device, such as an Electronic Flight Bag (EFB), a laptop, or a tablet computer carried into the Aircraft cockpit by a pilot.
  • a movable display device e.g., a pilot-worn display device
  • EFB Electronic Flight Bag
  • At least one avionic display 112 is generated on display unit 110 during operation of the system 102 ; the term "avionic display” defined as synonymous with the term “aircraft-related display” and “cockpit display” and encompasses displays generated in textual, graphical, cartographical, and other formats.
  • the system 102 can generate various types of lateral and vertical avionic displays on which map views and symbology, text annunciations, and other graphics pertaining to flight planning are presented for a pilot to view.
  • the display unit 110 is configured to continuously render at least a lateral display showing the Aircraft 100 at its current location within the map data.
  • avionic displays 112 include one or more two dimensional (2D) avionic displays, such as a horizontal (i.e., lateral) navigation display or vertical navigation display; and/or on one or more three dimensional (3D) avionic displays, such as a Primary Flight Display (PFD) or an exocentric 3D avionic display.
  • 2D two dimensional
  • 3D three dimensional
  • PFD Primary Flight Display
  • the avionic display 112 generated and controlled by the system 102 can include a user input interface, including graphical user interface (GUI) objects and alphanumeric displays of the type commonly presented on the screens of MCDUs, as well as Control Display Units (CDUs) generally.
  • GUI graphical user interface
  • CDUs Control Display Units
  • a human-machine interface is implemented as an integration of a user input device 108 and a display unit 110.
  • the display unit 110 is a touch screen display.
  • the human-machine interface also includes a separate user input device 108 (such as a keyboard, cursor control device, voice input device, or the like), generally operationally coupled to the display unit 110.
  • the controller circuit 104 may command and control a touch screen display unit 110 to generate a variety of graphical user interface (GUI) objects or elements described herein, including, for example, buttons, sliders, and the like, which are used to prompt a user to interact with the human-machine interface to provide user input; and for the controller circuit 104 to activate respective functions and provide user feedback, responsive to received user input at the GUI element.
  • GUI graphical user interface
  • the controller circuit 104 may take the form of an enhanced computer processer and include a processor 130 and a memory 132.
  • Memory 132 is a data storage that can encompass any number and type of storage media suitable for storing computer-readable code or instructions, such as the aforementioned software program 134, as well as other data generally supporting the operation of the system 102.
  • Memory 132 may also store one or more preprogrammed variables 136 and thresholds, for use by an algorithm embodied in the software program 134. Examples of preprogrammed variables 136 include preprogrammed or prescribed amounts of time and distances described below.
  • the system 102 may employ one or more database(s) 138; they may be integrated with memory 132 or separate from it.
  • two- or three-dimensional map data may be stored in a database 138, including airport features data, geographical (terrain), buildings, bridges, and other structures, street maps, and navigational databases, which may be updated on a periodic or iterative basis to ensure data timeliness.
  • This map data may be uploaded into the database 138 at an initialization step and then periodically updated, as directed by either a program 134 update or by an externally triggered update.
  • aircraft-specific parameters and information for aircraft 100 may be stored in the database 138 and referenced by the program 134 .
  • aircraft-specific information includes an aircraft weight and dimensions, performance capabilities, configuration options, and the like.
  • minimum radar separation requirements for various aircraft may be stored in the database 138 and referenced by the program 134 . Table 1, which is referenced further below, provides an example of minimum radar separation requirements for various aircraft.
  • the controller circuit 104 is configured by programming instructions to perform the functions and tasks attributed to the system 102 .
  • the controller circuit 104 determines a feasible traffic for pairing based on a current speed of the aircraft 100 .
  • the controller circuit 104 identifies the number of feasible target traffic as those neighbor traffic for which the aircraft 100 can achieve the respective target location within a prescribed amount of time, based on a current speed of the aircraft 100 .
  • the controller circuit 104 identifies infeasible target traffic as those neighbor traffic for which the aircraft 100 cannot achieve the respective target location within the prescribed amount of time, based on the current speed of the aircraft 100 and when the aircraft 100 is not permitted a speed change.
  • FIG. 2 is a simplified illustration for the purpose of describing operations of the system 102 .
  • two neighbor aircraft are identified as feasible target traffic; in practice, there may be many more traffic and many more identified feasible target traffic.
  • a first neighbor aircraft ( L1 ) is shown inside the terminal radar approach control (TRACON) airspace 202 and having a flight path 204 to a runway 28R.
  • a second neighbor aircraft ( L2 ) is shown outside the TRACON airspace 202 , but heading toward it, and having a flight path 206 to a runway 28L.
  • Each of the neighbor aircraft L1 and L2 are referred to as leading aircraft, because they are ahead of the aircraft 100 .
  • an icon depicting the aircraft 100 , its location and heading is shown entering a terminal radar approach control (TRACON) airspace 202 .
  • TRACON terminal radar approach control
  • the controller circuit 104 In order to perform the analysis, the controller circuit 104 generates a trajectory of the aircraft 100 as a function of available data from onboard ownship data sources 106 , such as the aircraft state data, the FP 126 , and weather data 128 . Comparing a current position of the aircraft to available map data, the controller circuit 104 can determine that the aircraft is entering the TRACON airspace.
  • the controller circuit 104 receives traffic data and filters the received traffic data, using the traffic state parameters, to identify a plurality of neighbor traffic that are entering the TRACON airspace or are within the TRACON airspace when the aircraft 100 is entering the TRACON airspace (in this example, the plurality of neighbor traffic is illustrated with L1 and L2 ).
  • the system 102 employs a spacing requirement (the spacing requirement may include a spacing interval and a location) in the evaluation of the neighbor traffic for feasibility of pairing.
  • the spacing interval may be referred to as an amount of time or as a distance.
  • the system 102 can receive the spacing requirements from ATC commands or from a user, such as the pilot, such as, after hearing or reading an ATC command.
  • the ATC spacing requirement can reflect traffic density, weight class of participating aircraft, expected turbulence, etc. If no entry is made for a spacing requirement, the system 102 will default to the final approach fix (FAF) as the location where spacing needs to be achieved.
  • FAF final approach fix
  • the controller circuit 104 processes available data and estimates, concurrently, for each neighbor traffic of the plurality of neighbor traffic: a trajectory, a traffic arrival time at an ideal location for a respective paired approach with the aircraft, a spacing interval between the neighbor traffic and the aircraft for the respective paired approach, and a respective target location for the aircraft to begin the respective paired approach, as a function of the spacing interval (collectively referred to as the estimated information).
  • the estimated information is defined as follows.
  • the estimated trajectory of L1 is 204 and the estimated trajectory of L2 is 206 .
  • L1 For the aircraft 100 to perform a paired approach landing (of the type target straight approach) with L1 , that means L1 lands on runway 28R and the aircraft 100 lands on runway 28L, utilizing a first desired spacing interval 222 , indicated in distance from L1 at location 210 .
  • location 210 is, for L1 , an ideal location for a respective paired approach with the aircraft 100 .
  • the aircraft 100 using trajectory 201 , is shown following L1 with the first desired spacing interval by the time aircraft 100 arrives at location 218 , which is prior to location 214 , which is a latest possible location for this paired approach.
  • location 218 is a target location for the aircraft to begin the respective paired approach with L1 .
  • the target location 218 is a function of the spacing interval 222 and an estimated traffic arrival time of L1 at location 210 .
  • L2 lands on runway 28L and the aircraft 100 lands on runway 28R, utilizing a second desired spacing interval 220 , indicated in distance from L2 at location 216 .
  • location 216 is, for L2 , an ideal location for a respective paired approach with the aircraft 100 .
  • the aircraft 100 using trajectory 203 , is shown following L2 with the second desired spacing interval by the time aircraft 100 arrives at location 212 , which is prior to location 208 , which is a latest possible location for this paired approach.
  • location 212 is a target location for the aircraft to begin the respective paired approach with L2 .
  • the target location 212 is a function of the spacing interval 220 and an estimated traffic arrival time of L2 at location 216 .
  • the controller circuit 104 presents, on the display unit 110 , a lateral image 300 .
  • the controller circuit 104 presents, on the display unit 110 , a lateral image 300 having each feasible target ( 302 , 304 , 306 , 308 ) with a respective icon depicting a location, a heading and distinguishing its feasibility.
  • the controller circuit 104 presents, on the display unit 110 , a lateral image 300 having each feasible target ( 302 , 304 , 306 , 308 ) and each infeasible target ( 310 , 312 , 314 , 316 ) indicated with a respective icon depicting a location, a heading and distinguishing its feasibility or infeasibility.
  • the system 102 employs a visualization technique that makes these three categories visually and intuitively distinguishable from each other.
  • the neighbor traffic are each represented with triangles with their narrow point in the direction of their heading.
  • the feasible traffic are each outlined with a solid line, and the infeasible traffic each have an X.
  • Marginally feasible traffic are outlined with a dashed line.
  • other visualization techniques make be used, for example, using colors to indicate feasibility (for example, green for feasible, yellow for marginally feasible, and red for infeasible).
  • the aircraft 100 may be permitted a speed change.
  • the controller circuit 104 may determine an interval error between the respective target location and an actual location of the aircraft at an expiration of the prescribed amount of time. The controller circuit 104 may then use the interval error to compute a speed change required for the aircraft 100 to achieve the respective target location within the prescribed amount of time; hence, the speed change required is a function of the interval error.
  • the controller circuit 104 determines whether the speed change is permissible. Factors considered in the determination of permissible speed change include aircraft-specific capabilities of aircraft 100 , traffic congestion in the area, weather, and the like.
  • the controller circuit 104 may identify a given neighbor traffic as marginally feasible target traffic when the speed change is permissible. As shown in FIG. 3 , the controller circuit 104 may present, on the display unit 110 , each of the marginally feasible target traffic (e.g., 308 ), indicated with a respective icon depicting its location, heading and that it is a marginally feasible target traffic.
  • the controller circuit 104 further determines, for each feasible target traffic, an overall feasibility rank based on its weight class and its speed, with a ranking of 1 being the most suitable, and displays in the lateral image 300 a number alongside each icon for feasible target traffic, the number reflecting a rank in overall feasibility.
  • feasible target 302 is ranked 1
  • feasible target 304 is ranked 2
  • feasible target 306 is ranked 3.
  • a weight class of the lead aircraft e.g. neighbor aircraft herein
  • ownship aircraft 100 may be processed with other data.
  • a table such as Table 1, below, may be referenced to determine feasibility/infeasibility and for separation requirements.
  • the information of Table 1 may be stored in the memory 132 , potentially as preprogrammed variables 136 .
  • the minimum radar separation may be converted between distance and time, using current speeds.
  • Table 1 Preceding aircraft (Lead or target) weight class Following aircraft weight class Minimum Radar Separation Super Super 4 NM (Nautical Miles) Heavy 6 NM Large 7 NM Small 8 NM Heavy or a Boeing 757 Heavy 4 NM Large 5 NM Small 6 NM Large (Excluding the Boeing 757) Small 4 NM
  • the controller circuit 104 further determines, for the infeasible traffic, a reason for infeasiblity from among a plurality of reasons.
  • the infeasible traffic may be traveling too fast, traveling too slow, or be in too heavy of a weight class.
  • the controller circuit 104 may indicate the infeasibility determinations on the lateral image 300 with a label that indicates the reason.
  • infeasible target 310 and infeasible target 316 are labeled H for too heavy
  • infeasible target 312 is labeled F for too fast
  • infeasible target 314 is labeled S for too slow.
  • the system 102 in addition to the lateral image described above, the system 102 generates and displays a graphical user interface (GUI) that provides alphanumeric information related to the above described determinations.
  • GUI graphical user interface
  • the GUI may be rendered in a dedicated area on the lateral image, or on a separate display unit.
  • the displaying of the GUI may be responsive to detecting a user selection of a neighbor traffic on the lateral image 300 , and then the system 102 responds to the user selection by displaying information including the estimated information for the selected neighbor traffic.
  • pilots are able to do what-if analysis with respect to spacing achievability, speed selection and location for achieving spacing for pairing with any potential lead aircraft.
  • GUI 400 and GUI 500 are described. Neighbor traffic UAL2345 has been selected. GUI 400 and GUI 500 display the identification of the selected traffic in the traffic identification text box 402 and a spacing interval of 25 seconds is displayed in the spacing interval box. A desired location of termination point plus 20 nautical miles is depicted in text box 406 . In text box 408 , the system 102 has determined that the spacing interval (text box 404 ) for this traffic id (text box 402 ) at this desired location (text box 406 ) are feasible, and the word "feasible" is displayed. The achieved at location (text box 410 ) is the same as the desired location. An active speed plan in text box 412 can be aligned with the distance remaining entries in text box 414 to view a ramp down in speed from 280 KTS with a distance remaining of 10 NM down to 140 KTS at a distance remaining of 4 NM.
  • the system 102 has determined that the interval status 502 is "not feasible," as shown.
  • An amended speed plan is calculated by the system 102 and displayed in text box 506 .
  • the amended speed plan indicates speed changes, determined by the processor, required to reach a required speed at a minimum distance remaining.
  • the required speed at a minimum distance remaining is 140 KTS at 4 NM.
  • a comparison of the entries in text box 506 to those in text box 412 for the distance remaining points in box 414 shows the increase in speed required.
  • Speed would have to be increased to 290 KTS at the distance remaining of 10 NM and to 260 KTS at the distance remaining of 5 NM; after that, the amended speed plan matches the active speed plan.
  • the pairing could not occur at the desired location shown in box 406 , instead it would not occur until the termination point plus 15 NM.
  • the increased speed was not determined permissible and therefore the traffic is identified as not feasible for pairing.
  • method 600 may refer to elements and modules mentioned above in connection with FIGS. 1-5 .
  • portions of method 600 may be performed by different components of the described system.
  • method 600 may include any number of additional or alternative tasks, the tasks shown in FIG. 6 need not be performed in the illustrated order, and method 600 may be incorporated into a more comprehensive procedure or method having additional functionality not described in detail herein.
  • one or more of the tasks shown in FIG. 6 could be omitted from an embodiment of the method 600 as long as the intended overall functionality remains intact.
  • Initialization may include loading instructions and program 134 into a processor within the controller circuit 104 , as well as loading preprogrammed variables 136 , map data, weight class specifications, and aircraft-specific features into one or more database(s) 138 .
  • the system 102 gathers or receives from external sources traffic data as well as weather data, and a flight plan.
  • the system 102 may use ADS-B for traffic data transmissions.
  • the system 102 also receives ATC commands.
  • the system 102 estimates and generates lateral and vertical trajectories for the neighbor traffic based on data collected at 602 .
  • the system 102 computes arrival information for the traffic at the respective locations where the spacing interval needs to begin.
  • the system 102 computes the spacing interval based on the traffic arrival information and ownship capabilities. As one may appreciate, the spacing interval may be converted back and forth between a time and a distance, depending on how it is used.
  • the system 102 determines whether the spacing interval can be achieved at the desired location. If yes at 610 , the system 102 performs periodic assessments and refinements to the commands from the flight management controller 122 to the AP 120 . If no at 610 , the system 102 begins speed adjustment 700 .
  • Speed adjustment 700 includes computing a spacing interval error at the desired location at 702 and updating ownship speed plan by converting the spacing interval error into a delta speed change parameter (i.e., the increased speed that is needed) at 704 .
  • the ownship trajectory is regenerated with the updated speed plan.
  • the Amended speed plan 416 of FIG. 5 is an example of an updated speed plan.
  • the spacing interval error at the desired location is re-computed.
  • the system 102 determines whether the re-computed spacing interval is within an acceptable tolerance. If yes at 710 , the system 102 switches back to periodic refinement 612 . If no at 710, the system 102 may re-initiate speed adjustments by returning to 700 , or end.
  • enhanced systems and methods for an aircraft to identify a number of feasible target traffic for a paired approach for the aircraft are provided.
  • the system 102 is able to not only identify a number of feasible target traffic for a paired approach for the aircraft, but also provide useful information such as a feasibility rank for feasible traffic, and reasons for infeasibility for other traffic, on an easy to comprehend visual display, providing an objectively improved human-machine interface.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Traffic Control Systems (AREA)
EP21190447.9A 2020-08-26 2021-08-09 Systeme und verfahren zur identifizierung einer anzahl von möglichem zielverkehr für einen gepaarten ansatz Pending EP3965087A1 (de)

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3509052A1 (de) * 2018-01-05 2019-07-10 Honeywell International Inc. Empfehlungen für sichere geschwindigkeit für systeme zum paarweisen anflug (pa) zur flugdeckverwaltung (fim)

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3509052A1 (de) * 2018-01-05 2019-07-10 Honeywell International Inc. Empfehlungen für sichere geschwindigkeit für systeme zum paarweisen anflug (pa) zur flugdeckverwaltung (fim)

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
BONE R. ET AL: "Paired approach operational concept", 20TH DASC. 20TH DIGITAL AVIONICS SYSTEMS CONFERENCE, vol. 1, 1 January 2001 (2001-01-01), pages 5B3/1 - 5B3/14, XP055880706, ISBN: 978-0-7803-7034-0, Retrieved from the Internet <URL:https://ieeexplore.ieee.org/stampPDF/getPDF.jsp?tp=&arnumber=963404&ref=aHR0cHM6Ly9pZWVleHBsb3JlLmllZWUub3JnL2RvY3VtZW50Lzk2MzQwNA==> DOI: 10.1109/DASC.2001.963404 *
DOMINO DAVID A ET AL: "Paired approaches to closely spaced runways: Results of pilot and ATC simulation", 2014 IEEE/AIAA 33RD DIGITAL AVIONICS SYSTEMS CONFERENCE (DASC), IEEE, 5 October 2014 (2014-10-05), XP032700788, DOI: 10.1109/DASC.2014.6979404 *

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