EP4290500A1 - Système et procédé de transmission de rapports à partir d'aéronefs activés par auto-atterrissage - Google Patents

Système et procédé de transmission de rapports à partir d'aéronefs activés par auto-atterrissage Download PDF

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Publication number
EP4290500A1
EP4290500A1 EP23176171.9A EP23176171A EP4290500A1 EP 4290500 A1 EP4290500 A1 EP 4290500A1 EP 23176171 A EP23176171 A EP 23176171A EP 4290500 A1 EP4290500 A1 EP 4290500A1
Authority
EP
European Patent Office
Prior art keywords
autoland
aircraft
airep
data
message
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
EP23176171.9A
Other languages
German (de)
English (en)
Inventor
Prem Kumar T
Karthic V
Kalaiarasu Velappan
Gireesh Kumar R N
Mohammed Ibrahim Mohideen
Janakiram THIYAGARAJAN
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 US17/815,295 external-priority patent/US12033515B2/en
Application filed by Honeywell International Inc filed Critical Honeywell International Inc
Publication of EP4290500A1 publication Critical patent/EP4290500A1/fr
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]
    • G08G5/0017—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]
    • G08G5/0004—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]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0052—Navigation or guidance aids for a single aircraft for cruising
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/04—Anti-collision systems
    • G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers

Definitions

  • the present invention generally relates to systems and methods for transmitting reports from an aircraft, and more particularly relates to systems and methods for transmitting reports from an autoland activated aircraft.
  • AIREP aircraft report
  • PIREP pilot report
  • An AIREP is a routine, automated report of in-flight weather conditions such as wind and temperature.
  • a PIREP is manually reported by a pilot to indicate encounters of hazardous weather such as icing or turbulence. Both are transmitted in real-time via a transmitter to air traffic control (ATC) and to other aircraft within receiving distance of the transmission.
  • ATC air traffic control
  • an autoland system can take complete control of, and land, the aircraft in an emergency, such as in the unlikely event the pilot is unable to fly.
  • the autoland system can be enabled automatically or manually.
  • some autoland systems are configured to be automatically enabled when, via a decision algorithm, it is determined that the pilot is unable to fly.
  • Some autoland systems are also configured such that any flight crew member or any alert passenger can manually engage the system by pushing a button in the cockpit. Regardless of how the autoland system is enabled, when it is, the autoland system automatically lands the aircraft without user intervention.
  • a system for transmitting an aircraft report (AIREP) from a first aircraft having an enabled aircraft autoland system includes a transmitter and a first processing system.
  • the transmitter is coupled to receive a transmit command and is configured, in response to receiving the transmit command, to selectively transmit one or more messages.
  • the first processing system is in operable communication with the transmitter and is configured to: retrieve standard AIREP data from one or more avionic systems disposed within the first aircraft, where the standard AIREP data including standard AIREP reporting information; retrieve autoland enablement data that indicates whether the autoland system was manually or automatically enabled; retrieve autoland information data from the one or more avionics systems, where the autoland information data includes current aircraft state data and current flight plan data, and is different from the standard AIREP data; append the autoland information data to the standard AIREP data to generate an AIREP-autoland message; supply the AIREP-autoland message to the transmitter; and command the transmitter to transmit the AIREP-autoland message.
  • a method of transmitting an aircraft report (AIREP) from a first aircraft having an enabled aircraft autoland system includes retrieving, via a first processing system, standard AIREP data from one or more avionic systems within the first aircraft, the standard AIREP data including standard AIREP reporting information.
  • the first processing system retrieves autoland enablement data that indicates whether the autoland system was manually or automatically enabled, and also retrieves autoland information data from the one or more avionics systems, where the autoland information data includes current aircraft state data and current flight plan data and is different from the standard AIREP data.
  • the autoland information data is appended to the standard AIREP data to generate an AIREP-autoland message and the AIREP-autoland message is transmitted.
  • a system for communicating an aircraft report (AIREP) from a first aircraft having an enabled aircraft autoland system to a second aircraft includes a transmitter, a first processing system, a receiver, and a second processing system.
  • the transmitter is disposed within the first aircraft and is coupled to receive a transmit command.
  • the transmitter is configured, in response to receiving the transmit command, to selectively transmit one or more messages.
  • the first processing system is disposed within the first aircraft.
  • the first processing system is in operable communication with the transmitter and is configured to: retrieve standard AIREP data from one or more avionic systems disposed within the first aircraft, where the standard AIREP data includes standard AIREP reporting information; retrieve autoland enablement data that indicates whether the autoland system was manually or automatically enabled; retrieve autoland information data from the one or more avionics systems, where the autoland information data includes current aircraft state data and current flight plan data and is different from the standard AIREP data; append the autoland information data to the standard AIREP data to generate an AIREP-autoland message; supply the AIREP-autoland message to the transmitter; and command the transmitter to transmit the AIREP-autoland message.
  • the receiver is disposed within the second aircraft and is configured to receive the AIREP-autoland message transmitted by the first aircraft.
  • the second processing system is disposed within the second aircraft and is in operable communication with the receiver.
  • the second processing system is coupled to receive the AIREP-autoland message from the receiver and is configured to: process the AIREP-autoland message to determine if the first aircraft represents a potential conflict with the second aircraft, and when the first aircraft represents the potential conflict, command a display device to render a warning icon indicating that the potential conflict exists.
  • FIG. 1 a functional block diagram of one embodiment of a system 100 for transmitting an aircraft report (AIREP) is depicted and includes, within a first aircraft 102, a transmitter 104, and a first processing system 106.
  • the transmitter 104 is coupled to receive a transmit command and is configured, in response to receiving the transmit command, to selectively transmit one or more messages.
  • the transmitter 104 may be any one of suitable types of radio transmitters that are disposed within aircraft and are configured to transmit various types of messages, such as AIREPs and PIREPs.
  • the first processing system 106 is in operable communication with the transmitter 104 and is configured to implement various functions.
  • the system 100 also includes various avionic systems 108, which are also disposed within the first aircraft 102.
  • These avionic systems 108 may vary but include, at least in the depicted embodiment, a flight management system (FMS) 112, a flight control system (FCS) 114, an autopilot system 116, a flight director 118, an auto throttle system 122, and an engine controller (EEC/FADEC) 124, just to name a few.
  • FMS flight management system
  • FCS flight control system
  • EEC/FADEC engine controller
  • the avionic systems 108 also include an autoland system 126.
  • the autoland system 126 is configured, when enabled, to automatically land the first aircraft 102 without user intervention.
  • the autoland system 126 may be enabled either automatically or manually.
  • the autoland system 126 may be configured to continuously monitor whether a pilot has interacted with the cockpit and to be automatically enabled when the pilot has not interacted with the cockpit for a predetermined amount of time.
  • the autoland system 126 may be manually enabled by, for example, a user (pilot or non-pilot) manipulating a non-illustrated switch or button.
  • the autoland system 126 when it is enabled, various ones of the avionic systems 108 (e.g., the flight management system (FMS) 112, the flight control system (FCS) 114, the autopilot system 116, the flight director 118, the auto throttle system 122, the engine controller 124, etc.) and various other non-illustrated subsystems are engaged and controlled to automatically land the first aircraft 102.
  • the autoland system 126 when enabled, triggers the various functions of first processing system 106 that were mentioned above, and which will now be described.
  • the functions of the first processing system 106 include retrieving standard AIREP data from one or more of the avionic systems 108.
  • standard AIREP data includes standard AIREP reporting information, as is generally known in the art.
  • the first processing system 106 is additionally configured to retrieve autoland enablement data that indicates whether the autoland system 126 was manually or automatically enabled, and to retrieve autoland information data from the one or more avionics systems 108.
  • the autoland information data includes at least current aircraft state data and current flight plan data, and these data are different from the standard AIREP data.
  • the autoland information data may include, without limitation, the destination runway, the current and next flight level, the estimated time of arrival (ETA) to the destination runway, fuel level, and aircraft health status.
  • ETA estimated time of arrival
  • the first processing system 106 is additionally configured, upon retrieving the autoland information data, to append the autoland information data to the standard AIREP data, thereby generating an AIREP-autoland message.
  • the first processing system 106 then supplies the AIREP-autoland message to the transmitter 104 and commands the transmitter 104 to transmit the AIREP-autoland message.
  • AIREP-autoland message might be: "AIREP SPECIAL UNITED AIRLINES THREE TWO TWO POSITION FIVE FIVE ZERO THREE NORTH ONE SEVEN ZERO TWO ZERO EAST FLIGHT LEVEL THREE ZERO ZERO DESCENDING TO FLIGHT LEVEL ZERO FOUR ZERO AUTOLAND ACTIVATED - PILOT INCAPACITATION DESTINATION - KPHX 07L FUEL REMAINING 2000 LBS".
  • the transmitted AIREP-autoland message would be: ARS UAL322 5503N17020E 0105 F300 DSC F040 AL PI INCAP KPHX 07L FR
  • the autoland information data may change during the landing operation of the first aircraft 102.
  • the first processing system 106 is configured to continuously retrieve the autoland information data from the one or more avionics systems 108, and to determine if the autoland information data has changed. If the first processing system 106 determines that the autoland information data has changed, it appends the changed autoland data to the standard AIREP data to generate an updated AIREP-autoland message, supplies the updated AIREP-autoland message to the transmitter, and commands the transmitter 104 to transmit the updated AIREP-autoland message.
  • the AIREP-autoland messages (original and updated) are transmitted for receipt by both ground stations (e.g., air traffic control) and other aircraft.
  • the system 100 may additionally include, within at least one second aircraft 132, a receiver 134, a second processing system 136, and a display device 138.
  • the receiver 134 is configured to receive the AIREP-autoland messages transmitted by the transmitter 104 in the first aircraft 102.
  • the receiver 134 may be any one of suitable types of radio receivers that are disposed within aircraft and are configured to receive various types of messages, such as AIREPs and PIREPs.
  • the second processing system 136 is disposed within the second aircraft 132 and is in operable communication with the receiver 136.
  • the second processing system 136 is coupled to receive the AIREP-autoland messages from the receiver 134 and is configured to implement various functions. These functions, which are implemented via one or more suitably programmed processors 142, include processing the AIREP-autoland messages to determine if the first aircraft 102 represents a potential conflict with the second aircraft 132.
  • a potential conflict may exist when, for example, the flight profiles of the first and second aircraft 102, 132 are in conflict. One specific example of this may be when the first and second aircraft 102, 132 are scheduled to land at the same destination runway within a predetermined period of time. No matter the specific conflict, if or when the first aircraft 102 does represent the potential conflict, the second processing system 136 commands the display device 138 to render one or more images. Before discussing these images, a brief description of the display device 138 will first be provided.
  • the display device 138 is configured, in response to commands supplied from the second processing system 136, to render the above-mentioned images.
  • the display device 108 may include any number and type of image generating devices on which one or more avionic displays 144 may be generated.
  • the display device 138 may be fixed or portable.
  • the display device 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.
  • the display device 138 may assume the form of a portable device such as a pilot-worn display device, an Electronic Flight Bag (EFB), a laptop, or a tablet computer carried into the aircraft cockpit by a pilot.
  • EFB Electronic Flight Bag
  • At least one avionic display 144 is generated on the display device 138 during operation of the system 100.
  • the term “avionic display” is synonymous with the term “aircraft-related display” and “cockpit display” and encompasses displays generated in textual, graphical, cartographical, and other formats.
  • the system 100 can simultaneously generate various types of lateral and vertical avionic displays 144 on which various images are displayed.
  • the image 200 includes a warning icon 202 indicating that the potential conflict exists.
  • the depicted warning icon is a pilot with an "X" across it, this is merely one example of a warning icon. It will be appreciated that the warning icon could be any one of numerous graphical or textual icons useful to suitably distinguish and alert to a pilot that a potential conflict with an autoland enabled aircraft exists.
  • the second processing system 136 is further configured, in response to a rendered cursor 302 being placed over a portion of the warning icon 202, to command the display device 138 to render textual information 304.
  • This textual information 304 identifies the first aircraft 102 and indicates that the first aircraft 102 transmitted an AIREP-autoland message.
  • the pilot in the second aircraft 132 may then select, via a suitable user interface 402 rendered on the display device 138, to view the received AIREP-autoland message.
  • the second processing system 136 in response to input from the pilot, commands the display device 138 to render the AIREP-autoland message details.
  • the method 600 which is depicted in flowchart form in FIG. 6 , represents various embodiments of a method for transmitting an aircraft report (AIREP) from an autoland enabled aircraft.
  • AIREP aircraft report
  • FIG. 6 the following description of method 600 may refer to elements mentioned above in connection with FIG. 1 .
  • portions of method 600 may be performed by different components of the described system 100.
  • method 600 may include any number of additional or alternative tasks, the tasks shown in FIG. 3 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 if the intended overall functionality remains intact.
  • the method 600 starts and the first processing system 106 checks if the autoland system 126 is enabled (602). If not, the first processing system 106 continues this check until the autoland system 126 is enabled.
  • the first processing system 106 retrieves standard AIREP data from one or more of the avionic systems 108 within the first aircraft 102, autoland enablement data that indicates whether the autoland system 126 was manually or automatically enabled, and the autoland information data from one or more of the avionics systems 108 (604).
  • the first processing system 106 then appends the autoland information data to the standard AIREP data to generate an AIREP-autoland message (606), and then commands the transmitter 104 to transmit the AIREP-autoland message (608).
  • the method 600 would simply continue within the first aircraft 102 as described. If, however, one or more second aircraft 132 are within sufficient vicinity to receive the AIREP-autoland message then, as FIG. 6 further depicts, the receiver 134 in the second aircraft 132 receives the AIREP-autoland message transmitted by the first aircraft 102 (612), and the second processing system 136 processes the AIREP-autoland message to determine if the first aircraft 102 represents a potential conflict with the second aircraft 132 (614).
  • the receiver 134 in the second aircraft 132 receives the AIREP-autoland message transmitted by the first aircraft 102 (612), and the second processing system 136 processes the AIREP-autoland message to determine if the first aircraft 102 represents a potential conflict with the second aircraft 132 (614).
  • the second processing system 136 determines that the first aircraft 102 does not represent a potential conflict with the second aircraft 132, then the previous method steps (612, 614) are repeated. However, when the second processing system 136 does determined that the first aircraft 102 represents a potential conflict with the second aircraft 132, the second processing system 136 commands the display device to render the warning icon 202 indicating that the potential conflict exists (616).
  • the first processing system 106 also retrieves autoland enablement data that indicates whether the autoland system 126 was manually or automatically enabled. It will be appreciated that, at least in some embodiments, if the autoland system 126 is enabled manually, then the first processing system 106 may be further configured to, at least selectively, command the transmitter 104 to transmit a PIREP-autoland message when the autoland system is enabled manually. As used herein, a PIREP-autoland message is generated by appending the autoland information data to standard PIREP data.
  • Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
  • an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • integrated circuit components e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • a general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
  • a processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
  • a software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
  • An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium.
  • the storage medium may be integral to the processor.
  • the processor and the storage medium may reside in an ASIC.
  • an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • integrated circuit components e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • various elements of the systems described herein are essentially the code segments or instructions that perform the various tasks.
  • the program or code segments can be stored in a processor-readable medium or transmitted by a computer data signal embodied in a carrier wave over a transmission medium or communication path.
  • the "computer-readable medium”, “processor-readable medium”, or “machine-readable medium” may include any medium that can store or transfer information. Examples of the processor-readable medium include an electronic circuit, a semiconductor memory device, a ROM, a flash memory, an erasable ROM (EROM), a floppy diskette, a CD-ROM, an optical disk, a hard disk, a fiber optic medium, a radio frequency (RF) link, or the like.
  • RF radio frequency
  • the computer data signal may include any signal that can propagate over a transmission medium such as electronic network channels, optical fibers, air, electromagnetic paths, or RF links.
  • the code segments may be downloaded via computer networks such as the Internet, an intranet, a LAN, or the like.
  • modules Some of the functional units described in this specification have been referred to as "modules" in order to more particularly emphasize their implementation independence.
  • functionality referred to herein as a module may be implemented wholly, or partially, as a hardware circuit comprising custom VLSI circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components.
  • a module may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices, or the like. Modules may also be implemented in software for execution by various types of processors.
  • An identified module of executable code may, for instance, comprise one or more physical or logical modules of computer instructions that may, for instance, be organized as an object, procedure, or function.
  • the executables of an identified module need not be physically located together, but may comprise disparate instructions stored in different locations that, when joined logically together, comprise the module and achieve the stated purpose for the module.
  • a module of executable code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices.
  • operational data may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

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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)
  • Traffic Control Systems (AREA)
EP23176171.9A 2022-06-09 2023-05-30 Système et procédé de transmission de rapports à partir d'aéronefs activés par auto-atterrissage Pending EP4290500A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202211033015 2022-06-09
US17/815,295 US12033515B2 (en) 2022-06-09 2022-07-27 System and method for transmitting reports from autoland activated aircraft

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130120166A1 (en) * 2011-11-15 2013-05-16 Honeywell International Inc. Aircraft monitoring with improved situational awareness
US20130297102A1 (en) * 2012-05-03 2013-11-07 Honeywell International Inc. Electric taxi auto-guidance and control system
US20140316617A1 (en) * 2013-04-18 2014-10-23 Ge Aviation Systems Llc Flight system for an aircraft having an autoland system
US20160057032A1 (en) * 2014-08-19 2016-02-25 Honeywell International Inc. Aircraft monitoring with improved situational awareness
US20170249852A1 (en) * 2016-02-29 2017-08-31 Garmin International, Inc. Emergency autoload system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130120166A1 (en) * 2011-11-15 2013-05-16 Honeywell International Inc. Aircraft monitoring with improved situational awareness
US20130297102A1 (en) * 2012-05-03 2013-11-07 Honeywell International Inc. Electric taxi auto-guidance and control system
US20140316617A1 (en) * 2013-04-18 2014-10-23 Ge Aviation Systems Llc Flight system for an aircraft having an autoland system
US20160057032A1 (en) * 2014-08-19 2016-02-25 Honeywell International Inc. Aircraft monitoring with improved situational awareness
US20170249852A1 (en) * 2016-02-29 2017-08-31 Garmin International, Inc. Emergency autoload system

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