A low-cost avionics system channel deviation acquisition method supporting RNP operation

Abstract

This invention discloses a low-cost avionics system (AVIS) method for obtaining flight path deviations that supports RNP operation. The method includes: on an aircraft without a proximity navigation receiver, using the aircraft's Flight Alignment System (LAS), the pilot manually flies the aircraft based on the Flight Path Deviation Indicator (CDI) within the LAS. During flight, the pilot calculates the flight path deviation using the flight management function of the Integrated Display Unit (IDU) within the LAS and sends it to the IDU for processing. After processing, the IDU displays the current flight path deviation through the aircraft identifier, flight path pointer, deviation lever, and deviation scale within the compass of the CDI in the High-Speed ​​Air System (HIS). This invention provides a method for calculating flight path deviations on aircraft without a proximity navigation receiver, supporting manual flight by the pilot based on the CDI using the LAS.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of general aviation, and particularly relates to a low-cost avionics system course deviation acquisition method supporting RNP operation. BACKGROUND

[0002] The low-cost avionics system (LAS for short) is an avionics system developed for small general aviation aircraft, meeting the requirements of China Civil Aviation Regulation (CCAR) 23, and being capable of flexibly adapting to peripheral equipment and integrating display and control. Through the replacement of the LAS, the cost of the instrument system of the small general aviation aircraft can be effectively reduced, and the modernization level and market competitiveness of the aircraft can be improved.

[0003] The RNP operation allows the pilot to manually fly based on the course deviation indicator (CDI for short) on the aircraft without coupling the automatic driving system. In the close-in navigation, the traditional CDI relies on the close-in navigation receiver to realize the acquisition of the course deviation. However, due to the cost control and other reasons, some small general aviation aircraft cancel the close-in navigation receiver, and in order to also support the RNP operation, the LAS to be replaced is required to continue to provide the CDI course deviation display in the close-in navigation. SUMMARY

[0004] The present application provides a low-cost avionics system course deviation acquisition method supporting RNP operation, so as to realize the course deviation calculation mode of the pilot manually flying based on the CDI on the aircraft without being equipped with the close-in navigation receiver through the LAS.

[0005] The technical scheme of the present application: the present application provides a low-cost avionics system course deviation acquisition method supporting RNP operation, comprising:

[0006] On the aircraft without being equipped with the close-in navigation receiver, the low-cost avionics system LAS of the aircraft is adopted, and in the process of the pilot manually flying based on the course deviation indicator CDI in the LAS, the flight management function of the integrated display unit IDU in the LAS is used to calculate the course deviation and send the course deviation to the integrated display function processing, and the current course deviation is indicated by the aircraft identifier, the course pointer, the deviation bar and the deviation scale in the CDI in the internal compass of the horizontal state display HIS after the processing of the integrated display function processing.

[0007] Optionally, in the low-cost avionics system course deviation acquisition method supporting RNP operation,

[0008] Step 1, the flight management function extracts data from the on-board navigation database according to the flight plan set by the pilot on the integrated display unit (IDU) and activation, and parses into a flight plan leg list including: leg information of leg start point and end point;

[0009] Step 2, the flight management function determines the currently activated leg according to the current position, heading of the aircraft and the flight plan set by the pilot on the integrated display unit (IDU);

[0010] Step 3, the flight management function calculates the real-time track of the aircraft according to the current position of the aircraft and the currently activated leg;

[0011] Step 4, the flight management function calculates the predetermined track unit normal vector according to the currently activated leg;

[0012] Step 5, the flight management function calculates the should-be track of the aircraft projected on the predetermined track according to the meridian plane normal vector of the current position of the aircraft and the predetermined track normal vector;

[0013] Step 6, the flight management function calculates the real-time track deviation of the aircraft according to the calculation results obtained in steps 3 to 5;

[0014] Step 7, the integrated display function processes the track deviation calculated by the flight management function and displays it on the CDI of the horizontal situation display (HSI).

[0015] Optionally, in the low-cost avionics system track deviation acquisition method supporting RNP operation as described above,

[0016] The flight management function of the IDU includes: a human-computer interaction component, a flight plan component, a flight guidance component and a navigation component;

[0017] The integrated display function of the IDU includes: an integrated display management function, a flight management state display (FSD) and a HSI;

[0018] The IDU also has an input / output management function.

[0019] Optionally, in the low-cost avionics system track deviation acquisition method supporting RNP operation as described above, the step 1 includes:

[0020] The instructions formed by the pilot in the FSD are packaged by the integrated display management component, the plan operation is sent to the flight plan component through the human-computer interaction component, the flight plan component responds and processes, the processing result 104 is packaged through the human-computer interaction component, and the display content of the FSD is formed after being processed by the integrated display management function;

[0021] The flight plan component extracts data from the airborne navigation database, parses the flight plan, and generates a flight plan segment list 107 for use by the flight guidance component.

[0022] Optionally, in the method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation as described above, step 2 includes:

[0023] The navigation component receives measurement results from airborne sensors through input / output management functions and calculates the aircraft's current position and heading. The flight guidance component uses the flight plan segment list and the aircraft's current position and heading to send a sorting to the flight plan component to activate flight plan segments that match the aircraft's current position and heading.

[0024] Optionally, in the method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation as described above, step 3 includes:

[0025] Step 31: The flight guidance component converts the aircraft's current position latitude and longitude and the latitude and longitude of the currently active flight plan segment termination point into unit vectors in a geocentric coordinate system. u p and u 2. Calculation u p and u The vector product of 2 and normalized to obtain n p2 ;

[0026] Step 32: Set the aircraft's current flight path to north-northeast as positive, and take the unit vector of the z-axis in the geocentric coordinate system. u z Then, the unit normal vector of the meridian plane where the aircraft is currently located is:

[0027] ;

[0028] Step 33, considering the special case of the poles, the aircraft's current flight path is represented as:

[0029] ;

[0030] in, lat 2 represents the latitude of the termination point of the currently active flight plan segment. lat p This is the latitude of the aircraft's current position.

[0031] Optionally, in the method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation as described above, step 4 includes:

[0032] Set the latitude and longitude of the starting point of the currently active flight segment to a unit vector in the geocentric coordinate system. u1. The flight guidance component calculates the predetermined track heading vector according to the currently activated flight plan leg as:

[0033] .

[0034] Optionally, in the low-cost avionics system track deviation acquisition method supporting RNP operation as described above, the step 5 comprises:

[0035] Step 51, according to the spatial geometric relationship, the unit track vector of the current position of the aircraft projected on the predetermined track is calculated as:

[0036] ;

[0037] Step 52, considering the pole special case, the should-fly track of the current position of the aircraft projected on the predetermined track is arranged as:

[0038] ;

[0039] Wherein, lat1 is the latitude of the starting point of the currently activated flight plan leg.

[0040] Optionally, in the low-cost avionics system track deviation acquisition method supporting RNP operation as described above, the step 6 comprises:

[0041] The flight guidance component calculates the track deviation of the aircraft under the above conditions according to the track vector calculated in the above steps. u p , n 12 , crs, crs c The track deviation of the aircraft under the above conditions is calculated as:

[0042] .

[0043] Optionally, in the low-cost avionics system track deviation acquisition method supporting RNP operation as described above, the step 7 comprises:

[0044] After the flight guidance component calculates the track deviation, the input and output management function sends it to the integrated display management function, which organizes it into the representation form of HSI, and displays it through the aircraft identifier, track pointer, deviation bar and deviation scale inside the compass in the CDI of HSI.

[0045] The application has the beneficial effects that the embodiment of the application provides a low-cost avionics system channel deviation acquisition method supporting RNP operation, which is a channel deviation calculation method for supporting the pilot to manually fly based on CDI on the aircraft without being equipped with a local navigation receiver. BRIEF DESCRIPTION OF DRAWINGS

[0046] The accompanying drawings are used to provide a further understanding of the technical solutions of the application, constitute a part of the specification, and are used to explain the technical solutions of the application together with the embodiments of the application, and do not constitute a limitation on the technical solutions of the application.

[0047] Figure 1 An implementation principle schematic diagram of the low-cost avionics system channel deviation acquisition method supporting RNP operation is provided for the embodiment of the application;

[0048] Figure 2 A key parameter schematic diagram in the channel deviation calculation process of the flight management function is provided for the embodiment of the application;

[0049] Figure 3 is a schematic diagram of representing a vector Figure 2 from another angle;

[0050] Figure 4 A schematic diagram of displaying in the HIS by using the low-cost avionics system channel deviation acquisition method supporting RNP operation provided by the embodiment of the application is provided. DETAILED DESCRIPTION

[0051] ​In order to make the objects, technical solutions and advantages of the present application clearer, the embodiments of the present application will be described in detail below with reference to the drawings. It should be explained that the embodiments in the present application and the features in the embodiments can be combined with each other in any manner without conflict.

[0052] As described in the foregoing background, some small transport aircraft cancel the near navigation receiver, and in order to support RNP operation, the replacement LAS should continue to provide CDI path deviation display in near navigation. First, the LSA and RNP operation of the small transport aircraft are described as follows:

[0053] The small transport aircraft generally has high requirements for the cost of equipment and limited installation space. Therefore, compared with the traditional avionics system, the LAS is highly integrated in the physical architecture design, and the number and weight of the line replaceable unit (LRU) of the route are strictly constrained. In the face of these requirements and constraints, the LAS must cancel a large number of traditional flight instruments, and use the integrated display unit (IDU) for electronic flight instrument integration to improve the degree of equipment integration, reduce the size and weight of the equipment; in addition, the software function and the use of hardware resource capability are fully utilized to simplify the design of the system and circuit, reduce the maintenance cost and improve the safety. This highly integrated design also enables the LAS to perform some function expansion by supplementing the airworthiness of the newly added software for airworthiness certification, further reducing the research and development cost, and shortening the time of putting the upgraded product into the market.

[0054] The Required Navigation Performance (RNP) operation is one of the operation concepts promoted with the upgrading of the aviation system technology, which refers to the performance requirements for system accuracy, integrity, availability, continuity and function when the aircraft flies in the specified airspace or along the route or instrument flight procedure, and has the onboard navigation performance monitoring and alarm. With the promotion of the Aviation System Block Upgrade (ASBU) scheme by the member states and regions of the International Civil Aviation Organization (ICAO), the avionics system that does not support RNP operation is gradually eliminated in the aviation system operation.

[0055] RNP operation allows the pilot to fly manually based on the course deviation indicator (CDI) on the aircraft without coupling the autonomous driving system. In the close-in navigation, the traditional CDI relies on the close-in navigation receiver to realize the course deviation acquisition; the course deviation of the CDI comes from the difference in depth of modulation (DDM) of the very high frequency omnidirectional omnidirectional radio range (VOR) or landing system (LS) signal measured by the receiver, and the pilot perceives the deviation of the current position and heading of the aircraft relative to the predetermined course through the course pointer, deviation scale and deviation bar displayed by the CDI. The reaction reflects the deviation of the current position of the aircraft relative to the center line of the course, and the closer the aircraft is to the course point, the more sensitive it is.

[0056] In practical application, based on the control and other aspects, some small general aviation aircraft cancel the close-in navigation receiver, in order to support RNP operation, it is required that the LAS to be replaced should continue to provide CDI course deviation display in close-in navigation.

[0057] In view of the above-mentioned needs, the embodiment of the application provides a low-cost avionics system course deviation acquisition method supporting RNP operation, which relates to a course deviation acquisition method of a horizontal situation indicator (HSI) in a LAS, and is specifically a course deviation calculation method of the LAS supporting the pilot to fly manually based on the CDI on an aircraft without being equipped with a close-in navigation receiver. The LAS has integrated basic flight management functions, including navigation components, flight plan components and flight guidance components, and the like, and can calculate the course deviation based on the spatial geometric relationship by using the internal data in the flight management function.

[0058] The following specific embodiments provided by the application can be combined with each other, and the same or similar concepts or processes can not be described in some embodiments.

[0059] The low-cost avionics system course deviation acquisition method provided by the embodiment of the application is applied to an aircraft without being equipped with a close-in navigation receiver, and the LAS of the aircraft supports the pilot to fly manually based on the course deviation indicator CDI, thereby providing a course deviation calculation method. The implementation manner is that:

[0060] The LAS of the airplane is used, and the flight management function of the integrated display unit (IDU) in the LAS is used to calculate the course deviation and send it to the integrated display function processing during the manual flight of the pilot based on the course deviation indicator (CDI) in the LAS. The current course deviation is indicated by the airplane identifier, the course pointer, the deviation bar and the deviation scale in the CDI of the HSI after the processing of the integrated display function processing.

[0061] As shown in Figure 1 Fig. 1 is a schematic diagram of the implementation principle of the low-cost avionics system course deviation acquisition method supporting RNP operation according to an embodiment of the present application. The LAS course deviation acquisition method provided by the embodiment of the present application comprises the following steps:

[0062] Step 1: The flight management function extracts data from the on-board navigation database according to the flight plan set by the pilot on the integrated display unit (IDU) and activated, and parses the data into a flight plan leg list, wherein the flight plan leg list comprises the leg information of the leg start point and the leg end point.

[0063] Step 2: The flight management function judges the currently activated leg according to the current position, the heading of the airplane and the flight plan set by the pilot on the IDU.

[0064] Step 3: The flight management function calculates the real-time course of the airplane according to the current position of the airplane and the currently activated leg.

[0065] Step 4: The flight management function calculates the predetermined course unit normal vector according to the currently activated leg.

[0066] Step 5: The flight management function calculates the should-fly track of the airplane on the predetermined course according to the meridian plane normal vector of the current position of the airplane and the predetermined course normal vector.

[0067] Step 6: The flight management function calculates the real-time course deviation of the airplane according to the calculation results obtained in steps 3 to 5.

[0068] Step 7: The integrated display function processing indicates the course deviation calculated by the flight management function on the CDI of the horizontal state indicator (HSI).

[0069] The low-cost avionics system supporting RNP operation provided by the embodiment of the present application provides a channel deviation acquisition method, which is specifically a channel deviation calculation method for supporting the pilot to manually fly based on a CDI on an airplane without a short-range navigation receiver.

[0070] The following describes the specific implementation of each step in the channel deviation acquisition method for supporting RNP operation provided by the embodiment of the present application.

[0071] For the airplane without a short-range navigation receiver, the channel deviation calculation method for supporting the pilot to manually fly based on a channel deviation indicator (CDI) is described by the following example.

[0072] Step 1: The pilot sets a flight plan through the flight management status display (FMS Status Display, FSD for short) function on the IDU and activates it.

[0073] Reference Figure 1 As shown in the figure, the pilot operates the instruction 101 formed in the FSD, the instruction 101 is packaged by the integrated display management group 102, a plan operation 103 is sent to the flight plan component through the human-computer interaction component, the flight plan component responds and processes, the processing result 104 is packaged 105 through the human-computer interaction component, and the display content 106 of the FSD is formed after processing by the integrated display management function. In addition, the flight plan component extracts data from the onboard navigation database, analyzes the flight plan to generate a flight plan leg list 107 for the flight guidance component.

[0074] Step two, the navigation component receives the airborne sensor measurement results 201 through the input-output management function to fuse and calculate the current position and heading 202 of the aircraft, and the flight guidance component sends the sequencing 203 to the flight plan component using the flight plan leg list 107 and the current position and heading of the aircraft.

[0075] This step is to activate the flight plan leg matching the current position and heading of the aircraft.

[0076] For example, the legs in the flight plan leg list 107 include: 0, 1, 2, 3, 4, 5, if the leg mapped by the current position and heading in the flight plan leg list 107 is leg 1, then the current sending sequencing is 1, 2, 3, 4, 5, that is, the activation of the current leg is completed; if the leg mapped by the current position and heading in the flight plan leg list 107 is leg 2, then the current sending sequencing is 1, 2, 3, 4, 5, the activation of the current leg is not completed, then the next time the legs in the flight plan leg list 107 include: 1, 2, 3, 4, 5, the next time the sending sequencing is 2, 3, 4, 5, at this time, the activation of leg 2 is completed.

[0077] Figure 2 The key parameters in the flight path deviation calculation process of the flight management function in the embodiment of the application are shown in the schematic diagram, it should be noted that in order to clearly show the schematic diagram, the flight path is enlarged, and in fact the Figure 2 should look much larger than the flight path. r e should look much larger than the flight path. ; Figure 3 is a schematic diagram of the vector Figure 2 from another angle, similarly, the is enlarged, and in fact the Figure 3 should look much larger than the flight path. r e should look much larger than the flight path.

[0078] Step three, referring to Figure 2 and Figure 3 , the flight guidance component converts the current position latitude and longitude of the aircraft and the current activated flight plan leg end point latitude and longitude into unit vectors in the geocentric terrestrial coordinate system, respectively obtaining u p and u 2; wherein, u p is the unit vector of the current position latitude and longitude of the aircraft converted to the geocentric terrestrial coordinate system, u 2 is the unit vector of the flight plan leg end point latitude and longitude converted to the geocentric terrestrial coordinate system;

[0079] Then, calculate u p andu 2, and normalize it to get n p2 Then the current track of the aircraft equals n p2 The angle between the current position of the aircraft and the normal vector of the meridian plane in which the aircraft is located.

[0080] Let the current track of the aircraft be positive in the north and east direction, and take the unit vector of the z-axis of the geocentric coordinate system u z Then take the unit normal vector of the meridian plane in which the aircraft is currently located as follows:

[0081] ;

[0082] Considering the special case of the pole, the current track of the aircraft can be arranged as follows:

[0083] ;

[0084] Wherein, lat 2 is the latitude of the end point of the currently active flight plan leg, lat p is the latitude of the current position of the aircraft.

[0085] Step four, let the starting point of the current active leg be converted into the unit vector in the geocentric coordinate system u 1, and the flight guidance component calculates the predetermined track normal vector according to the currently active flight plan leg:

[0086] ；

[0087] Step five, according to the spatial geometric relationship, calculate the unit track vector of the aircraft's current position projected on the predetermined track:

[0088] ;

[0089] Considering the special case of the pole, the track of the aircraft's current position projected on the predetermined track should be arranged as follows:

[0090] ;

[0091] Wherein, lat 1 is the latitude of the starting point of the currently active flight plan leg.

[0092] Step six, the flight guidance component calculates the track deviation of the aircraft under the above conditions according to the above information:

[0093] .

[0094] Step seven, refer to Figure 1, the input and output management function obtains the track deviation 701 calculated by the flight guidance component, and sends it to the integrated display management function, which organizes it into the representation form 702 of the HSI, and displays it through the aircraft identifier, the track pointer, the deviation bar and the deviation scale inside the CDI of the HSI, as shown in the display content in the CDI. Figure 4 At this time, the pilot controls the aircraft roll through the pressure bar, so that the deviation bar and the track pointer are in a straight line. Figure 4 The schematic diagram of the low-cost avionics system track deviation acquisition method for supporting RNP operation provided by the embodiment of the present application is realized in the HSI.

[0095] The low-cost avionics system track deviation acquisition method for supporting RNP operation provided by the embodiment of the present application specifically relates to a track deviation calculation method for supporting the pilot to manually fly based on the CDI on the aircraft without being equipped with a close-range navigation receiver. Through the basic flight management function integrated in the IDU, the flight management function calculates the track deviation, which is sent to the integrated display function for processing, and the current track deviation is displayed through the aircraft identifier, the track pointer, the deviation bar and the deviation scale inside the CDI of the HSI. By using the technical solution provided by the present application, the LAS can still provide the track deviation perception suitable for the use habit of the pilot on the aircraft without being equipped with a close-range navigation receiver, and the pilot can manually control the aircraft to fly along the predetermined track by referring to the CDI when implementing close-range navigation. In addition, the track deviation calculation method provided by the present application is simple and efficient, which uses the internal data of the IDU for calculation, and breaks away from the dependence of the traditional CDI on the close-range navigation receiver, so that the system development, modification, upgrading and airworthiness cost of the small general aviation aircraft supporting RNP operation can be effectively reduced, and the carrying capacity and market competitiveness of the small general aviation aircraft can be improved.

[0096] Although the embodiments of the present application are disclosed as above, the content is only the embodiment adopted for the purpose of understanding the present application, and is not used to limit the present application. Any person skilled in the art of the present application can make any modification and change in the implementation form and details without departing from the spirit and scope of the present application, but the patent protection scope of the present application shall be subject to the scope defined by the attached claims.

Claims

1. A method for obtaining flight path deviations in a low-cost avionics system supporting RNP operation, characterized in that, include: On aircraft not equipped with a short-range navigation receiver, the aircraft's low-cost avionics system (LAS) is used. During manual flight, the pilot calculates the course deviation using the flight management function of the integrated display unit (IDU) in the LAS based on the Course Deviation Indicator (CDI) in the LAS and sends it to the integrated display function for processing. After processing by the integrated display function, the current course deviation is displayed through the aircraft markings, course pointers, deviation rods, and deviation scales inside the compass in the CDI of the horizontal status display (HIS). The method includes: Step 1: The flight management function is activated based on the flight plan set by the pilot on the integrated display unit (IDU). It extracts data from the airborne navigation database and parses it into a flight plan segment list. The flight plan segment list includes segment information such as the segment start point and the segment end point. Step 2: The flight management function determines the currently active flight segment based on the aircraft's current position, heading, and the flight plan set by the pilot on the integrated display unit (IDU). Step 3: The flight management function calculates the aircraft's real-time flight path based on the aircraft's current location and the currently activated flight segment; Step 4: The flight management function calculates the unit normal vector of the predetermined flight path based on the currently activated flight segment; Step 5: The flight management function calculates the flight path that the aircraft should project onto the predetermined flight path based on the normal vector of the meridian plane where the aircraft is currently located and the normal vector of the predetermined flight path. Step 6: The flight management function calculates the aircraft's real-time flight path deviation based on the calculation results obtained from Steps 3 to 5. Step 7: The integrated display function processes the flight management function to calculate the course deviation and displays it on the CDI of its horizontal status display (HSI).

2. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 1, characterized in that, The flight management functions of the IDU include: human-machine interaction components, flight planning components, flight guidance components, and navigation components; The integrated display functions of the IDU include: integrated display management functions, flight management status display (FSD) and HIS; The IDU also has input / output management functions.

3. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 2, characterized in that, Step 1 includes: The instructions generated by the pilot in the FSD are packaged by the integrated display management group and sent to the flight plan component through the human-machine interaction component. The flight plan component responds and processes the instructions. The processing result (104) is packaged by the human-machine interaction component and processed by the integrated display management function to form the display content of the FSD. The flight plan component extracts data from the airborne navigation database, parses the flight plan, and generates a list of flight plan segments (107) for use by the flight guidance component.

4. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 3, characterized in that, Step 2 includes: The navigation component receives measurement results from airborne sensors through input / output management functions and calculates the aircraft's current position and heading. The flight guidance component uses the flight plan segment list and the aircraft's current position and heading to send a sorting to the flight plan component to activate flight plan segments that match the aircraft's current position and heading.

5. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 4, characterized in that, Step 3 includes: Step 31: The flight guidance component converts the aircraft's current position latitude and longitude and the latitude and longitude of the currently active flight plan segment termination point into unit vectors in a geocentric coordinate system. u p and u 2. Calculation u p and u The vector product of 2 and normalized to obtain n p2 ; Step 32: Set the aircraft's current flight path to north-northeast as positive, and take the unit vector of the z-axis in the geocentric coordinate system. u z Then, the unit normal vector of the meridian plane where the aircraft is currently located is: ； Step 33, considering the special case of the poles, the aircraft's current flight path is represented as: ； in, lat 2 represents the latitude of the termination point of the currently active flight plan segment. lat p This is the latitude of the aircraft's current position.

6. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 5, characterized in that, Step 4 includes: Set the latitude and longitude of the starting point of the currently active flight segment to a unit vector in the geocentric coordinate system. u 1. The flight guidance component calculates the predetermined course normal vector based on the currently active flight plan segment as follows: 。 7. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 6, characterized in that, Step 5 includes: Step 51: Calculate the unit track vector projected onto the predetermined flight path from the aircraft's current position based on spatial geometric relationships: ； Step 52, considering the special case of the poles, the flight path projected from the aircraft's current position onto the predetermined flight path is summarized as follows: ； in, lat 1 represents the latitude of the starting point of the currently active flight plan segment.

8. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 7, characterized in that, Step 6 includes: The flight guidance component is based on the calculations made in the above steps. u p , n 12 , crs, crs c The flight path deviation of the aircraft is calculated as follows: 。 9. The method for obtaining flight path deviations of a low-cost avionics system supporting RNP operation according to claim 8, characterized in that, Step 7 includes: The input / output management function obtains the flight path deviation calculated by the flight guidance component and sends it to the integrated display management function, which organizes it into an HSI representation. This representation is then displayed through the aircraft identifier, flight path pointer, deviation bar, and deviation scale inside the compass in the HIS's CDI.

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