System and method for TAWS mode 2 flight test

Abstract

The invention relates to a system and a method for a TAWS mode 2 flight test. The invention provides a test flight technical scheme based on a test flight implementation process taking a virtual airport as a core. According to the technical scheme, the flight test of the TAWS mode 2 is carried out by using the approach flight simulation method which is very familiar with a pilot, on the basis of effectively controlling the controlled ground collision risk of the aircraft, the test flight task can be efficiently completed, and the low-altitude test flight implementation of the civil aircraft airborne product TAWS in the complex mountainous area can be supported.

Description

Technical Field

[0001] The present invention relates to the technical field of civil aircraft test and verification, and in particular to a system and method for a Terrain Awareness and Warning System (TAWS) Mode 2 flight test. Background Art

[0002] In the field of traditional civil aviation flight, the minimum flight safety altitude is not less than 600 meters above the highest obstacle in the area during the cruising phase, and it needs to be 300 meters above the highest obstacle in the area in the terminal area. However, when performing TAWS Mode 2 flight tests, the aircraft was below the minimum safety altitude, and there was a great risk of crashing into the mountain. Secondly, the flight test needs to be at a specific part of the mountain to accurately trigger the alarm, and the aircraft's flight path needs to be precisely controlled. In addition, low-altitude flights in mountainous areas are extremely susceptible to turbulence, birds, human buildings, and unmanned aerial photography aircraft, which greatly threaten flight safety. These threat factors need to be carefully monitored and controlled.

[0003] Therefore, when performing TAWS Mode 2 flight tests, it is necessary to formulate a set of scientific and reasonable technical solutions for accurately controlling flight altitude and flight track and monitoring and controlling environmental factors, so as to improve the success rate of test flights while ensuring the safety of test flights. At present, it is mainly aimed at the product design field of terrain prompting and warning systems, and some functions of terrain prompting and warning systems are designed, such as warning image generation, generation or management of warning information, and forward terrain warning based on aircraft performance. At present, there is a lack of technical solutions for flight test methods of terrain prompting and warning systems. There is a gap in the implementation method of flight tests and flight test safety control. In addition, the traditional TAWS Mode 2 test flight is implemented by the test pilot maneuvering the aircraft to fly toward the target mountain top. The track control accuracy is insufficient, and it is easy to deviate from the test segment, which can easily lead to the failure of the flight test. Secondly, the flight altitude control is based on the air pressure measurement value far away from the mountain airport. The large deviation of the air pressure reference value of low-altitude flight in mountainous areas can easily cause the risk of controlled collision. Finally, the traditional communication and monitoring means of low-altitude flight in mountainous areas cannot maintain real-time contact with the aircraft and cannot command the flight in time. All are controlled autonomously by the test pilot, and the test efficiency and test flight safety are in great uncertainty.

[0004] Therefore, there is an urgent need for a system and method that improves the prior art. Summary of the invention

[0005] This Summary is provided to introduce some concepts in a simplified form that are further described in the Detailed Description below. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0006] In view of the problems in the existing technology, a test flight technology solution based on the test flight implementation process with a virtual airport as the core is proposed. This technical solution is a method of conducting TAWS Mode 2 flight tests using a simulated approach flight method that pilots are very familiar with. On the basis of effectively controlling the risk of controlled aircraft collision with the ground, the test flight mission can be completed efficiently, and it can support the implementation of low-altitude test flights of TAWS on civil aircraft airborne products in complex mountainous areas.

[0007] Specifically, the technical solution of the present invention supports TAWS Mode 2 flight tests in mountainous areas by constructing a virtual airport architecture, designing a simulated approach, landing and go-around system and a test flight implementation process that integrates the runway, flight track, pressure reference, radio altitude, and flight procedures including approach, landing and go-around.

[0008] Specifically, in one embodiment of the present invention, a system for TAWS Mode 2 flight test is disclosed, the system comprising:

[0009] A flight planning module configured to:

[0010] Constructing a virtual runway, wherein the highest point of the test target mountain peak is used as the entrance centerline point of the virtual runway and the altitude of the test target mountain peak is used as the runway landing elevation of the virtual runway;

[0011] Constructing a virtual flight path based on the virtual runway, wherein the flight altitude of each flight path in the virtual flight path is constrained according to the landing elevation of the runway, and the virtual flight path includes the following elements: approach, approach, landing and go-around; and

[0012] An approach, landing and missed approach procedure is generated for the crew to execute according to the virtual track;

[0013] An air pressure measurement module, which is configured to measure the field pressure of the virtual runway and calculate the corrected sea pressure in real time according to the altitude to provide air pressure reference data;

[0014] a meteorological observation module configured to provide meteorological information required for the flight test, including wind speed and direction at the threshold section of the virtual runway, visibility, and cloud base height; and

[0015] The VHF communication module is configured for air-ground communication, including sending the air pressure reference data and the weather information to the aircraft.

[0016] In one embodiment of the present invention, the system further comprises:

[0017] a clearance condition observation module, which is configured to observe clearance conditions and notify the crew of the clearance conditions via the VHF communication module, wherein the clearance conditions include bird conditions and drone conditions;

[0018] a satellite communications module configured for backup air-to-ground communications; and

[0019] A simulated tower module configured to operate the test flight operations control system.

[0020] In one embodiment of the present invention, the runway direction of the virtual runway is consistent with the design heading of the virtual track.

[0021] In one embodiment of the present invention, the corrected sea pressure is calculated by the following formula: p0 = p[288.15 / (288.15-0.00065H)] 5.256 , where P0 is the corrected sea level pressure, P is the measured field pressure, and H is the altitude of the target mountain in the test.

[0022] In one embodiment of the present invention, the flight planning module is further configured to prepare an aeronautical chart based on the approach, landing and go-around procedure for use by the crew.

[0023] In one embodiment of the present invention, the missed approach altitude in the virtual flight path is adjusted based on the minimum radio altitude of the aircraft when the aircraft flies over the threshold of the virtual runway.

[0024] In one embodiment of the present invention, the meteorological observation module includes an anemometer, a wind cone, and a visibility observation reference device, and the meteorological information is provided in combination with a satellite cloud map.

[0025] In yet another embodiment of the present invention, a method for TAWS Mode 2 flight test is disclosed, the method comprising:

[0026] Constructing a virtual runway, wherein the highest point of the test target mountain peak is used as the entrance centerline point of the virtual runway and the altitude of the test target mountain peak is used as the runway landing elevation of the virtual runway;

[0027] A virtual flight path is constructed based on the virtual runway, wherein the flight altitude of each flight path in the virtual flight path is constrained according to the landing elevation of the runway, and the virtual flight path includes the following elements: approach, approach, landing and go-around;

[0028] An approach, landing and missed approach procedure is generated for the crew to execute according to the virtual track;

[0029] Measuring the field pressure of the virtual runway and calculating the corrected sea pressure in real time according to the altitude to provide pressure reference data;

[0030] Provide the meteorological information required for the flight test, including wind speed and direction at the threshold of the virtual runway, visibility and cloud base height; and

[0031] The air pressure reference data and the weather information are sent to the aircraft.

[0032] In one embodiment of the present invention, the method further includes observing clearance conditions and notifying the crew of the clearance conditions, wherein the clearance conditions include bird conditions and drone conditions.

[0033] In one embodiment of the present invention, the method further comprises preparing an aeronautical chart based on the approach, landing and missed approach procedure for use by the flight crew.

[0034] After studying the description of the specific exemplary embodiments of the present invention below in conjunction with the accompanying drawings, other aspects, features and embodiments of the present invention will be apparent to those of ordinary skill in the art. Although features of the present invention may be discussed below with respect to certain embodiments and accompanying drawings, all embodiments of the present invention may include one or more of the advantageous features discussed herein. In other words, although one or more embodiments may be discussed to have certain advantageous features, one or more of such features may also be used according to the various embodiments of the present invention discussed herein. In a similar manner, although exemplary embodiments may be discussed below as device, system or method embodiments, it should be appreciated that such exemplary embodiments may be implemented in various devices, systems, and methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to understand in detail the manner in which the above-stated features of the present disclosure are used, a more particular description of the content briefly summarized above may be made with reference to various aspects, some of which are illustrated in the accompanying drawings. It should be noted, however, that the accompanying drawings illustrate only certain typical aspects of the present disclosure and are not to be considered limiting of its scope, as the description may admit to other equally effective aspects.

[0036] Figure 1 A schematic block diagram of a system for TAWS Mode 2 flight test according to an embodiment of the present invention is shown.

[0037] Figure 2 A schematic diagram of a virtual airport structure according to an embodiment of the present disclosure is shown.

[0038] Figure 3 A design diagram of an approach, landing and go-around procedure according to an embodiment of the present disclosure is shown.

[0039] Figure 4 A flowchart showing a method for TAWS Mode 2 flight test according to an embodiment of the present invention is shown.

[0040] Figure 5 The flight test implementation process based on the method and system according to one embodiment of the present invention is shown. DETAILED DESCRIPTION

[0041] The various embodiments will be described in more detail below with reference to the accompanying drawings that form part of the present invention and illustrate various specific exemplary embodiments. However, the various embodiments can be implemented in many different forms and should not be interpreted as limiting the various embodiments set forth herein; on the contrary, these embodiments are provided to make the present disclosure thorough and complete, and to fully convey the scope of these embodiments to those of ordinary skill in the art. The various embodiments may be implemented in accordance with methods, systems, or devices. Therefore, these embodiments may be implemented in hardware, in full software, or in a combination of software and hardware. Therefore, the following specific embodiments are not limiting.

[0042] The steps in each flow chart may be performed by hardware (e.g., processor, engine, memory, circuit), software (e.g., operating system, application, driver, machine / processor executable instructions), or a combination thereof. As will be appreciated by those skilled in the art, the methods involved in each embodiment may include more or fewer steps than shown.

[0043] In response to the technical problems in the prior art, the present invention constructs a virtual airport structure with the target test peak as the runway port, providing virtual runways, communication command, air pressure reference, meteorological services and other support services for flight tests, which can effectively solve the problems of inaccurate air pressure reference and communication monitoring signal coverage, and provide a full-factor support environment for flight tests. In addition, for TAWS Mode 2 flight tests, the present invention uses the target peak as the runway entrance in mountainous areas, and designs a flight procedure covering the expected test mountain, so that the flight test can be carried out in a simulated approach and go-around manner that pilots are most familiar with, accurately controlling the aircraft's track and flight altitude, and improving the test efficiency on the basis of ensuring the safety of the test flight.

[0044] Various aspects of the present invention will be described in detail below.

[0045] Figure 1 FIG. 1 is a schematic block diagram of a system 100 for TAWS Mode 2 flight test according to an embodiment of the present invention. Figure 2 and Figure 3 To describe in detail Figure 1 System 100 is shown.

[0046] In one embodiment of the present invention, the system 100 for TAWS Mode 2 flight testing may include a flight planning module 102 , a barometric pressure measurement module 104 , a weather observation module 106 , and a VHF communication module 108 .

[0047] Figure 2 FIG. 2 shows a schematic diagram of a virtual airport structure 200 according to an embodiment of the present disclosure. Figure 2As shown in the figure, by building the virtual airport architecture and designing the flight procedures including runway, flight track, pressure reference, radio altitude, approach, landing and go-around, TAWS Mode 2 flight tests in mountainous areas are supported.

[0048] Specifically, in one embodiment of the present invention, the flight planning module 102 may be configured to construct a virtual runway. In this embodiment, the virtual runway uses the highest point of the test target mountain as the entrance centerline point of the virtual runway and uses the altitude of the test target mountain as the runway landing elevation of the virtual runway, and the runway direction of the virtual runway is consistent with the design heading of the virtual track.

[0049] In an exemplary embodiment, Figure 2 As shown, the virtual runway uses the highest point of the test target mountain as the runway port centerline point, the runway length can be 3000 meters, the width can be 60 meters, the runway magnetic heading can be 142°, and the runway port landing elevation can be H meters.

[0050] In one embodiment of the present invention, the flight planning module 102 may also be configured to construct a virtual track based on the virtual runway. In this embodiment, the flight altitude of each track in the virtual track is constrained according to the landing elevation of the runway, and the virtual track includes the following elements: approach, approach, landing and go-around. In another embodiment of the present invention, the go-around altitude in the virtual track is adjusted based on the minimum radio altitude of the aircraft when the aircraft flies over the entrance of the virtual runway. The radio altitude of the aircraft gradually decreases as it approaches the mountain, and the unpowered altitude value when flying over the top of the mountain is the minimum value, which is used to adjust the go-around altitude during the flight.

[0051] In one embodiment of the present invention, the flight planning module 102 may be further configured to generate an approach, landing and go-around procedure for the crew to execute based on the virtual track. In this embodiment, the flight planning module 102 may be further configured to create an aeronautical chart based on the approach, landing and go-around procedure for the crew to use.

[0052] Figure 3 FIG. 300 shows a design diagram of an approach, landing and go-around procedure according to an embodiment of the present disclosure. In an exemplary embodiment, the design is based on the actual flight test situation. Figure 3The flight track shown includes two initial approach fixes (IAF), an intermediate approach fix (IF), a final approach fix (FAF) and a missed approach point (MAPt), where the flight altitude of the IAF point can be 3000 meters, the flight altitude of the IAF point can be 2600 meters, and the flight altitude of the FAF point can be H+200 meters and H+600 meters (which can be adjusted according to different test needs). The distance from IAF to IF is 34 kilometers, the distance from IF to FAF is 25 kilometers, and the distance from FAF to MAPt is 25 kilometers. 2) Approach, landing and missed approach procedure: According to the flight track, design the approach, landing and missed approach procedures, and prepare the aeronautical chart for the flight crew to use, see for details. Figure 3 The flight procedure constrains the position of each waypoint, the flight altitude, the descent profile and other information. The go-around procedure is to ascend to 3,000 meters in a straight line and turn right to fly to BJ304.

[0053] As those skilled in the art will appreciate, the above-mentioned virtual track and approach, landing and go-around procedure are merely exemplary and not restrictive, and in other embodiments of the present invention, other suitable virtual tracks may be constructed and any other suitable approach, landing and go-around procedure may be generated based on the virtual track.

[0054] Back to Figure 1 In one embodiment of the present invention, the air pressure measurement module 104 may be configured to measure the field pressure of the virtual runway and calculate the corrected sea pressure in real time according to the altitude to provide air pressure reference data. In this embodiment, the corrected sea pressure is calculated by the following formula: p0 = p[288.15 / (288.15-0.00065H)] 5.256 , where P0 is the corrected sea level pressure, P is the measured field pressure, and H is the altitude of the test target mountain. During the aircraft approach and landing, the pressure gauge is adjusted using the correction pressure provided by the ground. The aircraft's minimum radio altitude when flying over the virtual runway threshold is used to determine the aircraft's minimum altitude from the ground, thereby controlling the pressure altitude for the next simulated approach and go-around.

[0055] As those skilled in the art can understand, the above calculation method of the corrected sea pressure is merely exemplary and not restrictive, and any other suitable calculation method may be used to calculate the corrected sea pressure in other embodiments of the present invention.

[0056] In one embodiment of the present invention, the air pressure measurement module 104 may be implemented as an air pressure measurement device disposed on a mountain top to measure the field pressure of the virtual runway in real time and calculate the real-time corrected sea pressure according to the altitude of the virtual runway.

[0057] In one embodiment of the present invention, the meteorological observation module 106 may be configured to provide the meteorological information required for the flight test, including the wind speed and direction at the entrance of the virtual runway, visibility and cloud base height. In one embodiment of the present invention, the meteorological observation module includes an anemometer, a wind cone, and a visibility observation reference device set on a mountain top, and the meteorological information may be provided in combination with a satellite cloud image.

[0058] In one embodiment of the present invention, the VHF communication module 108 can be configured for air-to-ground communication, including sending the barometric reference data and the meteorological information to the aircraft. In this embodiment, the VHF communication module 108 can be implemented as a VHF radio station built on the top of a mountain and can also be used for civil aviation communication monitoring and flight test communication command.

[0059] In another embodiment of the present invention, the system 100 may optionally further include ( Figure 1 ): a clearance condition observation module, which can be configured to observe clearance conditions and report the clearance conditions to the crew via the VHF communication module, the clearance conditions including bird and drone conditions; a satellite communication module, which can be configured for backup air-to-ground communication; and a simulated tower module, which can be configured to operate the test flight operation control system.

[0060] Figure 4 A flow chart of a method 400 for TAWS Mode 2 flight testing according to one embodiment of the present invention is shown.

[0061] The method 400 starts at step 402 , where a virtual runway is constructed. The virtual runway uses the highest point of a test target mountain as the entrance centerline point of the virtual runway and uses the altitude of the test target mountain as the runway landing elevation of the virtual runway.

[0062] Next, the method 400 proceeds to step 404, where a virtual track is constructed based on the virtual runway, wherein the flight altitude of each track in the virtual track is constrained according to the landing elevation of the runway, and the virtual track includes the following elements: approach, approach, landing, and go-around. In one embodiment of the present invention, the runway direction of the virtual runway is consistent with the design heading of the virtual track. In one embodiment of the present invention, the go-around altitude in the virtual track is adjusted based on the minimum radio altitude of the aircraft when the aircraft flies over the threshold of the virtual runway.

[0063] Then, the method 400 proceeds to step 406, where an approach, landing and go-around procedure is generated for the crew to execute according to the virtual track. In one embodiment of the present invention, the method 400 further includes making an aeronautical chart based on the approach, landing and go-around procedure for the crew to use.

[0064] Then, the method 400 proceeds to step 408, measuring the field pressure of the virtual runway and calculating the corrected sea pressure in real time according to the altitude to provide pressure reference data. In one embodiment of the present invention, the corrected sea pressure is calculated by the following formula: p0 = p[288.15 / (288.15-0.00065H)] 5.256 , where P0 is the corrected sea level pressure, P is the measured field pressure, and H is the altitude of the target mountain in the test.

[0065] Next, method 400 proceeds to step 410 to provide meteorological information required for the flight test, including wind speed and direction, visibility, and cloud base height at the entrance section of the virtual runway. In one embodiment of the present invention, the meteorological observation module includes an anemometer, a wind cone, and a visibility observation reference device, and the meteorological information is provided in combination with a satellite cloud image.

[0066] Finally, the method 400 proceeds to step 412 to transmit the barometric pressure reference data and the weather information to the aircraft.

[0067] After step 412 , method 400 ends.

[0068] In addition, by combining the above-mentioned system 100 with the method 400, the present invention constructs an implementation process of the TAWS Mode 2 flight test, and connects a complete set of flight test methods, covering the entire business process from test preparation, virtual airport construction, aircraft takeoff, receiving meteorological information, setting up a flight plan according to the virtual track, completing the test strictly according to the track, and returning to the field for landing.

[0069] Specifically, Figure 5 A flight test implementation process 500 based on the method 400 and the system 100 according to one embodiment of the present invention is shown.

[0070] 1) The mountaintop control command team is in place; 2) Command equipment and facilities are set up, including communications, navigation, surveillance, meteorology, etc. (including system 100 and its various modules); 3) The aircraft is informed that preparations are in place and the aircraft can take off; 4) The aircraft takes off and enters the airspace; 5) Weather conditions are reported; 6) The aircraft completes the test track flight plan setting (the virtual track generated by the flight plan module 102 in the system 100) and the pressure reference setting and flies according to the track; 7) The activities of bird flocks and drones in the mountaintop area are reported; 8) The aircraft continues to fly along the track, the expected warning appears and flies over the target mountain (executes the approach, landing and go-around procedure based on the generated virtual track); 9) The ground determines the validity of the test and informs the aircraft to continue with the next set of tests or the end of the test; 10) The aircraft returns to land and the command team withdraws.

[0071] In summary, the present invention provides a new and refined flight test method and system for TAWS Mode 2 flight tests, and provides a safe and efficient solution for conducting low-altitude and high-risk flight tests in mountainous areas.

[0072] Embodiments of the present invention have been described above with reference to block diagrams and / or the operating instructions of methods, systems, and computer program products according to embodiments of the present invention. Each function / action noted in the frame may occur in an order different from that shown in any flow chart. For example, depending on the function / action involved, two frames shown in succession may actually be performed substantially simultaneously, or these frames may sometimes be performed in an opposite order.

[0073] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A system for TAWS Mode 2 flight testing, the system comprising: A flight planning module configured to: Constructing a virtual runway, wherein the highest point of the test target mountain peak is used as the entrance centerline point of the virtual runway and the altitude of the test target mountain peak is used as the runway landing elevation of the virtual runway; Constructing a virtual flight path based on the virtual runway, wherein the flight altitude of each flight path in the virtual flight path is constrained according to the landing elevation of the runway, and the virtual flight path includes the following elements: approach, approach, landing and go-around; as well as Generating an approach, landing and go-around procedure for the crew to execute according to the virtual track; An air pressure measurement module, configured to measure the field pressure of the virtual runway and calculate the corrected sea pressure in real time according to the altitude to provide air pressure reference data; A meteorological observation module, which is configured to provide meteorological information required for the flight test, including wind speed and direction at the entrance section of the virtual runway, visibility and cloud base height; as well as A very high frequency communication module is configured for air-to-ground communication, including sending the air pressure reference data and the weather information to the aircraft.

2. The system of claim 1, wherein the system further comprises: a clearance condition observation module, which is configured to observe clearance conditions and inform the crew of the clearance conditions via the VHF communication module, wherein the clearance conditions include bird conditions and drone conditions; a satellite communications module configured for backup air-to-ground communications; and A simulated tower module configured to operate the test flight operations control system. 3 . The system according to claim 1 , wherein a runway direction of the virtual runway is consistent with a designed heading of the virtual track.

4. The system of claim 1, wherein the corrected sea pressure is calculated by the following formula: p0 = p[288.15 / (288.15-0.00065H)] 5.256 , where P0 is the corrected sea level pressure, P is the measured field pressure, and H is the altitude of the test target mountain.

5. The system of claim 1, wherein the flight planning module is further configured to generate an aeronautical chart based on the approach, landing and go-around procedure for use by the crew.

6. The system of claim 1, wherein the missed approach altitude in the virtual track is adjusted based on a minimum radio altitude of the aircraft when the aircraft flies over the threshold of the virtual runway.

7. The system as claimed in claim 1, wherein the meteorological observation module includes an anemometer, a wind cone, and a visibility observation reference device, and the meteorological information is provided in combination with satellite cloud images.

8. A method for TAWS Mode 2 flight testing, the method comprising: Constructing a virtual runway, wherein the highest point of the test target mountain peak is used as the entrance centerline point of the virtual runway and the altitude of the test target mountain peak is used as the runway landing elevation of the virtual runway; Constructing a virtual flight path based on the virtual runway, wherein the flight altitude of each flight path in the virtual flight path is constrained according to the landing elevation of the runway, and the virtual flight path includes the following elements: approach, approach, landing and go-around; Generating an approach, landing and go-around procedure for the crew to execute according to the virtual track; Measuring the field pressure of the virtual runway and calculating the corrected sea pressure in real time according to the altitude to provide air pressure reference data; Providing meteorological information required for the flight test, including wind speed and direction at the entrance of the virtual runway, visibility and cloud base height; as well as The air pressure reference data and the weather information are transmitted to an aircraft.

9. The method of claim 8, wherein the method further comprises observing clearance conditions and notifying the crew of the clearance conditions, wherein the clearance conditions include bird and drone conditions.

10. The method of claim 8, wherein the method further comprises preparing an aeronautical chart based on the approach, landing and missed approach procedure for use by a flight crew.

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