Digital flying assistance system

Abstract

Method for a flying assistance system for approaching or departing aircraft (1) which automatically receive required information via aircraft and / or private mobile radio without air traffic controllers (9), characterized in that digital voice information contains all the relevant weather data (4) for outputting and enabling the runway direction (10) for aircraft (1) and general information relating to the particular airport (11), and the flying assistance system is automatically activated via a radio connection (2) by means of the triggered PTT, push to talk, button. Method for increasing the range of a particular radio transmitter of an aircraft (1) and of a handheld radio device (8), which, upon radio triggering by means of a radio push to talk button, uses the assigned frequency of said handheld radio device to activate a radio converter (6) by means of a defined input signal (2) and (7) and passes this information signal to another frequency and outputs it again.

Description

[0001] Digital Flight Assistance System

[0002] The procedure is a digital flight assistance system to support / substitute air traffic controllers at commercial and special airfields.

[0003] In particular, the economic criteria for operating an airport are driving current considerations to simplify the legal requirements for conducting flight operations at such airports and, where appropriate and possible, to relax or eliminate them. Therefore, it makes sense to initially relieve air traffic controllers of simple routine tasks through digitalization / automation in order to reduce personnel costs for air traffic control.

[0004] The object of the invention is to create a method for a flight assistance system, whereby the flight assistance system provides the operator of commercial and special airfields with a valuable, additional tool that largely supports the air traffic controller and extends his communication radius.

[0005] The problem was solved by realizing patent claim 1 and its subclaims.

[0006] It is a procedure for a flight assistance system for arriving or departing aircraft, which automatically receive the necessary information without an air traffic controller via air traffic and / or operational radio, whereby digital voice information contains all relevant weather data for the release and approval of the runway direction for aircraft, as well as general information about the respective airfield, and the air traffic controller assistance system is automatically activated via a radio connection by triggering a PTT signal, push to talk, a talk / transmit button and a carrier signal is routed to another frequency and output via a useful signal as a voice / audio signal.

[0007] A digital and multilingual voice output is provided.

[0008] Transponder signals from the aircraft can also be recorded and evaluated.

[0009] In addition, all necessary information for takeoffs and landings of an aircraft can be documented.

[0010] It is possible for the flight assistance system to be linked via remote data monitoring and thus enable incoming and outgoing data transfer, enabling the recording of take-off and landing movements as well as the remote activation of switches and lighting systems.

[0011] By outputting QDM signals, general tasks are also provided to support navigation.

[0012] An automatic data comparison is carried out to detect malfunctions with standardized and / or approved systems such as METAR, ATIS.

[0013] Furthermore, it is a method that, when a radio is triggered (TX) using the PTT (Push to Talk) radio button, from an aircraft transmitter and / or a handheld radio with its assigned frequency, is activated using defined air radio and a converted radio connection, and this carrier signal is then routed to another frequency and output as a voice or audio signal via the useful signal.

[0014] To increase the range of a specific radio transmitter of an aircraft and a handheld radio, which, when triggered by a radio button, Push to Talk, with its assigned frequency, a radio converter is used by means of a defined

[0015] Replacement sheet| Input signal is activated and this information signal is redirected to another frequency and output again.

[0016] Furthermore, further switching operations can also be carried out.

[0017] The flight operations service is continuously ensured with the flight assistance system, and the flight controller can also devote himself to administrative and organizational tasks.

[0018] Commercial and special airfields are only staffed by an air traffic controller for a limited number of hours. The flight assistance system provides pilots with reliable and safe technical support for takeoffs and landings 24 hours a day. The necessary information is available even in poor visual flight conditions and at night.

[0019] In order to relieve the air traffic controller of his duties at the airfield, the flight assistance system can transmit the necessary information to approaching aircraft, such as the weather conditions at the respective airfield, runway clearances and instructions for approach and departure, without the air traffic controller having to be present.

[0020] The system is automatically activated via the regular air traffic control service when needed and handles the usual acoustic messages from the air traffic controller using text-to-speech (TTS) synthetic voice output. These are then transmitted to the approaching or departing aircraft, including the current weather information recorded by the flight assistance system.

[0021] This means that the pilot has access to up-to-date information about the air situation at the airport at all times.

[0022] [Replacement sheet] After an initial call made by the pilot via radio, the flight assistance system sends the current wind direction and wind strength, crosswinds and gusts as well as the current air pressure at the airport via programmed synthetic voice output and recommends a landing direction to the approaching pilot.

[0023] The announcement of these messages complies with the minimum legal requirements and is the basis of a standard approach and landing procedure.

[0024] All necessary tasks of a flight controller can be replaced by the flight assistance system.

[0025] The flight assistance system can be used alongside the regular duties of a flight controller, allowing him or her more freedom for other necessary activities.

[0026] In addition, it is possible to access the current airport information online via a web access to the flight assistance system in order to be able to process necessary protocols and evidence, for example, from the home office.

[0027] An integrated digital control unit decides which landing and take-off direction can be released depending on the weather conditions and passes this information on to an integrated voice-automated, digital announcement system Text-to-Speech (TTS) with synthetic international voice output (here you can choose between a male or female announcement voice).

[0028] In parallel, several aircraft could also query this information during approach, departure or overflight.

[0029] [Replacement sheet] To ensure orderly radio communications when multiple aircraft are at the airfield, the control unit establishes radio time windows. This prevents disruptive radio communication interference from arriving or departing pilots, who can transmit simultaneously.

[0030] The flight controller can always intervene in the automated flight assistance system's process using a priority switch. This enables them to intervene immediately and directly in the event of unclear or dangerous events and interrupt the flight assistance system.

[0031] Description of the Flight Assistance System according to Figure 1

[0032] - The flight assistance system is equipped with digital sensors to quickly and efficiently regulate and organize air traffic at the airport. The information provided by a digital weather station (4), such as wind direction, wind speed, air temperature, brightness, humidity, air pressure, and time (UTC), and the constant availability of this information to the system, can reduce the workload for the air traffic controller.

[0033] Furthermore, the system is constantly listening and not subject to human factors like an air traffic controller (9), enabling it to immediately and up-to-dately transmit this information to the aircraft (1) via a synthetic voice output via radio upon request. This also ensures that a decision regarding the direction of arrivals and departures is automatically made via the flight assistance system as information (5).

[0034] - If several aircraft (1) have entered the system, no misinformation may occur. The flight assistance system automatically assigns the approach and departure directions (10) of the individual take-off and landing movements (e.g. in the case of alternating wind influences on the runway (11), in order not to

[0035] 5

[0036] Replacement sheet] to issue different information so that aircraft (1) do not interfere with each other).

[0037] - A necessary digital clear and unambiguous language regulation is used to make air traffic safer and to prevent misunderstandings in the exchange of information.

[0038] - Different languages ​​can be implemented in the flight assistance system (e.g. English, French, Spanish, Polish, Russian etc.).

[0039] - Remote data monitoring and remote maintenance of the flight assistance system is possible.

[0040] - Remote control by the operator via the flight assistance system is possible in order to also operate lighting systems and / or barrier and gate systems.

[0041] - In the event of a power failure, the flight assistance system can continue to operate for a specified period of time using an uninterruptible power supply and at the same time pass on this information to all parties involved.

[0042] - Logging of all processes via archive is possible.

[0043] In order to relieve the responsibility of those on duty and / or employed in these areas of activity, the autonomous information system for mobile transport and means of transport is a method for providing approaching aircraft (1) with the necessary information, such as weather information (4) and runway clearances (10) as well as instructions for approaching and departing from the runway (11).

[0044] Replacement sheet] This flight assistance system automatically informs all arriving and departing aircraft (1) and receives all current weather data via a connected weather station (4).

[0045] An integrated control unit (5) including a digital audio announcement system (3) transmits all necessary information to the arriving or departing aircraft (1) via the airfield's radio frequency of the radio connection (2).

[0046] The integrated control unit (5) determines which landing and takeoff direction is permitted based on the weather conditions and transmits this information to the integrated, digital voice-automated announcement system (3), including the ground flight radio station. All necessary information is displayed web-based on PCs and smartphones.

[0047] Unlike previous systems, such as ATIS information, which only announce general traffic information for airports in loops, updated every 30 minutes, and work passively, the flight assistance system is a process which, as an automatic landing information system, only becomes active when approaching or departing aircraft (1) call the relevant airfield frequency for the respective airfield to land or take off. The pilot immediately receives the necessary and up-to-date information for landings and / or departures for this airfield (11) only. Several aircraft can also request this information in parallel or be informed during approach or departure. Included and calculated radio time windows in the control unit (5) ensure optimal radio discipline and prevent radio interference in the air traffic control radio from the individual approaching or departing aircraft (1).

[0048] [Replacement sheet] The advantages of the flight assistance system are that arriving or departing aircraft (1) receive the necessary information, which serves to maintain flight safety, automatically and without the need for a flight controller (9) via air traffic control (2) using the flight assistance system. This digital voice information includes all relevant weather data (4) via an integrated digital weather station (4) for the release and approval of runway directions (10) for arriving and departing aircraft (1), as well as general information for arrivals and departures and the opening hours of the respective airport.

[0049] The flight assistance system is automatically activated via the flight radio connection (2) and the associated registration by the pilot via the triggered PTT signal Push to Talk, talk / transmit button.

[0050] The method consists in that when radio triggering (TX) using the PTT (Push to Talk) radio button from a specific transmitter of the aircraft (1) and / or a handheld radio device (8) with its assigned frequency, communication can be carried out by means of a defined radio connection, air radio (2) and converted radio connection (7), and this carrier signal is then routed to another frequency and output via a useful signal (voice / audio signal).

[0051] It is also possible to switch the carrier signal from the ground radio station (13) to a different frequency by internally switching the frequency. This ensures a permissible range increase on a different frequency, since optimal communication between the aircraft transmitter (1) and the flight controller (9) or vice versa is possible in these frequency bands.

[0052] Replacement sheet | The autonomy of the approved aeronautical radio frequencies (e.g., as specified by the Federal Network Agency) and transmission power levels are maintained. Direct radio contact between the handheld radio (8) and the aircraft (1) is controlled via the radio converter (RC) (6).

[0053] The process is characterized by the fact that it provides digital and multilingual speech output.

[0054] Furthermore, by recording and evaluating the aircraft's transponder signals, e.g. ADS-B code, all necessary information for takeoffs and landings is documented, such as takeoff and landing times and / or aircraft identification.

[0055] The method is characterized by the fact that remote data monitoring can be coupled and accordingly incoming and outgoing data transfer is enabled, such as the recording of take-off and landing movements as well as remote switching of the system, such as switching of lighting systems.

[0056] This procedure can also be used to make general requests for assistance with navigation, such as the output of a so-called QDM signal (QDM is a radio navigation signal for locating aircraft).

[0057] Another technical implementation under Figure 2 is as follows:

[0058] Air radio is a mobile aeronautical radio service between ground and airborne radio stations (towers / aircraft). Air radio operates in the 3-meter band in the frequency range 118,000 to 137,000 MHz VHF AM and is primarily used by civil aeronautical radio services under the approval of the Federal Network Agency.

[0059] However, radio communication is often disrupted between aircraft 12 and ground radio station 13, mainly due to the following factors.

[0060] Flight or transmitter altitude

[0061] Freedom from obstacles between transmitter and receiver and their distances Time of day and weather conditions Transmission power of the radio devices

[0062] Airports must ensure that they are always on standby to ensure that radio communications can be conducted during flights under visual flight rules.

[0063] Air traffic controllers who are not permanently stationed in the tower can also conduct necessary radio communications at the airfield using an approved handheld radio. This also applies to flight instructors, who appreciate the freedom of movement afforded by a handheld radio during daily operations, allowing them to maintain contact with student pilots.

[0064] These handheld radios have a limited range due to the short antenna and the transmitting power (6 watts).

[0065] Local conditions, hangars, buildings or solar panels further complicate the transmission and

[0066] Reception qualities.

[0067] 10

[0068] Replacement sheet A frequency amplifier, repeater, is prohibited in the approval procedure of the Federal Network Agency and the Federal Office for Air Navigation Services.

[0069] Switching to a higher radio frequency for local radio communication increases the transmission and reception range. Furthermore, handheld radios 16 in the higher frequency ranges are more portable and energy-efficient.

[0070] This can be achieved by using a radio converter 14. The audio (voice) and switching signals (PTT) are transferred from the ground station 13's airborne radio to another frequency using a connected handheld radio station 15, transferred, and received again by the aircraft 12. This prevents an impermissible increase in range by means of transmitter amplifiers and / or repeaters.

[0071] The autonomy of the approved aeronautical radio frequencies and transmission power levels is maintained. Direct radio contact between handheld radio 16 and aircraft 12 is controlled via radio converter 14.

[0072] The method consists in the fact that only when radio triggering (TX) using the PTT (Push to Talk) radio button from a specific transmitter with its assigned frequency, the radio converter 14 is activated by means of a defined input signal and this information signal is then routed to another frequency and output.

[0073] The radio converter 14 is thus automatically activated via the PTT button (Push to Talk speech transmission button) by the aircraft 12 when a call is made to the flight controller, or from the flight controller 16 to the aircraft 12, by a defined input signal and does not require any analog input filters for this purpose.

[0074] 11

[0075] Replacement blade This signal can also be used to trigger potential-free switching processes and actions, such as voice announcements and / or lighting control technology.

[0076] Independent direct intervention by means of priority switching on the aircraft radio of ground radio station 13 is possible at any time and deactivates the radio converter 14.

[0077] This method can be adapted to other frequency ranges and also allows higher frequencies to be converted into lower frequencies.

[0078] This method can be used whenever frequency hopping is intended to improve the range and quality of radio signals. For example, in the field of emergency services, construction, and / or maritime radio.

[0079] The method further consists in the fact that switching operations can also be carried out with the radio converter 14.

[0080] 12

[0081] Replacement sheet reference number

[0082] 1 aircraft

[0083] 2 Radio connection air radio

[0084] 3 integrated, digital voice-automated announcement systems incl.

[0085] Ground radio station

[0086] 4 weather station

[0087] 5 Control unit

[0088] 6 Radio Converters (RC)

[0089] 7 converted radio connection

[0090] 8 handheld radio

[0091] 9 air traffic controllers

[0092] 10 Information Runway Direction Approach / Departure

[0093] 11 Runway

[0094] 12 aircraft

[0095] 13 Ground radio station

[0096] 14 radio converters

[0097] 15 handheld radio stations

[0098] 16 handheld radio

[0099] 13

[0100] replacement blade

Claims

patent claim 1. Method for a flight assistance system for arriving or departing aircraft (1) which automatically receives necessary information without a flight controller (9) via aeronautical and / or operational radio, characterized in that digital voice information includes all relevant weather data for the clearance and approval of the runway direction (10) for aircraft (1), as well as general information of the respective aerodrome, and the flight controller assistance system is automatically activated via a radio link (2) by triggering a PTT signal, push to talk, a talk / transmit button and a carrier signal is routed to another frequency and output via a user signal as a voice / audio signal.

2. Method for a flight assistance system according to claim (1) , characterized in that a digital and multilingual voice output is provided.

3. Method for a flight assistance system according to claim (1) , characterized in that transponder signals from the aircraft (1) can also be recorded and evaluated.

4. Method for a flight assistance system according to claim (1) , characterized in that additionally all necessary information for take-offs and landings of an aircraft (1) can be documented.

5. Method for a flight assistance system according to claim (1), characterized in that the flight assistance system is coupled via remote data monitoring and accordingly enables inbound and outbound data transfer, wherein the recording of takeoff and landing movements as well as a Remote activation of switches and lighting systems is enabled. Method for a flight assistance system according to claim (1), characterized in that general navigation support tasks are also performed by outputting QDM signals. Method for a flight assistance system according to claim (1), characterized in that automatic data comparison against malfunctions with standardized and / or approved systems such as METAR, ATIS is performed. Method according to one of the preceding claims, characterized in that, upon radio activation (TX) by means of a push-to-talk (PTT) button, a transmitter of the aircraft (1) and / or a handheld radio (8) with its assigned frequency is activated by means of defined aviation radio (2) and a converted radio link (7), and this carrier signal is then routed to another frequency and output as a voice or audio signal via a user signal.The method of claim 8, characterized in that, for increasing the range of a specific radio transmitter of an aircraft (12) and a handheld radio (16), which, when triggered by a push-to-talk button, activates a radio converter (14) at its assigned frequency using a defined input signal and transmits this information signal to another frequency and outputs it again. The method of claim 9, characterized in that further switching operations can also be performed.

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