FLIGHT AND LANDING ASSISTANCE SYSTEMS IN AIRCRAFT

Abstract

The invention relates to the processing of data obtained from laser rangefinders, airspeed sensors, inertial measurement units, and environmental parameter sensors in real-time at the main processing unit during the landing and flare phases of aircraft in the general aviation and pilot training fields; the trigonometric correction of distance deviations due to pitch and bank angles; the assessment of the current situation based on the corrected altitude and speed data according to the desired glide path; and the description of an approach similar to an ILS approach to the pilot based on its own generated data without receiving any external signals; the determination of dynamic stall speed, dynamic flare timing, and hard landing risk; and the transmission of the obtained results to the pilot visually and audibly via a portable system.

Description

1 TARIFF FLIGHT AND LANDING ASSISTANCE SYSTEMS IN AIRCRAFT TECHNICAL FIELD The invention relates to the landing and flare systems of aircraft in the field of general aviation and pilot training. laser rangefinder, airspeed sensor, inertial measurement unit, GPS in the phases The data obtained from the sensor and the environmental parameter sensor are processed in the main processing unit. Real-time processing of distance to the runway depending on pitch and bank angles. Trigonometric correction of deviations, measurement with Kalman filter in software. The ideal approach, based on corrected altitude and speed data after removing errors, is 10. ensuring the profile (altitude-speed balance, position relative to the runway, aircraft position) and dynamics. Determining the stall rate and hard landing risk, and making the results portable. the system transmits visual and audible information to the pilot and records flight data. It is related to being held captive. PREVIOUS TECHNIQUE The large size of small training aircraft used in general aviation and pilot training. This section does not include a radar altimeter. These are the conventional methods used in aircraft. Barometric altimeters, due to the response time of pressure sensors and the hysteresis effect... It can show sudden altitude changes with a delay. 20 This delay occurs in landing and flare maneuvers that take place within seconds, During the landing phase, the pilot's instantaneous altitude is one of the most critical factors of the landing. This makes it difficult to track the changes accurately and reliably. However, current GPS systems can show deviations in the vertical axis, so the aircraft An altitude reference with sufficient accuracy to determine the moment of contact with the runway 25 It does not create. Therefore, corrected and high at low distances from the ground. There is a need for a cost-effective measurement system that can produce accurate altitude data. It is heard. Radio altimeter systems used in commercial aircraft measure the aircraft's relation to the ground. It enables precise determination of altitude. However, these systems have 30 consisting of high-cost and heavy equipment, antenna on the aircraft fuselage This requires the installation and structural modifications to the aircraft's avionics. due to certification processes that depend on permanent integration into their systems Their use remains limited in small general aviation and training aircraft. Currently... 2 Radio altimeter systems can be quickly attached to and removed from different training aircraft. It does not offer a portable and plug-and-play solution. In existing laser-based rangefinders and unmanned aerial vehicles Simple laser sensors used measure the linear distance in the direction the sensor is pointing. It measures. However, these systems measure the 5 steps the aircraft takes during landing. taking into account geometric measurement errors resulting from pitching and leaning movements It does not take this into account. In order to reduce the aircraft's speed, it tilts its nose approximately 5 to 10 degrees. When lifted, the laser sensor attached to the body is not perpendicular to the ground surface, It is oriented in a forward-leaning manner. In this case, by the laser sensor The measured oblique distance is greater than the aircraft's actual vertical altitude above the ground. This occurs when the pilot overestimates the distance of the aircraft from the ground. This can cause a delay in the flare maneuver and increase the risk of a hard landing or crash. It is possible. A similar measurement error also occurs during the aircraft's roll motion. It is coming. The measurement direction of the laser sensor is 15 depending on the aircraft's roll angle. Deviation from the vertical axis, the difference between the raw distance data received from the sensor and the actual vertical altitude. This prevents him from expressing it directly. Current low-cost laser measurement... in their systems pitching and bank angles through an inertial measurement unit by determining and correcting the laser data using trigonometric formulas in the software. There is no integrated structure. 20 In current pilot training, flare timing is largely determined by the instructor's visual cues. It is based on perception and subjective evaluation. This situation varies among different instructors and This makes it difficult to establish a standard assessment across flights, student the pilot develops a muscle memory based on incorrect timing and the training process This can cause the flight to lengthen. The system processes instantaneous altitude and speed data together, and the aircraft's 25 a signal indicating a flare event, defining the approach profile, and indicating when the aircraft deviates from that profile. a digital reference system that generates repeatable alerts when it is activated The absence of these features leads to increased time and cost in pilot training. Stall warning systems found on small training aircraft are usually implemented in advance. It operates according to predetermined fixed limit values. In contrast, the aircraft's stall speed is 30. environmental factors during flight such as weight, fuel quantity, temperature, and air density This may vary depending on the circumstances. Current low-cost flight support options are available. The systems take into account the aircraft's instantaneous load and atmospheric conditions to perform dynamic stall control. 3 calculating the speed and using this value with altitude and speed data used during the approach. There is no integrated structure that links them together. The most critical phase of landing, reducing the rate of descent and ensuring a soft landing. In the flare maneuver, where the nose of the car is raised, the pilot is also warned of the flare moment according to the rate of descent. There is no such system. 5 During critical stages of landing, the pilot must look at the instruments in the cockpit. This causes him to take his eyes off the track and reduces his external visual awareness. Current low-cost systems mostly rely on the use of visual displays. and in-cockpit information so that the pilot can perceive critical altitude, speed, and approach profile information. This requires scanning. Thus, the pilot spends 10 minutes focusing on the instruments. It is increasing and situational awareness may decrease during landing. The system will provide This problem can be prevented thanks to the audible warning. In conclusion, with the current technology, it is possible to develop aircraft that can be used in small training aircraft. Laser rangefinder, airspeed, aircraft that does not require a mandatory connection to avionics systems. 15 in laser measurement that processes position and location together with environmental condition data. Correcting deviations caused by pitching and banking, the aircraft follows a previously determined approach. Generates commands to maintain the profile, dynamically adjusting the stall speed and collapse rate to control the flare moment. a post-flight system that calculates and provides visual and audible warnings to the pilot. a portable and modular system that collects in-flight data for evaluation purposes. There is no flight support system. Most current studies are high-cost and 20 This applies to advanced aircraft or to only a single flight parameter. It focuses on measurement. THE PURPOSE OF THE INVENTION The primary purpose of the invention is to improve the critical landing times of general aviation and pilot training aircraft. a mandatory connection to the aircraft's avionics systems for use in various stages A flight system that operates without requiring additional equipment, is portable, modular, and based on multi-sensor fusion. and to develop a landing support system. One aim of the invention is to take raw distance data obtained from a laser rangefinder, by applying trigonometric corrections according to the pitch and bank angles of the aircraft, the aircraft's 30 The goal is to instantly determine the aircraft's true vertical altitude above the ground. This allows for the aircraft's flare to be adjusted. from lifting his nose or making a lying motion during The aim is to eliminate the resulting oblique distance error. 4 Another objective of the invention is to obtain airspeed data from an airspeed sensor with corrected altitude data. By processing the acquired speed data together, the aircraft's predetermined ideal glide path is determined. The altitude and speed data along the path are continuously used to determine the current altitude and speed along the glide path. They are compared. Altitude and speed are constantly checked to ensure they are within the limits. The aircraft... If the instantaneous altitude and speed values ​​deviate from the approach profile in question, 5 The aim is to provide the pilot with visual and audible warnings. Another aim of the invention is to provide predefined performance for different aircraft types. using altitude and speed data during approach and glide using its characteristics determination and real-time position of the aircraft on the approach path The aim is to ensure that this is shown to the pilot. Thus, in pilot training, the instructor's subjective 10 reducing reliance on assessment, a repeatable training reference. facilitating the creation and learning of correct flare timing. that is intended. Another purpose of the invention is to operate on the logic of ILS (Instrument Landing System) approach. But to establish and maintain a landing path without needing any external signals 15 With the help of an indicator (graphical user interface), the pilot is instructed to ascend, descend, and fly left or right. This is how you provide guidance. Another purpose of the invention is to process the aircraft weight entered into the system by the user, and Fuel quantity and payload quantity, as well as temperature and pressure obtained from the sensors. The goal is to calculate the dynamic stall speed based on flight conditions by processing the data. The aircraft has 20... early warning if the vehicle approaches the stall limit calculated during the approach. The aim is to create. Another purpose of the invention is to control the aircraft's descent, its distance from the ground, and By evaluating the dive speed data together, the flare moment can be determined and the pilot can be warned about hard landings. It is to warn against it. 25 Another objective of the invention is to address critical altitude, flare time, low speed, and high speed. The system communicates situations such as deviation from the planned profile and the risk of a hard landing to the pilot via voice commands. This allows the pilot to take his eyes off the runway and look at the cockpit instruments during landing. The aim is to reduce the duration and maintain external visual dominance. Another purpose of the invention is to allow drilling into the aircraft fuselage, mounting antennas, or 30 The goal is to create a system that does not require permanent avionics integration. The system should be portable. It can be attached to different training aircraft via a mounting bracket and removed from the aircraft when needed. It is designed to be removable. Another purpose of the invention is to allow the system to be powered by the aircraft's electrical system or an external power source. It can draw power from its source and collect flight data through its own sensors. The aim is to enable the system to produce [this]. In this way, the system will be able to produce [this] in the existing flight indicators. to provide the pilot with a backup flight reference in case of any malfunction. is intended. 5 Another aim of the invention is to improve the performance characteristics of different training aircraft. By creating a modular software architecture that can be programmed according to the system, different versions of the same system can be created. The aim is to enable its use in aircraft models. Another purpose of the invention is to enable post-flight evaluation of the flight. data collected during flight and 10 of the mistakes student pilots made during ground lessons It is the demonstration. LIST OF FIGURES Figure 1. Distance measured depending on the angle made on the pitching axis. Figure 2. Distance measured depending on the angle made on the reclining axis: 15 Figure 3. System Architecture Figure 4. How Flight and Landing Assist Systems Work in Aircraft Figure 5. Glide and speed indicator. The corresponding numbers in the figures are: 20 100 – Main processing unit 110 – Laser rangefinder 111 – True vertical altitude 112 – Oblique distance measured along the pitching axis 113 – The aircraft's pitching angle is 25 114 – The Earth's Surface 116 – Oblique distance measured along the axis of tilt 117 – The aircraft's bank angle 120 – Air speed sensor 130 – Inertial unit (IMU) 30 140 – Environmental parameter sensor 150 – Graphical user interface (150) 160 – Audible warning unit 170 – GPS 6 180 – User data input port 200 – Landing Strip 210 – Wheel placement point 220 – Horizontal alignment 230 – Vertical alignment 5 240 – Landing aircraft 250 – Starting coordinate of the line that vertically centers the runway. 260 – End coordinate of the line that vertically centers the runway. 270 – Glide indicator 271 – Vertical alignment indicator 10 272 – Horizontal alignment indicator 280 – Speedometer 300 – Power supply unit DETAILED DESCRIPTION OF THE INVENTION 15 The invention is intended for use in the landing phase of general aviation and pilot training aircraft. a portable system developed to process multiple sensor data in real time It is a flight and landing support system. The system provides mandatory data to the aircraft's avionics systems. The aircraft's altitude relative to the ground can be determined via its own sensors without requiring any connection. It determines air speed, pitch and bank angles, and environmental conditions. 20 in hand. The data obtained is correlated with the aircraft's performance characteristics to determine approach and flare settings. Visual and audio guidance is provided to the pilot during the phases. The system consists of a main processing unit (100), a laser rangefinder (110), and an airspeed sensor. (120), inertial measurement unit (IMU) (130), environmental parameter sensor (140), graph User interface (150), audible warning unit (160), GPS (170), user data input port 25 It consists of (180) and power supply unit (300). The main processing unit (100) receives sensors (110, 120, 130, 140, 170) from the system. and data received from the user data input port (180) in real time It is processing. The main processing unit (100) is a computer that can process sensor data. Main The embedded software running in the processing unit (100) performs sensor calibration, data 30 filtering, trigonometric altitude correction, ideal approach profile and current approach Comparing the profile, checking the required altitude and speed data at the time of approach. It calculates the dynamic stall speed and flare moment, performs a hard landing risk assessment, and It is configured to generate visual or auditory alerts. 7 The laser range sensor (110) measures the distance of the aircraft to the ground surface (114). It is the basic unit of measurement used in determining light. The laser range sensor (110) Using flight duration-based LIDAR or Time-of-Flight measurement techniques, the location of the aircraft It produces raw measurement data regarding the distance to the surface. This sensor, especially during the final stage of descent, a change in barometric altimeters can occur. Instantaneous real-time information relative to location, vital for the pilot during landing, regardless of delays. It provides distance data. The airspeed sensor (120) measures the instantaneous airspeed of the aircraft. Airspeed The sensor (120) is a digital sensor that operates on the pitot-static principle and monitors the aircraft's air It measures speed. 10 The inertial measurement unit (130) only measures itself without receiving any external reference signal. using the inertial changes within it, the three-dimensional acceleration of a system in space and It is the key component that measures orientation. The micro-electromechanical (MEMS) sensor is located inside the sensor. The structure flexes during movement, and this flexing is converted into a change in electrical capacitance. Thus, the movement is detected by the sensor. The aircraft's instantaneous pitch angle and bank are 15. It determines the angle. Angle data obtained from the inertial measurement unit (130) determines the laser distance. raw distance data obtained from the sensor (110) from the aircraft position It is used to eliminate the resulting geometric deviations. Environmental parameter sensor (140), a small membrane invisible to the eye, is pressure-sensitive Thanks to the change in voltage produced depending on whether they swell or deflate together, 20 pressure, semiconductors which are also included and whose conductivity changes with temperature. It measures temperature. Atmospheric parameters such as ambient temperature and pressure. It measures the parameters. The environmental data obtained affects the aircraft's flight performance. The main processing unit (100) is used in the calculations related to this. User data entry port (170), aircraft weight, fuel quantity and 25 before flight. It enables the input of flight-related variables of the payload being carried into the system. These data are together with the data received from the environmental parameter sensor (140). by evaluating the aircraft's performance limits specific to the current flight conditions. It is used in calculations. When the system is powered on, sensor readings begin first, and 30 readings are received. Calibration procedures are performed using the values. The current sensor is used in calibration. Data is collected to determine the aircraft's measurements while it is stationary on the ground, then the flight... Changes in this data are monitored instantly. Laser rangefinder after calibration. sensor (110), airspeed sensor (120), inertial measurement unit (130), GPS (170) and 8 Data generated by the environmental parameter sensor (140) is sent to the main processing unit (100) is transferred. The main processing unit (100) filters the received data, measures the measurement deviations. It corrects and determines the aircraft's current flight status. Since the laser range sensor (110) is attached to the fuselage of the aircraft, the aircraft During its pitching motion, it takes measurements in an oblique direction relative to the earth's surface. 5 When the pitch angle of the aircraft is θ (113), the laser range sensor (110) measures raw distance 𝐿!(111) directly expresses the actual vertical altitude of the aircraft above the ground surface. In this case, the raw distance is considered the hypotenuse, and the actual vertical distance is considered the hypotenuse. The altitude H" (112) is calculated using the following trigonometric relationship: 𝐻" = 𝐿! × cos(𝜃) Therefore, the laser sensor moves forward because the aircraft raises its nose during the flare. The distance deviation caused by incorrect slope measurement is eliminated. When the aircraft's roll angle is φ (117), the roll is determined by the laser range sensor (110). The oblique distance (116) 𝐿!_$%&& along the axis is measured. The aircraft is 15 meters from the ground surface. The actual vertical altitude (111) 𝐻"_$%&& using the following trigonometric relation is being calculated: 𝐻"_$%&& = 𝐿!_$%&& × cos(𝜑) This process reduces the geometric measurement error caused by the aircraft's roll motion by 20. The oblique distance measured by the laser sensor is being corrected to the actual vertical altitude. It is being transformed. Main processing unit (100), the aircraft pitch angle from the laser range sensor (110) The above-described tests were performed on θ (113) and the aircraft's roll angle φ (117). Corrected actual vertical altitude data obtained through calculations, airspeed 25 It is processed together with the speed data received from the sensor (120). The altitude and speed obtained values ​​are based on aircraft performance characteristics predefined in the system. By correlating them, the approach profile of that aircraft is compared with its required profile. Since different aircraft types have different approach speeds and approach profiles, The performance characteristics of the aircraft to be used are pre-defined in the system software. It is defined. The aircraft's instantaneous altitude and speed values ​​and the predefined ideal approach The main difference between the profile (altitude-speed balance, position relative to the runway, aircraft position) is... 9 The processing unit (100) is calculated by the aircraft above or below the profile. remaining in place, whether the approach speed is high or low, and the determined rate of descent. Exclusion from the boundaries is evaluated on a case-by-case basis, and appropriate warnings are issued. The graphical user interface (150) is processed by the main processing unit (100) for flight operations. It presents the data to the pilot visually. Graphical user interface (150), primary flight 5 It is created in the form of a screen that serves as an indicator. Navigation on the interface. and the glide indicator (270) and speed indicator (280) showing the speed It also includes airspeed, altitude, LIDAR data, flare warning, and the aircraft's ideal position. The position is shown according to the approach profile. However, the graphic user In the interface (150), 10 is used to show the position of the aircraft according to its approach profile. A perspective-based indicator is being used. The audible warning unit (160) detects the critical situation determined by the main processing unit (100). In these situations, it gives an auditory warning to the pilot. The audible warning unit (160) can be used as a speaker or It may include a buzzer. By the main processing unit (100), as defined above. As a result of the calculations; the rate of excessive descent is high compared to the aircraft's approach profile. remaining, low speed, high speed, stall approach, risk of hard landing, deviation from profile and Audible commands or warnings are generated during flare time situations. Main processing unit (100), aircraft weight received from user data input port (170) and fuel quantity data and temperature and environmental parameter data from the sensor (140) It processes pressure data. Using the obtained data, the aircraft's current load is determined. and dynamic stall speed depending on atmospheric conditions is calculated. Airspeed the speed data received from the sensor (120) approaches the calculated dynamic stall speed In this case, visual and audible early warnings are generated. The main processing unit (100) contains embedded software from the aircraft's sensors. By evaluating the aircraft's altitude relative to the ground, its descent pattern, and speed data together, the 25 The severity of the runway contact is continuously monitored. The calculated values ​​indicate a risk of a hard landing. If this happens, the pilot must use the graphical user interface (150) before the wheels touch down. and is warned via the audible warning unit (160). Flare maneuvers are used to reduce the aircraft's descent speed and ensure smooth landing on the runway. This is the landing phase where the nose is raised to provide stability. The system is 30 in the flare phase. Tracking the aircraft's vertical distance from the ground surface with a laser range sensor (110) Meanwhile, pitching and reclining obtained from the unit of inertia measurement (130) Using the angles, the distance data from the laser distance sensor (110) is trigonometrically calculated. The vertical distance to the runway is continuously calculated by applying corrections. The software does this. Calculations based on the angle the aircraft makes with respect to the runway. The aircraft reaches a predefined flare altitude according to its performance characteristics. When it is reached, the warning “FLARE” is displayed in the graphical user interface (150). Flare The altitude is defined in the system according to the performance characteristics of the aircraft to be used. 5 And in one application, this is defined as being approximately 10 to 15 feet above the ground. Simultaneously with the visual warning, the flare command is given via the audible warning unit (160). is being created. Power supply unit (300) provides the electricity required for the operation of the system components. It provides its energy. The system can draw power from the aircraft's existing electrical system or via USB 10 It can draw power via the connection. Alternatively, the system can be powered by the aircraft's electrical system. It is also possible to operate it with an external power supply independent of the system. Horizontal alignment (220) line is the starting coordinate of the line that vertically centers the runway. The landing strip extends between (250) and the end coordinate of the line that vertically centers the runway (260). (200) in line with, the landing strip (200) is divided into two longitudinal sections and the pilot is located at 15 Created to orient the runway horizontally (right-left) according to its position. The vertical alignment (230) line is the line where the wheels are placed on the track. Starting from the coordinate of point (210) and forming a 3° angle to the landing strip (200) ascending and gliding vertically, according to the pilot's position, to the appropriate landing point. It is a line created for the purpose of orientation (up-down) along the axis. Horizontal and vertical 20 Alignment line data is entirely unique to the system, without any external influence. It is produced using software and developed to perfect gliding and landing. The pilot this In addition to the data, monitor the speedometer displayed on the interface, which indicates the ideal speed for landing. By doing so, it is able to achieve an optimal landing. The glide indicator (270) located in the graphical user interface (150) is suitable for the pilot 25 If it deviates from its glide path, it will steer up-down-right-left. The speedometer (280) is for the pilot to monitor the speed. The system and graphical user interface developed within the scope of the invention (150) His work involved virtual sensor data and flight techniques generated in a computer environment. Tested using simulations. In the sample applications carried out, the air temperature was 30 the vehicle's position in the ideal approach path, airspeed, altitude above ground, and angles of direction and deviations from the ideal approach profile were evaluated in different flight conditions. Visual alerts generated by the system have been observed. 11 The portable mounting bracket houses all the sensors and the main processing unit. In order for the sensors to make accurate measurements, they are specially designed for each material. Its location is designed with an aerodynamic structure to withstand the wind it is exposed to. Thus, drilling holes in the aircraft fuselage to install a radio altimeter antenna, or There is no need for permanent modifications to the aircraft's original avionics systems. 5 It is not audible. The system's modular software architecture allows for approach speed and flare measurements for different aircraft types. altitude, stall limits and other performance characteristics of the main processing unit (100) This allows for the identification of Cessna and Piper type training vehicles. 10 in aircraft with different performance characteristics, including airplanes It can be configured in a way that allows it to be used. Example Application of Graphical User Interface (150) In the graphical user interface (150), the ideal glide path and lateral trajectory of the aircraft are shown. A 3D approach environment that shows the position relative to the centerline in three dimensions. 15 It is located there. The ideal glide path is shown with a blue line in that environment. and the aircraft's position along the forward range, altitude, and lateral yaw axes. It is visualized. The glide indicator found in the graphical user interface (150) (270), instantaneous deviations of the aircraft in the vertical and horizontal reference planes It shows. The glide indicator (270), together with the aircraft, shows that it is again at the ideal 20 pilot created by the main processing unit for the purpose of guiding to the approach path. Direction commands are displayed. The speed indicator (280) located in the graphical user interface (150), air speed It shows the instantaneous air speed received from the sensor. In the example application, 60 to 80. Approach speeds between knots have been determined as the safe approach corridor and the word 25 The subject is indicated by a green area on the corridor speed indicator. Air speed exceeding the defined range, falling below it, or approaching the stall limit Dynamic visual alerts are generated in the graphical user interface (150). The graphical user interface (150) also displays sensor data and flight status. This is shown. In the sensor data section, 30 measurements are taken by the laser rangefinder. instantaneous altitude relative to the ground, airspeed measured by an airspeed sensor, and inertial measurement. The pitch, roll, and yaw angles obtained from the unit are shown. Flight status. In this section, the aircraft's instantaneous three-dimensional position is determined by the main processing unit. The calculated ideal target altitude is presented comparatively. Additionally, 12 for managing the simulation and manually steering the aircraft. The keyboard controls used are described in the graphical user interface (150). Ideal Glide Line Simulation In a sample application of the invention, the software that processes the filtered sensor data is 5 and to determine whether the virtual hardware is functioning properly and whether the aircraft is ideal to examine the response of system parameters while it is on the approach path A simulation was conducted for this purpose. During the simulation, the graphical user Using the 3D approach environment found in the interface (150) as a reference, via computer Keyboard commands were given and the aircraft was kept on a three-degree glide path. 10 At the time the simulation was examined, the aircraft was on its ideal glide path and lateral movement. It is located on the centerline. Approach speed obtained from the airspeed sensor. It was measured at 70.1 knots, which is outside the system's defined range of 60 to 80 knots. It was determined that it was located within the safe approach speed corridor between them. Laser range. The instantaneous altitude value measured by the sensor was 298.3 feet. Main 15 The processing unit adjusts the three-degree angle for the aircraft's horizontal position, which is set at 5674 feet. Based on the glide path, the ideal target altitude was calculated as 297.1 feet. The aircraft... The lateral deviation was measured as 0 feet and was on the lateral centerline of the aircraft. It has been determined that the aircraft's instantaneous altitude is close to the ideal target altitude. and because of the absence of lateral deviation, the graphical user interface (150) is green 20 A colorful "YOU'RE WRONG" notification has been created. High Altitude and Low Speed ​​Simulation In another example application of the invention, virtual sensors and the main processor The response of the software running in the unit to high altitude and low speed conditions is 25 A simulation was conducted to determine this. In the graphical user interface... (150) Keyboard given via computer with reference to 3D approximation environment With these commands, the aircraft's altitude was increased and its speed was decreased. The system in question... The response of the aircraft to the flight situation was observed. At the time the simulation was examined, the air... The vehicle is located on the ideal glide path, but 30 degrees off the lateral centerline. It maintains its position. The approach speed obtained from the airspeed sensor is 48.4 knots. It was measured as such. The safe speed in question is determined to be between 60 and 80 knots. Because it is located below the approach speed corridor, in the graphical user interface (150) An orange “LOW SPEED!” warning has been generated from the laser rangefinder. 13 The instantaneous altitude value measured from the location was 328.5 feet. The main processing unit is the air. the ideal target altitude corresponding to the horizontal position of the vehicle, which is determined to be 4319 feet. It was calculated as 226.1 feet. Although the lateral deviation of the aircraft was 0 feet. Because its current altitude is above the ideal target altitude, the graphic user An orange “LOWER” notification (150) has been created on the interface. 5 Flare Warning Simulation In another example application of the invention, the performance of the flare warning is improved. A simulation was conducted for evaluation purposes. Aircraft glide. While in this state, the dive speed was increased by keyboard commands given via the computer, and 10 The system's response at different collapse rates was investigated. During the simulation... The system was configured to generate a flare warning. At the time the simulation was examined, the air... The vehicle is progressing along its ideal glide path and lateral centerline, approaching the track. It is entering the final maneuver phase before landing. Information obtained from the airspeed sensor... The approach speed was measured at 69.7 knots, and this value is between 60 and 80 knots. It was determined that it was located within the safe approach speed corridor between them. Laser range. The instantaneous altitude value measured by the sensor is 90.2 feet. Main process The unit determines the ideal target altitude for the aircraft's horizontal position, which is set at 1712 feet. It was calculated as 89.6 feet. The lateral deviation of the aircraft was measured as 0 feet and It has been determined that it is at the ideal gliding altitude. However, the distance to the ground and 20 By considering the dive speed together, the rate of descent can be reduced and the descent can be smoothed. In order to display the red “MAKE FLARE!” notification (150) in the graphical user interface. It has been created. High Altitude, High Speed, and Right Deviation Simulation 25 In another example application of the invention, virtual sensors and the main processor the software running in the unit is subject to high altitude, high speed and lateral deflection conditions A simulation was conducted to determine the user's reaction. (Graphical user) Given via computer, with reference to the 3D approach environment in the interface (150). The aircraft's altitude and speed were increased using keyboard commands, and the aircraft reached its ideal 30. It was directed to the right of the approach path. The system's response to the flight situation in question... A response was observed. At the time the simulation was examined, the aircraft was performing an ideal glide. It is located on the line and to the right of the lateral centerline. Air speed The approach speed measured by the sensor was 109.1 knots. This speed... 14 Located above the safe approach speed corridor, which is defined as 60 to 80 knots. Therefore, the “HIGH SPEED!” warning (150) has been generated in the graphical user interface. The instantaneous altitude value obtained from the laser rangefinder is 327.7 feet. It has been measured. The main processing unit determined the aircraft's horizontal position to be 5305 feet. The ideal target altitude corresponding to its location was calculated as 277.8 feet. Air 5 The lateral deviation of the aircraft was measured as -209 feet, and the aircraft was both at the ideal altitude. It has been determined that it is located both on and to the right of the lateral centerline. Air graphical user guides the vehicle back to the ideal approach path. The notification “DESCEND AND FLY LEFT” (150) has been created in the interface. Low Altitude, Low Speed, and Stall Warning Simulation In another example application of the invention, virtual sensors and the main processor the software running in the unit is subject to low altitude, low speed, lateral yaw and stall conditions A simulation was conducted to determine the user's reaction. (Graphical user) 15 given via computer, referencing the 3D approach environment in the interface (150). The aircraft's altitude and speed were reduced using keyboard commands, and the aircraft was brought to its ideal position. It was directed to the left of the approach path. The stall warning system was activated. For evaluation purposes, the aircraft's speed was reduced below the stall limit. At the time the simulation was examined, the aircraft was below the ideal glide path and laterally. It is located to the left of the centerline. The approach speed obtained from the airspeed sensor is 20. The speed was measured at 37.7 knots. This speed is higher than the 40 knots set for the simulation. Because the stall speed is below the limit, it is critical in the graphical user interface (150). A "STALL!" warning has been generated. This is based on the location received from the laser range sensor. The altitude was measured as 238.4 feet. The main processing unit is located at 4811 feet. The ideal target altitude, corresponding to the horizontal position determined as 25, is 251.9 feet. It has been calculated. The lateral deviation of the aircraft was measured as 274 feet, and the aircraft's located both below the ideal altitude and to the left of the lateral centerline. It has been determined that the aircraft should be redirected back to the ideal approach path and at low speed. In order to resolve the situation, the graphical user interface (150) “RISE AND The "FLY RIGHT" notification has been created. 30

Claims

REQUESTS 1. During the approach, flaring, and landing phases of general aviation and pilot training aircraft. A portable flight and landing assistance system designed to provide flight support to the pilot. and its feature is; 5 - raw distance data regarding the distance of the aircraft from the ground surface using light. generated using flight time-based LIDAR or Time-of-Flight measurement techniques. at least one laser range sensor (110), - at least one airspeed sensor that detects the instantaneous airspeed of the aircraft (120), - at least one inertial element that determines the pitch and bank angle of the aircraft. unit of measurement (130), - at least one environmental parameter that measures ambient temperature and pressure data. sensor (140), - GPS used to determine the aircraft's position relative to the runway. sensor (170) 15 - entering aircraft weight, fuel and payload amount data into the system. at least one user data input port (180) that provides - at least one that visually presents processed flight data and warnings to the pilot. graphical user interface (150), - at least one 20-inch sensor that provides the pilot with auditory warnings based on specified flight conditions. audible warning unit (160), - at least one power supply that provides electrical energy to the system components unit (300) and laser range sensor (110), air speed sensor (120), from the inertial measurement unit (130), from the environmental parameter sensor (140), 25 received from the GPS sensor (170) and user data input port (180) by processing data in real time; laser range sensor (110) raw distance data measured by inertial measurement unit (130) Based on the obtained pitching angle and bank angle data, trigonometrically... by correcting and calculating the aircraft's true vertical altitude above the ground, The calculated actual vertical altitude is obtained from the air speed sensor (120) 30 airspeed data and the predefined landing point in the system. (210), starting coordinate of the line that vertically centers the runway (250), vertical of the runway the end coordinate of the dividing line (260) and the landing aircraft (240) 16 by continuously comparing its position with aircraft performance characteristics by correlating the aircraft's instantaneous approach status with the aircraft's instantaneous altitude and between the airspeed values ​​and the predefined approach profile by calculating the difference and displaying it on the ILS indicator according to the aircraft's approach profile. Horizontal alignment (220) and 5 with the help of a similar glide indicator (270). With vertical alignment (230) data, guide the pilot to ascend for ideal glide and landing. descend, fly left or right, accelerate or decelerate with the speedometer (280) by giving warnings in this way, to ensure landing on the runway at the appropriate angle (200), Aircraft weight and fuel quantity received from user data input port (170) temperature and 10 data taken from the environmental parameter sensor (140) Calculating the dynamic stall speed based on pressure data helps the aircraft. altitude relative to the ground, descent motion, and airspeed all together by assessing the risk of a hard landing and determining the aircraft's predefined risk of reaching flare altitude, deviation from approach profile, or hard landing. If it occurs, the graphical user interface (150) and audible warning unit (160) 15 main configured to generate visual and audible alerts via It is characterized by containing a processing unit.

2. It is a system according to Claim 1, and its characteristic is; a permanent structural change in the aircraft fuselage. the installation and removal of system components from the aircraft without It is characterized by including at least one portable mounting bracket that provides 20 30

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