Aircraft Navigation System for Safe Missed Approach Path Generation
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Solution Overview
Problem
Current aircraft navigation systems, particularly in Instrument Flight Rules (IFR), face challenges in accurately determining position and climb performance in terrain-challenged airports under Instrument Meteorological Conditions (IMC), leading to higher Minimum Descent Altitudes (MDA) and limited precision approaches, which restrict safe landing and missed approach procedures.
Innovation Solution
A method is developed to calculate a safe extraction path using containment zones defined by TERPS clearance requirements and aircraft performance data, allowing for a circling climb to a safe altitude without relying on published RNP-SAAAR procedures, utilizing minimal navigation information and real-time air mass parameters to determine the maximum allowable climb altitude and lowest safe descent altitude.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If ground-based radio positioning systems (VOR, DME, ILS) are used to improve navigation accuracy in IMC, then positional accuracy is improved, but system cost and infrastructure complexity increase significantly
Solution Approach 1:
The patent replaces ground-based mechanical radio positioning systems with satellite-based GPS navigation. The airborne computer receives GPS signals to determine aircraft position, eliminating the need for expensive ground-based VOR, DME, and ILS infrastructure while achieving comparable or superior navigation accuracy.
Solution Approach 2:
The patent uses GPS satellite signals as a copy of the navigation function previously provided by ground-based radio systems. Instead of relying on local ground transmitters, the system copies the positioning capability from the global GPS satellite constellation, providing universal coverage without local infrastructure.
2Reliability
If TERPS obstacle clearance surfaces are used to ensure safety in terrain-challenged areas, then safety is improved, but minimum descent altitudes increase and approach precision is reduced
Solution Approach 1:
The patent dynamically generates obstacle clearance surfaces based on actual aircraft performance data and GPS position information, rather than using static TERPS surfaces. The system calculates real-time safe extraction paths that adapt to the specific aircraft's climb capability and current atmospheric conditions, allowing lower minimum descent altitudes while maintaining safety.
Solution Approach 2:
The patent applies local obstacle clearance calculations tailored to each specific approach scenario and aircraft type, rather than using universal TERPS surfaces. The system evaluates terrain and obstacles locally along the specific approach path and generates customized safe extraction paths, enabling higher precision approaches at terrain-challenged airports.
3Adaptability or versatility
If lowest common denominator aircraft performance expectations are used for procedure design, then procedure universality is improved, but approach precision and safety margins are reduced
Solution Approach 1:
The patent changes the performance parameters used for procedure design from fixed lowest-common-denominator values to actual real-time aircraft performance data. The airborne computer receives and uses the aircraft's specific climb capability, weight, and environmental conditions to calculate safe extraction paths, enabling each aircraft to operate at its optimal performance level rather than being constrained by universal minimums.
Solution Approach 2:
The patent performs preliminary calculation of safe extraction paths using the aircraft's actual performance data before the approach. The system pre-calculates the maximum allowable climb altitude and safe extraction paths based on the specific aircraft's capabilities and current conditions, allowing for optimized minimum descent altitudes rather than relying on conservative universal standards.
4Measurement precision
If published RNP-SAAAR procedures are developed for all terrain-challenged airports, then navigation precision is improved, but implementation time and cost increase significantly
Solution Approach 1:
The patent enables each aircraft to self-generate its own safe extraction paths and determine its own minimum descent altitudes using onboard computers and GPS, rather than relying on pre-published procedures. The system automatically calculates safe paths based on the aircraft's real-time performance data and the specific airport's terrain characteristics, eliminating the need for lengthy procedure development and certification processes.
Solution Approach 2:
The patent implements dynamic, real-time generation of navigation paths and safety parameters rather than static pre-published procedures. The system continuously calculates safe extraction paths based on current aircraft performance, atmospheric conditions, and GPS position, allowing flexible adaptation to any terrain-challenged airport without requiring advance procedure development.
Data Source
AI summary
A method for calculating a safe extraction path from a terrain-challenged airport that does not depend upon published procedures. The method includes the steps of: a) defining at least one containment zone for a circling climb departure path relative to a reference location; b) receiving aircraft performance data from an on-board flight management system; c) receiving air mass parameters from on-board aircraft sensors; d) calculating the maximum allowable climb altitude (MACA) utilizing the at least one containment zone, the received aircraft performance data, and the received air mass parameters; and, e) comparing the MACA to at least one selected safe departure altitude (SDA) to calculate the lowest possible descent altitude that can be achieved while ensuring that at least one safe extraction path exists.