Abstract
This paper gives another view on a method used for aircraft approach and landing phase of flight that enables replacement of standard glideslope. Proposed Landing System is based on Terrain Reference Navigation (TRN) using own created terrain elevation database, based on Radar Altimeter (RA) measurements compared to the overflown terrain. Simulations were performed on a chosen airport (KSC – Košice Airport) and aircraft (Boeing 737-800), where descend procedures was designed based on real airline data in compliance with Initial 4D Trajectory (i4D). Descend trajectory was modelled with EUROCONTROL Base of Aircraft DAta (BADA) performance model as a Continuous Descent Approach (CDA) from proposed merging point to the KSC RunWaY (RWY) threshold. This method was proposed to enhance pilot situational awareness in situations when standard Instrument Landing System (ILS) information could be lost or misleading and without the need of any ground station for successful navigation and guidance to the RWY threshold. Landing System prototype flight test were performed on full mission flight simulator.
Highlights
The continuing growth of aviation increases demands on airspace capacity emphasizing the need for optimum utilization of available airspace
Descent trajectory used in developed Landing System is modelled using EUROCONTROL Base of Aircraft DAta (BADA) performance model
This happened because the elevation profile of simulated flight path (Figure 4) is even more variable, what leads to smaller amount of possible positions of the aircraft according to the DEM data
Summary
The continuing growth of aviation increases demands on airspace capacity emphasizing the need for optimum utilization of available airspace. The current initiative is to improve aviation safety, with a primary focus on reducing CFIT This can be achieved with integration of digital terrain database into TRN and other on-board navigation data (Meduna 2011). Because during take-off or landing phase we expect the curved flight trajectory, the example simulation is concentrated on this case This flight path consists from 30 samples of elevation data with resolution same as the DEM grid, meaning 900 m long flight path in a rough environment (with higher elevation gradient). From comparison with straight flight path simulation one can see, that we better eliminated the uncertainty of estimated position This happened because the elevation profile of simulated flight path (Figure 4) is even more variable, what leads to smaller amount of possible positions of the aircraft according to the DEM data. Uncertainty of estimated position due to the smooth terrain under the aircraft can be eliminated by acquiring more data from RA, using DEM with greater resolution (10 m) and using INS or GPS and filtering techniques for better estimation
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