Process for preventing undesired contact with land or water by low-flying aircraft
AssigneeDornier GmbH
InventorHelmut Altmann
Life of this patent
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Abstract
This invention relates to a process for preventing undesired contact with land or water by low-flying aircraft which are assigned a minimum altitude and which are provided with instruments for measuring altitude, airspeed, angle of path, and transverse acceleration, Comprising measuring the rate of descent (H), transverse acceleration (b.sub.Q), when gravitational acceleration is eliminated, And altitude (H) to thereby ascertain whether the aircraft is above a given limiting altitude (H.sub.limit) determined from its ability for transverse acceleration and its flight data, And correcting the aircraft by the maximum feasible transverse acceleration (b.sub.Q max) when for a given measured value of altitude (H), the altitude is below the limiting altitude (H.sub.limit).
Claims6
A process for preventing undesired contact with land or water by low-flying aircraft which are assigned a minimum altitude and which are provided with instruments for measuring the flight data, i.e., altitude, airspeed, angle of path, and transverse acceleration (b.sub.Q), when gravitational acceleration is eliminated,
- comprising measuring the rate of descent (H),
- and altitude to (H) compute a limiting altitude (H.sub.limit) determined from its ability for transverse acceleration and its other flight data,
- and controlling the aircraft by means of an automatic feedback controller which provides the aircraft with the maximum feasible transverse acceleration (b.sub.Qmax) when for a measured value of altitude (H), the altitude is below the limiting altitude (H.sub.limit).
A process according to claim 8 including determining the limit trajectories of the aircraft by simulation or test flights for the purpose of obtaining the limiting altitude (H.sub.limit), the angle of path .gamma.(t.sub.o) = .gamma..sub.o = 0, the initial speed v(t.sub.o) = v and the actual transverse acceleration b.sub.Qo = b.sub.Q (t.sub.o).gtoreq.0 for t = t.sub.o,
- there being first a variation of the transverse acceleration from b.sub.Qo to b.sub.max keeping the initial speed v.sub.o constant, b.sub.QC = b.sub.max being applied each time t.sub.A = t.sub.o,
- thereupon for .gamma..sub.o = 0 and b.sub.Qmax the turn-on time t.sub.A = t.sub.o + .tau. (where .tau..gtoreq.0 is the parameter) will be varied for b.sub.QC = -b.sub.Qmax, where .tau..sub.max is determined by .gamma..sub.o .gtoreq..gamma.>-90.degree.,
- the paths being computed until .gamma. = 0 again (path minimum),
- and then all paths will be so shifted that their minima will coincide, whereupon the foregoing process steps will be carried out either for the various initial speeds v.sub.o or only once for the most adverse value v.sub.o, so that a diagram of the limit trajectories will show an area which is the "danger domain" for the aircraft and within which each point is uniquely determined by the values H, v, b.sub.Q, and .gamma., so that measurement of v, b.sub.Q, and .gamma. will uniquely determine
- H.sub.limit = H.sub.limit (v, b.sub.Q, .gamma.).
Dependencies are inferred from the claim text.