Patent Application
20090267798
There are existing methods and devices for communicating the braking conditions for a runway. Many of these methods and devices rely on oral communications taking place over the radio between the pilot of the landed aircraft and air traffic control, during which the pilot communicates his/her perception of the landing conditions of the runway. However, these methods and devices may be unreliable, inefficient, untimely, inconsistent, and inaccurate. This may lead to increased cost, decreased safety, lower runway efficiency, lower braking determination consistency and accuracy, and/or other types of problems.
A method, apparatus, and aircraft, is needed which may solve one or more problems in one or more of the existing methods and/or devices for communicating the braking conditions for a runway.
In one aspect of the invention, a method is disclosed for communicating the braking conditions of a runway. In one step, braking information is determined from a first aircraft which has landed on the runway. The determined braking information includes at least one of braking data, a braking performance measurement, and a normalized braking performance measurement. In another step, the braking information is communicated to at least one of air traffic control and a second aircraft.
In another aspect, the invention discloses a landed aircraft. Braking information regarding landing of the aircraft was determined and communicated to at least one of air traffic control and another aircraft. The braking information included at least one of braking data, a braking performance measurement, and a normalized braking performance measurement.
In a further aspect of the invention, an apparatus is provided which is adapted to communicate braking information regarding landing of an aircraft to at least one of air traffic control and other aircraft. The braking information includes at least one of braking data, a braking performance measurement, and a normalized braking performance measurement.
These and other features, aspects and advantages of the invention will become better understood with reference to the following drawings, description and claims.
The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.
In one embodiment of the invention, as shown in
The braking data may include any data regarding braking of the aircraft on the runway. As shown in
Additionally, the collected braking data may comprise a final runway location 18 of the aircraft 15. The final runway location 18 may comprise the approximate coordinates on the runway 17 where the aircraft 15 has proceeded down the runway upon landing and reached a velocity where the aircraft 15 is ready to taxi off the runway 17. In another embodiment, the final runway location 18 may comprise the approximate coordinates on the runway 17 where the aircraft 15 has come to a stop and has zero velocity. In yet another embodiment, the final runway location 18 may comprise the approximate coordinates on the runway 17 of a pre-determined location. The pre-determined location may be based in part on the total length of the runway 17, or other criteria.
In addition, the collected braking data may comprise a final velocity of the aircraft 15 at the final runway location 18. The final velocity may comprise the velocity of the aircraft 15 at the final runway location 18. The final velocity may comprise a velocity on the runway 17 when the aircraft 15 has reached a velocity where it is ready to taxi off the runway 17. In another embodiment, the final velocity may comprise a zero velocity when the aircraft 15 has come to a stop. In still another embodiment, the final velocity may comprise the velocity of the aircraft 15 on the runway 17 at the above-referenced pre-determined location.
The braking performance measurement may comprise a measurement of the braking performance of the aircraft on the runway. The braking performance measurement may be determined for the landed aircraft 15 based on the collected braking data. The braking performance measurement may comprise calculating one or more runway deceleration measurements of the landed aircraft 15. The runway deceleration measurement may comprise the deceleration of the landed aircraft 15 between the initial touch-down location 14 on the runway 17 and the final runway location 18. The deceleration measurement may be calculated by using a mathematical formula similar to the formula Deceleration=|((Velocity 2)2−(Velocity 1)2)/(2*Distance)|, wherein Velocities 1 and 2 represents the respective velocities of the aircraft 15 at two separate locations along the runway 17, and the Distance represents the distance along the runway 17 between the respective locations where Velocities 1 and 2 are measured. The deceleration measurement may be taken in feet per second squared. In one embodiment, the deceleration may be calculated between the initial touch-down location 14 and the final runway location 18 by using, in the above Deceleration formula, the initial aircraft velocity as Velocity 1, the final aircraft velocity as Velocity 2, and the runway distance between the initial touch-down location 14 and the final runway location 18 as the Distance.
In other embodiments, the deceleration measurement may comprise calculating the deceleration of the aircraft 15 at several different locations along the runway 17. This iteration and calculation may be in the order of twenty times per second. In other embodiments, any number of deceleration measurements may be taken. A graph and/or dynamic display may be prepared to show the variation in deceleration of the aircraft 15 after it touches down 14 until it comes to its final runway location 18. In other embodiments, only one deceleration measurement may be taken. In still other embodiments, the deceleration measurement may be taken along different portions of the runway 17.
The normalized braking performance measurement may comprise a normalized value of the braking performance measurement. The normalized braking performance measurement may be determined based on the calculated braking performance measurement of the landed aircraft 15. The normalized braking performance measurement may comprise the expected braking performance on the runway 17 of a standard aircraft on a standard day. The term “standard aircraft” may represent a generic, non-descript aircraft of no particular type, while the term “standard day” may represent a day having normal landing conditions. In one embodiment, a standard day may comprise a day where the temperature is 59 degrees Fahrenheit, having a 29.92 Altimeter setting, with no wind, and at sea level. The normalized braking performance measurement may represent a normalization of one or more deceleration rates of the aircraft 15 on the runway 17. The normalized braking performance measurement may comprise an index, coefficient, or value used to represent the expected braking ability of a generalized aircraft on the runway 17.
In determining the normalized braking performance measurement, a variety of factors may be taken into account in order to normalize the calculated braking performance measurement to that of a standard aircraft. Some of these factors may include consideration of wind speed, wind direction, weight of the aircraft, type of the aircraft, air temperature, configuration of the aircraft, Minimum Equipment List (MEL) conditions, thrust reverse conditions, non-normal conditions, initial aircraft velocity at the initial touch-down runway location, final aircraft velocity at the final runway location, and/or other factors.
In another step 20 of method 10, the determined braking information 12 may be communicated to one or more of air traffic control and a second aircraft. The second aircraft may comprise an incoming aircraft which is contemplating landing on the runway. The determined braking information 12 may be communicated 20 utilizing an Automatic Dependent Surveillance Broadcast system (ADS-B) and/or other type of automatic networking system which networks information from a first aircraft to air traffic control and/or a second aircraft.
An ADS-B system which may be used to communicate 20 the determined braking information 12 may be satellite-based. The ADS-B system may include a Cockpit Display of Traffic Information (CDTI) that may show the aircraft's precise location using a Global Positioning system. Once per second, a transponder may send the location information from the aircraft to all users. In one embodiment, one or more antenna may be attached to a cell-phone tower, which may relay the received braking information to air traffic control. For purposes of this application, the term “air traffic control” may include any device, apparatus, or other system which aids in directing, informing, keeping track of, and/or controlling air traffic.
Using an ADS-B system, pilots of aircraft equipped with CDTI may be able to view a similar visual display in the cockpit as air traffic controllers see on the ground showing the aircraft's precise location as well as the weather, location of other aircraft nearby, and landing aircraft braking information. The use of this system may allow aircraft to fly closer together than current radar systems, since the system may be more precise and may allow pilots to see for themselves exactly where their aircraft is with respect to other aircraft in their airspace. As a result, more aircraft may be able to fly in the same airspace at the same time, thereby potentially saving cost, time, and/or being more efficient. Additionally, the components of the ADS-B system may be less expensive than existing radar systems. Moreover, the ADS-B system may allow the tracking of low flying aircraft which may not be visible on radar.
The determined and/or communicated braking information 12 and 20 may be displayed on a dynamic display, such as on a monitor, computer, and/or other type of display system. The dynamic display may be located in air traffic control, and/or in the second aircraft (non-landed aircraft), and may show braking information 12 at particular locations over the runway. These dynamic displays may allow air traffic control and/or the second aircraft to determine the runway deceleration conditions on a continuing time spectrum along various portions of the runway 17 for varying numbers and types of aircraft. The display may show a graph and/or may display the information in other manners. The dynamic display may show braking information for multiple landed aircraft.
In another step, an expected braking performance of the second aircraft (non-landed aircraft) on the runway may be determined based on the braking information received from the first landed aircraft. The expected braking performance may take into account particular information regarding the type of the second aircraft in order to estimate its expected braking performance. The expected braking performance may be based on the normalized braking performance measurement of the landed aircraft. This may be achieved by taking into account the configuration, weight, and performance capabilities of the particular second aircraft. In such manner, the expected braking performance of a whole host of different aircraft may be determined. A decision as to whether the second aircraft should land on the runway may be made based on the braking information of the first aircraft and/or on the expected braking performance of the second aircraft.
In another step, a minimum standard sustainable deceleration rate may be assigned for continued operation of the runway 17 in hazardous weather conditions. A decision may be made as to whether to shut down the runway 17 due to hazardous conditions by comparing the braking information of the first aircraft to the assigned minimum sustainable deceleration rate. If the braking information is below the assigned minimum sustainable deceleration rate for the runway 17, the runway 17 may be shut down until conditions improve.
Any of the above referenced steps for any of the disclosed method embodiments may utilize one or more apparatus located on the first and/or second aircrafts. Such apparatus may comprise one or more computers, and/or other types of devices.
In another embodiment, the invention may comprise a landed aircraft on a runway. Braking information regarding landing of the aircraft may have been determined. The determined braking information may have included one or more of braking data, a braking performance measurement, and a normalized braking performance measurement. The determined braking information may have been communicated to air traffic control and/or another aircraft. Any of the embodiments disclosed herein may have been utilized during landing of the aircraft in order to determine and communicate the braking information.
In yet another embodiment, the invention may comprise an apparatus which is adapted to communicate braking information regarding landing of the aircraft to air traffic control and/or other aircraft. Such braking information may include one or more of braking data, a braking performance measurement, and a normalized braking performance measurement. Any of the embodiments disclosed herein may be used as part of the apparatus to communicate the braking information.
One or more embodiments of the disclosed invention may solve one or more problems in existing methods, aircraft, and apparatus for communicating the braking conditions of a runway. One or more embodiments of the invention may provide a communicated, substantially real-time, quantitative, definitive, and/or reliable measure of runway landing conditions. In such manner, the invention may decrease cost, increase safety, increase runway efficiency, increase braking determination consistency and accuracy, and/or address other problems known in the art. For instance, the invention may aid in the determination of runway/airport plowing and closure decisions, may aid in rejected takeoff decisions, may aid in airline dispatch, may aid in flight crew divert decisions, and/or may aid in other problem areas.
It should be understood, of course, that the foregoing relates to exemplary embodiments of the invention and that modifications may be made without departing from the spirit and scope of the invention as set forth in the following claims.
The present application claims priority from U.S. patent application Ser. No. 11/461,880, assigned to Boeing, for “The Determination Of Runway Landing Conditions” filed Aug. 2, 2006, the disclosure of which is incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 11461880 | Aug 2006 | US |
| Child | 11464642 | US |
