Inertial flight director system

• US 4,534,000 A
• Filed: 02/15/1984
• Issued: 08/06/1985
• Est. Priority Date: 08/29/1975
• Status: Expired due to Fees

• Current Assignee: John H. Bliss
• Original Assignee: John H. Bliss
• Inventors: Bliss, John H.
• Primary Examiner(s): Gruber, Felix D.
• Application Number:
  US06/580,441
• Time in Patent Office: 538 Days
• Field of Search: 364/428, 364/429, 364/430, 244/179, 244/183-188
• US Class Current: 701/16
• CPC Class Codes: G05D 1/0676 specially adapted for landing

Abstract

The disclosed apparatus is useful in controlling an aircraft inertial flight path on the final approach to landing to coincide with a desired flight path represented by the intersection of the localizer and glide path electronic beam signals, and there being an inertially responsive unit on the aircraft.

The apparatus includes:

(a) Dual antenna systems carried on the aircraft spaced apart laterally to receive said beams, and

(b) circuitry responsive to the beam signals received by the two antenna systems to coact with the inertially responsive unit to produce an output for controlling the inertial path of the aircraft to coincide with the desired path defined by said localizer and glide path signals.

Claims

1. In apparatus useful in controlling an aircraft flight path on the final approach to landing, there being a localizer beam transmitted rearwardly toward the aircraft from the landing area, and there being an inertially responsive unit on the aircraft, the combination comprising

(a) dual antennas carried on the aircraft and spaced apart laterally to receive said beam, and

(b) means responsive to the beam signals received by the two antennas to coact with said inertially responsive unit to produce an output for controlling banking of the aircraft so as to minimize deviation of the aircraft inertial flight path from a vertically and rearwardly extending plane at the center of said localizer beam.

2. The combination of claim 1 wherein said means includes:

(a) a switching and synchronizing circuit (10) connected with said antennas to separate periodically and synchronously the signals received by the two antennas,

(b) a receiver (11) connected with said switching and synchronizing circuit to derive a resultant signal representing the difference between the two signals, and

(c) a heading and banking angle correction circuit (12) connected with the output of said receiver for compensating said resultant signal in accordance with aircraft heading different from inbound course, and in accordance with aircraft bank angle different from level.

3. The combination of claim 2 wherein said means also includes:

(d) a horizontal displacement resolver circuit (13) connected with the output of said correction circuit (12) to provide information representing the actual position of the aircraft relative to said vertically and rearwardly extending plane at the center of the localizer beam, said information to be used to assure a flight to intercept said plane, and also to assure that the inertial plane containing the "desired track" coincides with said radio signal derived localizer vertical plane.

4. The combination of claim 3 wherein said inertially responsive unit is connected with the output of said resolver circuit (13), and characterized in that when the aircraft first intercepts said localizer vertical plane, the enertial unit is programmed by that "present position" of the aircraft to provide a "waypoint position", and further characterized in that a "desired track" of the aircraft is thereupon programmed into the inertial unit from the relative bearing of an inbound track setting of the HSI, and the inertial unit thereupon assumes the control of the aircraft banking command function of the flight director.

5. The combination of claim 4 including a bank angle controlling flight director circuit (18) connected with the output of the inertial unit (15), and an aircraft autopilot (19) connected with the output of the flight director circuit.

6. The combination of claim 1 wherein said two antennas are located on the aircraft wings.

7. The combination of claim 6 including a localizer beam receiver means receiving said localizer beam characterized in that the signal received at one said antenna is modulated by a first characteristic frequency, and the signal received at the opposite of said antenna has a second characteristic modulated frequency.

8. The combination of claim 7 wherein the beam modulation strength at each side of said aircraft receiving system varies transversely of the beam.

9. The combination of claim 1 including two glidepath antennas which are laterally spaced apart on the aircraft, and additional means responsive to an averaged value of said signals to also coact with said inertially responsive unit to produce an output for controlling the attitude of the aircraft relative to its inertial path compared to the desired inertial path.

10. The combination of claim 9 wherein said additional means includes an antenna signal averaging circuit (20) connected to said glidepath antennas;

a glidepath receiver (21) connected with said averaging circuit; and

a vertical displacement resolver circuit (14) connected with the output of said receiver (21) to provide data for the alignment of a desired inertial path used to generate information representing the desired body angle attitutde of the aircraft to maintain an aircraft position to coincide with such inertial path.

11. The combination of claim 10 wherein said inertially responsive unit is connected with the output of said resolver circuit (14) to be commanded thereby, there being a flight director circuit (18) and an autopilot (19) operatively connected to said inertially responsive circuit to control the attitude of the aircraft under the command of the inertial unit.

14. The combination of claim 1 including:

(c) monitoring means for monitoring deviations of actual airspeed from desired approach airspeed, and deviations of actual groundspeed from desired approach groundspeed, and

(d) other means coupled to said monitoring means for providing an indication as to which of said deviations is the lower compared to the associated desired value, from which the pilot can determine a stabilized speed condition above a safe value by adjusting power during said controlling of aircraft flight path on the final approach to landing.

12. In the method of controlling banking of an aircraft on its final approach to landing, there being dual antennas carried by the aircraft and spaced apart laterally to receive radio signals within a localizer beam transmitted rearwardly toward the approaching aircraft, the steps that include

(a) determining the difference in beam signals received by the two antennas, and

(b) utilizing said difference to command an inertially responsive device and employing said device to control the aircraft'"'"'s inertial track by controlling the angle of bank to obtain an inertial track so as to coincide with the desired approach track.

13. The method of claim 12 which also includes controlling attitude of said aircraft, there being dual glidepath antennas carried by the aircraft and located close to the lowest extremity of the aircraft, said method including

(c) determining an average value of beam signals received by said glidepath antennas, and

(d) utilizing said average value to control an inertially responsive device and employing said device to control aircraft attitude and attitude command of the flight director.

15. In the production of a system of vector control of an aircraft on the final approach, the method comprising:

(a) employing a speed parameter consisting of whichever is the lesser speed;

IAS compared to a target airspeed, or GS compared to the appropriate groundspeed, taking into account the appropriate TAS value of the target IAS, and applying the existing surface wind component to derive the appropriate target GS, and

(b) inertially maintaining the aircraft'"'"'s inertial direction of flight to coincide with a ground based electronically derived alignment system for use on the approach, and

(c) inertially maintaining the aircraft'"'"'s inertial height in alignment with a programmed inertial height guidance system to produce a programmed inertial height guidance command.