Module for integrated approach to an offshore facility

• US 8,442,706 B2
• Filed: 12/30/2008
• Issued: 05/14/2013
• Est. Priority Date: 12/30/2008
• Status: Active Grant

• Current Assignee: Sikorsky Aircraft Corporation (Martin Marietta Corporation)
• Original Assignee: Sikorsky Aircraft Corporation (Martin Marietta Corporation)
• Inventors: Doeppner, Ronald S., Fowler, Donald W., Lee, Stephen P., Hoang, Lan, Mehra, Anil
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): ALSOMIRI, MAJDI A
• Application Number:
  US12/345,849
• Publication Number:
  US 20100168939A1
• Time in Patent Office: 1,596 Days
• Field of Search: 701 3- 5, 701/9, 701/14, 701/16, 701/17, 701/18, 701/301, 701/302, 345/7, 345/8, 345/158, 345/419, 340945-951, 340/963, 340970-974
• US Class Current: 701/16
• CPC Class Codes: G05D 1/0676 specially adapted for landing
• CPC Class Codes: G08G 5/025 Navigation or guidance aids radar or analogous systems specially adapted for landing purposes G01S13/913

Abstract

A system and method to facilitate approach of a VTOL aircraft to an offshore facility includes inputting a waypoint for a landing platform of an offshore facility into an aircraft module, inputting an offset distance from the landing platform into the aircraft module, inputting a minimum descent height into an aircraft module, and inputting a final approach inbound course toward the landing platform into the aircraft module.

Claims

1. A method to facilitate approach of a VTOL aircraft to an offshore facility comprising:

inputting a waypoint for a landing platform of an offshore facility into an aircraft module;

inputting an offset distance from the landing platform into the aircraft module;

inputting a final approach inbound course toward the landing platform into the aircraft module;

inputting a Minimum Descent Height (MDH)for a final descent toward the landing platform into the aircraft module;

determining an Initial Approach Fix (IAF) and a Final Approach Fix (FAF) in response to the waypoint, the offset distance, the final approach inbound course, and the Minimum Descent Height (MDH)with the aircraft module; and

directing the aircraft to the Initial Approach Fix (IAF) in response to the aircraft module.

2. The method as recited in claim 1, further comprising:

decreasing the altitude of the aircraft from a first altitude at the Final Approach Fix (FAF) to the Minimum Descent Height (MDH) prior to a Missed Approach Point (MAP).

3. The method as recited in claim 2, further comprising:

locating the Missed Approach Point (MAP) at the offset distance along the final approach inbound course.

4. The method as recited in claim 3, further comprising:

determining a distance between the Initial Approach Fix (IAF) and a point perpendicular to the landing platform in response to the Minimum Descent Height (MDH) and the offset distance, the point perpendicular to the landing platform beyond the Missed Approach Point (MAP).

5. The method as recited in claim 1, further comprising:

determining a turn point (TP) in response to the waypoint, the offset distance, the final approach inbound course and the Minimum Descent Height (MDH).

6. The method as recited in claim 5, further comprising:

determining an arc which intercepts the Initial Approach Fix (IAF) for alignment of the aircraft toward the Final Approach Fix (FAF);

locating a Turn Point (TP) on the arc to tangentially intercept the arc; and

directing the aircraft along the arc from the Turn Point (TP) to the Initial Approach Fix (IAF).

7. The method as recited in claim 6, further comprising:

determining the arc in response to a standard rate turn for the aircraft.

8. The method as recited in claim 7, further comprising:

determining the arc as the standard rate turn for the aircraft.

9. The method as recited in claim 5, further comprising:

displaying a first stick map from a current aircraft location to the Turn Point (TP) and from the Turn Point (TP) to the waypoint for the landing platform while the aircraft is greater than a first distance from the Turn Point (TP);

displaying a second stick map from the current aircraft location to the Turn Point (TP), from the Turn Point (TP) to the Initial Approach Fix (IAF), and from the Initial Approach Fix (IAF) to the Final Approach Fix (FAF) while the aircraft is less than the first distance from the Turn Point (TP); and

displaying a third stick map from the current aircraft location to the Final Approach Fix (FAF) while the aircraft is inbound of the Initial Approach Fix (IAF), the third stick map having a radar safe area located along the stick map.

10. The method as recited in claim 9, further comprising:

auto range changing from the first, to the second, and to the third stick map.

11. The method as recited in claim 10, further comprising:

auto range changing the third stick map to maintain an end of the radar safe area to maximize the radar view of the approach area.

12. The method as recited in claim 5, further comprising:

displaying a first stick map from a current aircraft location to the Turn Point (TP) and from the Turn Point (TP) to the waypoint for the landing platform while the aircraft is greater than a first distance from the Turn Point (TP);

displaying a second stick map from the current aircraft location to the Turn Point (TP), from the Turn Point (TP) to the Initial Approach Fix (IAF), from the Initial Approach Fix (IAF) to the Final Approach Fix (FAF), from the Final Approach Fix (FAF) to a Missed Approach Point (MAP), from the Missed Approach Point (MAP) to a HOLD pattern while the aircraft is less than the first distance from the Turn Point (TP); and

displaying a third stick map from the current aircraft location to the Final Approach Fix (FAF), from the Final Approach Fix (FAF) to a Missed Approach Point (MAP), from the Missed Approach Point (MAP) to a HOLD pattern while the aircraft is inbound of the Initial Approach Fix (IAF), the third stick map having a radar safe area located along the stick map.

13. The method as recited in claim 9, further comprising:

displaying the Turn Point (TP), the Initial Approach Fix (IAF), the Final Approach Fix (FAF), and the Missed Approach Point (MAP) as a box symbol; and

displaying the offshore facility as a star symbol.

14. The method as recited in claim 12, further comprising:

displaying the radar safe area as a dotted area which extends from the Final Approach Fix (FAF) symbol to a point past the Missed Approach Point (MAP) symbol.

15. The method as recited in claim 14, further comprising:

displaying the radar safe area with a dotted line symbol at a predetermined width on either side of a localizer line symbol from the Final Approach Fix (FAF) symbol to the Missed Approach Point (MAP) symbol.

21. The method as recited in claim 1, further comprising:

decreasing the altitude of the aircraft from a first altitude at the Final Approach Fix (FAF) to the Minimum Descent Height (MDH); and

simultaneously decelerating the aircraft while decreasing the altitude to the Minimum Descent Height (MDH).

22. The method as recited in claim 21, further comprising:

decreasing the altitude at an approximate 4 degree glide slope.

23. The method as recited in claim 21, further comprising:

decelerating the aircraft to be approximately 30 kts ground speed at the Minimum Descent Height (MDH).

24. The method as recited in claim 21, further comprising:

decreasing the altitude at an approximate 4 degree glide slope; and

decelerating the aircraft to be approximately 30 kts ground speed at the Minimum Descent Height (MDH).

43. The method as recited in claim 1, wherein the aircraft module automatically performs the determining and the directing.

44. The method as recited in claim 1, wherein the VTOL aircraft comprises the aircraft module.

16. An aircraft system, comprising:

a module which directs an aircraft to an Initial Approach Fix (IAF) downwind of a Final Approach Fix (FAF), the Initial Approach Fix (IAF) and the Final Approach Fix (FAF) determined in response to a waypoint for a landing platform of an offshore facility, an offset distance from the landing platform input, a final approach inbound course toward the landing platform input and Minimum Descent Height (MDH) input.

17. The system as recited in claim 16, wherein said module is in communication with a flight control computer.

18. The system as recited in claim 16, wherein said module is a portion of a flight control computer.

19. The system as recited in claim 16, wherein said module is in communication with a cockpit interface system operable to receive inputs for communication to the module.

20. The system as recited in claim 16, wherein said module is in communication with a flight control trim actuator system to direct the aircraft.

36. The system as recited in claim 16, wherein said module is in communication with a flight control computer to simultaneously decelerate and decrease the altitude of the aircraft to a Minimum Descent Height (MDH).

37. The system as recited in claim 16, wherein said module is operable to determine a tangential intercept to a Turn Point (TP) on an arc which intercepts the Initial Approach Fix (IAF).

38. The system as recited in claim 37, wherein said module is operable to determine the arc in response to a standard rate turn of the aircraft.

39. The system as recited in claim 19, wherein said module is operable to display a current function of each coupled axis on the cockpit interface system as a PFD banner.

40. The system as recited in claim 19, wherein said PFD banner includes Pitch, Roll, Collective, and Rig.

41. The system as recited in claim 40, wherein Pitch and roll are coupled to an approach mode.

42. The system as recited in claim 40, wherein Collective is coupled to a radar altitude.

25. A method to facilitate approach of a VTOL aircraft to an offshore facility comprising:

inputting a waypoint for a landing platform of an offshore facility into an aircraft module;

inputting an offset distance from the landing platform into the aircraft module;

inputting a final approach inbound course toward the landing platform into the aircraft module;

inputting a Minimum Descent Height (MDH) for a final descent toward the landing platform into the aircraft module;

determining an Initial Approach Fix (IAF) and a Final Approach Fix (FAF) in response to the waypoint, the offset distance, the final approach inbound course, and the Minimum Descent Height (MDH) with the aircraft module; and

determining an arc which intercepts the Initial Approach Fix (IAF) for alignment of the aircraft toward the Final Approach Fix (FAF); and

locating a Turn Point (TP) on the arc.

26. The method as recited in claim 25, further comprising:

determining the arc in response to a standard rate turn for the aircraft.

27. The method as recited in claim 25, further comprising:

directing the aircraft to tangentially intercept the arc at the Turn Point (TP).

28. The method as recited in claim 27, further comprising:

directing the aircraft along the arc from the Turn Point (TP) to the Initial Approach Fix (IAF), adjusting aircraft bank angle to maintain position on the arc up to a maximum bank angle of 25°

.

29. The method as recited in claim 25, further comprising:

locating the Turn Point (TP) at 1500 feet AGL.

30. The method as recited in claim 25, further comprising:

adjusting the aircraft airspeed to be approximately 80 kts groundspeed at the Turn Point (TP).

31. The method as recited in claim 25, further comprising:

decreasing the altitude at no more than 750 feet per minute; and

directing the aircraft to tangentially intercept the arc at the Turn Point (TP) at approximately 80 kts groundspeed.

32. The method as recited in claim 31, further comprising:

locating the Turn Point (TP) at 1500 feet AGL.

33. The method as recited in claim 31, further comprising:

displaying a first stick map from a current aircraft location to the Turn Point (TP) and from the Turn Point (TP) to the waypoint for the landing platform while the aircraft is greater than a first distance from the Turn Point (TP).

34. The method as recited in claim 31, further comprising:

decreasing the altitude of the aircraft from a first altitude at the Final Approach Fix (FAF) to the Minimum Descent Height (MDH) prior to a Missed Approach Point (MAP); and

simultaneously decelerating the aircraft while decreasing the altitude to the Minimum Descent Height (MDH).

35. The method as recited in claim 34, further comprising:

displaying a second stick map from the current aircraft location to the Turn Point (TP), from the Turn Point (TP) to the Initial Approach Fix (IAF), from the Initial Approach Fix (IAF) to the Final Approach Fix (FAF), from the Final Approach Fix (FAF) to a Missed Approach Point (MAP) while the aircraft is less than a first distance from the Turn Point (TP); and

directing the aircraft to tangentially intercept the arc at the Turn Point (TP) at approximately 80 kts groundspeed.