CA1038066A - Alarm filtering in a ground proximity warning system - Google Patents
Alarm filtering in a ground proximity warning systemInfo
- Publication number
- CA1038066A CA1038066A CA281,650A CA281650A CA1038066A CA 1038066 A CA1038066 A CA 1038066A CA 281650 A CA281650 A CA 281650A CA 1038066 A CA1038066 A CA 1038066A
- Authority
- CA
- Canada
- Prior art keywords
- alarm
- flight
- warning
- aircraft
- warning mode
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
- G01C5/005—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels altimeters for aircraft
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/933—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft
- G01S13/935—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft for terrain-avoidance
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
- G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
- G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
- G05D1/0676—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for landing
Abstract
ABSTRACT:
In a ground proximity warning system used by aircraft when unsafe flight configurations defin-ed by specified flight warning mode envelopes are de-tected, alarm generation signals are not immediately, given, instead the continuing flight of the aircraft is monitored by an alarm filtering system which uses independently variable maximum and minimum levels and filtering constants which can be incremented and or decremented as functions of the continuing flight of the aircraft and the warning mode envelopes so as to suppress false or unnecessary alarm generation while generating alarms for dangerous flight configurations.
The filtering parameters may be varied independently for each flight warning mode. In addition audio war-nings are controlled so that warnings once started are completed in the absence of higher priority war-nings, even if they cease to exist, while still existing interrupted lower priority warnings are regenerated when higher priority warnings have been completed.
In a ground proximity warning system used by aircraft when unsafe flight configurations defin-ed by specified flight warning mode envelopes are de-tected, alarm generation signals are not immediately, given, instead the continuing flight of the aircraft is monitored by an alarm filtering system which uses independently variable maximum and minimum levels and filtering constants which can be incremented and or decremented as functions of the continuing flight of the aircraft and the warning mode envelopes so as to suppress false or unnecessary alarm generation while generating alarms for dangerous flight configurations.
The filtering parameters may be varied independently for each flight warning mode. In addition audio war-nings are controlled so that warnings once started are completed in the absence of higher priority war-nings, even if they cease to exist, while still existing interrupted lower priority warnings are regenerated when higher priority warnings have been completed.
Description
` ,3 ~3~Q~6 - 2S.5.77 '9Alarm filtering in a ground proximity warning system~'.
The in~ention relates to a ground proximity warning system ~or determining the proximity of an aircraft with respect to the ground utilising flight po~itional input parameters, comprising means to cal-culate the position of the aircraft with respect to speci~ied flight warning mode envelopes, means to compar0 said calculated position wlth the a~rora*t 19 actual position duri~G successi~e 3ampl ng poriod~, and means to generate an alarm sig~al if the aircraft ; ~0 . ha~ penctrated said flight warning mode envelopes.
Sy3tems of this type are used in aircraft, in order to impro~e the aircraft's safety margin in flight by alerting the ~light crew wheneYer the air-Eraft enters predetermined unsafe ~light configura-tion~0 The utilisation of such systems in aircraft . i~ i~creasing in importance and it appears likely that they will become a mandatory requirement for operation of aircraft in many countries~
In ~he past hardwired systems employing analog techniques have been used to compute the air-craft's position with resp~ct to predetermined spe-cified flight warning mode envelopes, to make the necessary comparisons with the aircra~t's actual po-''`~ .
O .PH~ 76559 25.5.77 ~Q38~6~
~ition and to output the relevant warning signals which could be used to generate appropriate audio and or visual signalsO One such system utiliqing analog tech-, niques is described in U.SO Patent no~ 3 715 718 entitled "Ground proximity warning s~stem utilising radio ~nd barometric altimeter combination".
One objective of the present in~ention i 5 to provide a flexible alarm filtering system. The present invention i9 charaoterized in that the system rurther comprises mean~ to ~iltor the alarm conditions detected in 3aid ~llght warning modes to generate or not ~enera~e alarm signals as ~ function of the con-tinulng flight of the airora~t by maximum and minimum le~el means,whereby for each flight warning ~mode an associated value is incrmented by a constant during each sampling period if its corresponding alarm con-dition is present, an alarm signal being generated when the maximum value is reached, said value bein~
~ecremented by a constant when its magnitude is be-twee~ the said maximum and minimum levels and the corresponding~alar~ condition ceases to exist, and being reset to zero instantaneously when its mag-nitude is below said minimum level and said alarm condltion ceases to e~i~t.
In order to pr~vide a flexible alarm sys-tem the computed alarm conditions are filtered, i.e., the time inte~val between the detection of an ~larm _ 3 25.5.7~
1038~6~i ~
.
condition for a flight warning mode and the generation of a corresponding audio or ~isual warning to alert the flight crew i~ controlled by maximum and minimum level~ 50 that momentary and non-dangerous penetration by the aircraft into a flight ~arning mode en~elope will not generate unnecessary false warnings. This is achieved by providing separate flight mode alarm coun-ters for each of the flight warning modes and by stor-ing in a small cost ef~ecti~e P~0~l the separate oon-~tants9-and minimum and maxlmum levelA Eor oach o~
the flight warnlng modes, The cxplicit ~iltering techx~qu~w~
be-disclosed in a preferred embodiment of the in~en-tionO
- Another objecture of the invention com-" 15 prises means to alter the rate at which flight warn-ing mode alarm conditions are sampled, that is the j time inter~ral between successive monitorings of the d~tection of alarm conditions~ This is achieYed by . alteration o~ the acquisition rate of the analog in-put parameters so that future aircraft characteris-tic~ or additions of new flight warning modes requir-i~g altered sampling rates can be easily accommodat-ed O
Another objective of the invention enhances flexibility by pro~iding means to alter the maximum and minimum le~els thus providing means to var~ the filtering time between alarm detection and generatiofi :~ .
PHF ~6~gg 25.5.77 ~3806~
to suit different aircraft and terrain characteristics.
This is achievable by reprogrammation or replacement o~ the small PRO~I holding the above parameters, with-ou-t ~he need to alter the main program held in a lar-ger PROMo i A rur~her objecti~e of the invention is to prnvide additional flexibility by providing means to alter the constant of incrementation and or decremen-tation, thus altering the alarm ~ilter~næ t:Lme constant ~or a ~light ~arning to suit varlous airora~t and ter-rain characteristics, the constants being held in the easlly alterable PROMo A further objective of the present invention i9 to pro~ide even further flexibility by providing maans to alter independently for each ~light warning mode 9 the maximum and minimum levels, and tne con-~stants Or ~mentation and decrementation. Thus re-~lacement or reprogrammation of the already mention-j . ed PROM wi~h the appropriate parameters for each ~light warning mode perm~ts maximum fle~ibility~
A still ~urther objecture of the invention i~ to provide accurate information to the ~ligh~
crew by an embodiment comprising means to allow an audio warning being generated to be completed in the event o~ the alarm generation condition causing ~25 it ceasing to exist during said generation, pro~ided higher priority alarm generation conditions do not simultaneously e~ist. Certain ~light ~rning modes .
, ~,~ PHF 76~59 25.5.77 ~.~380~
~equire a '~soft warning" in which the flight crew is informed of the borderline nature of a flight confi-guration. An audio warning without pre-emption in thi~ case is desirable because even though immediate . corrective action may not be necessary the aircraft .
st~tus i~ accurately known.
A still further objecture of the invention is to enhance security by providing mean~ to restart ; the generation of a lower priorlty audio war~ing which has been interrupted by higher priorit~ audio ~a.rnin~s ir the re~ponsible lower alarm generation condition still exists when the higher priority al'arm genera-~ion conditions have di~appeared. This feature en-~ures that if the aircraft i~ in.a "soft warning"
1S configuration in one flighe warning mode when a "hard warning" higher priority configuration arises in another.flight warning mode, that if the soft ~arning configuration still exists when the higher priority ~arnin~ configur~tion has been corrected, the appropriate soft audio warning will be annun-ciated O
A final objective of the present invention i~ to incorporate the already mentioned advantages by providing means to implement a preferred embodi-ment of the system under the control of a digital~
computer.
Further de~'ed features and adYantages ' 25.5.77 1~D3~6~i o~ the invention will become apparent in the disclosure of a preferred embodiment and from the figures in whichs - Figure 1 iB a functional block diagram representa-tion of a ground proximity warning system which incorporates a digital computer.
- F~gure 2 i8 a functional diagram of a preferred embodiment Or the flight warning mode alarm Pil-tering system.
- Fi~ure 3 i~ a flow dlagram illllstrat-lng thc Punc-tioning of the alarm Piltering s~3tem of figure 2.
Figure 4 iB a graphical representation of a flight warning mode envelope. ', - Figure 5 illustrates alarm filtering in graphical ~orm.
- Figure 6 illustrates in graphical form alarm fil- ¦
tering o~ a flight warning mode with respect to terrain characteristics. ' Figure 7 is a function bloc~ diagram representa-tion of the audio warning generation control sys-temO
- Figure 8 is a functional diagram oP a prePerred embodiment of the audio warning genera~ion con-trol system of figure 7 incorporating interrupt and priority control function~ and a master clock system .
- Fi~ure 9 is a functional block diagram of a ge-. . ~5.5.77 ~38066 neralised implementation of the alarm filtering sys-tem represented in figure 20 Flgure 1 shows a functional block diagram o~ a ground proximity warning ~ystem using a digital compiter as the control element, its principal pur-po~e being to provide an explanatory background to the pre~ent inventionO
In figure 1 the central digital computer 12 comprises the ~6~-*~ microproces~or 13, which l~
designed in P channel metal oxlde scmico~ductor ~PMOS) teohnolo~y with a 16 blt wide instruc,tion and data path, an instruction set of 45 micropro-grammed instructions, ~AM semiconductor memory 14 ~ith a 1 microsecond cycle time available in 256 16 bit word increments~ and PROM semiconductor me-I
mory 15 with a 1 microsecond cycle time available i~ 512 word increments. A maximum of 32 kilowords (KW) of ~arious combinations of RAM and PROM ~ay be co~nectedO ~ll the above elements are connected on a general input/output bus, not shown in figure 1. A master clock 17 with a basic frequency of 2 MHz provides the synchronisation signals necessary to control the functioning of the ground proximity warning system.
~nder control of 12 the functional block 10 per~orms the acquisition, input filtering~ level adaptation and conversion to digital form a fixed 25.5.77 ~,~380~i6 .
` number of times per second of the flight input analog parameters, radio altitude HR, barometric sink rate HB
and glide ~lope deviation error GS. The ~unctional block 11 performs the acquisition and level adaption of certai~ digital inputs such as landing gear posi-tio~ LG9 a~d ~lap position FP which are used in con-~u~otion with the input parameter~ supplied by 10 to compute the aircraft position and to sequentially compare during each sampling period the computed poaition with re~erence flight warning mode en-velopes held i~ 159 the computations and comparison~
being executed by 12. If the aircraft has penetrated one or more Plight warning mode envelopes the corres-ponding alarm condition~ are recorded in a buffer re-~5 gi-Rter in 14. During subsequrnt sampling periods the alarm condition for each flight warning mode is mo-~itored by 12 and filtered according to the filtering algorithm execu$ed by the filtering logic ~0 which independently controls the time interval and conditions under which a signal to generate an alarm is given for each ~light warning mode. The functional block 16 con-tains the circuitry necessary to control via in~er-rupts to 12 and commands to 18 the generation of audio warnings which are generated by functional block 18 ; 25 after output level adaptation and conversion to ana-log form o~ audio warning sequences stored in digital .. form in 15. The functional block 19 per~orms the out-' .
~-j PHF 76~g9 25.50 l7 ~3~Q66 put adaption and visual display on a display panel of ~llght warning mode status under control of 12, and also transmits to 16 the flight warning mode alarm generation signalsO All the above described functions 5. are controlled by a program permanently stored in 1 and executed by 130 The RAM 14 is used as a working area ~or perPorming computations and ~or temporary ~torage~ In Pigure 1 the solid lines between func-tional blocks represent data paths and tha broken line~ control paths, while the arrows represent the directio~ of information transferO
. Figure 2 is a functional block diagram of a preferred embodiment of the alarm filtering. In this embodiment9 14 comprises 256 words and 15 .2KW, o~ which 1 K~ is used by the control program,
The in~ention relates to a ground proximity warning system ~or determining the proximity of an aircraft with respect to the ground utilising flight po~itional input parameters, comprising means to cal-culate the position of the aircraft with respect to speci~ied flight warning mode envelopes, means to compar0 said calculated position wlth the a~rora*t 19 actual position duri~G successi~e 3ampl ng poriod~, and means to generate an alarm sig~al if the aircraft ; ~0 . ha~ penctrated said flight warning mode envelopes.
Sy3tems of this type are used in aircraft, in order to impro~e the aircraft's safety margin in flight by alerting the ~light crew wheneYer the air-Eraft enters predetermined unsafe ~light configura-tion~0 The utilisation of such systems in aircraft . i~ i~creasing in importance and it appears likely that they will become a mandatory requirement for operation of aircraft in many countries~
In ~he past hardwired systems employing analog techniques have been used to compute the air-craft's position with resp~ct to predetermined spe-cified flight warning mode envelopes, to make the necessary comparisons with the aircra~t's actual po-''`~ .
O .PH~ 76559 25.5.77 ~Q38~6~
~ition and to output the relevant warning signals which could be used to generate appropriate audio and or visual signalsO One such system utiliqing analog tech-, niques is described in U.SO Patent no~ 3 715 718 entitled "Ground proximity warning s~stem utilising radio ~nd barometric altimeter combination".
One objective of the present in~ention i 5 to provide a flexible alarm filtering system. The present invention i9 charaoterized in that the system rurther comprises mean~ to ~iltor the alarm conditions detected in 3aid ~llght warning modes to generate or not ~enera~e alarm signals as ~ function of the con-tinulng flight of the airora~t by maximum and minimum le~el means,whereby for each flight warning ~mode an associated value is incrmented by a constant during each sampling period if its corresponding alarm con-dition is present, an alarm signal being generated when the maximum value is reached, said value bein~
~ecremented by a constant when its magnitude is be-twee~ the said maximum and minimum levels and the corresponding~alar~ condition ceases to exist, and being reset to zero instantaneously when its mag-nitude is below said minimum level and said alarm condltion ceases to e~i~t.
In order to pr~vide a flexible alarm sys-tem the computed alarm conditions are filtered, i.e., the time inte~val between the detection of an ~larm _ 3 25.5.7~
1038~6~i ~
.
condition for a flight warning mode and the generation of a corresponding audio or ~isual warning to alert the flight crew i~ controlled by maximum and minimum level~ 50 that momentary and non-dangerous penetration by the aircraft into a flight ~arning mode en~elope will not generate unnecessary false warnings. This is achieved by providing separate flight mode alarm coun-ters for each of the flight warning modes and by stor-ing in a small cost ef~ecti~e P~0~l the separate oon-~tants9-and minimum and maxlmum levelA Eor oach o~
the flight warnlng modes, The cxplicit ~iltering techx~qu~w~
be-disclosed in a preferred embodiment of the in~en-tionO
- Another objecture of the invention com-" 15 prises means to alter the rate at which flight warn-ing mode alarm conditions are sampled, that is the j time inter~ral between successive monitorings of the d~tection of alarm conditions~ This is achieYed by . alteration o~ the acquisition rate of the analog in-put parameters so that future aircraft characteris-tic~ or additions of new flight warning modes requir-i~g altered sampling rates can be easily accommodat-ed O
Another objective of the invention enhances flexibility by pro~iding means to alter the maximum and minimum le~els thus providing means to var~ the filtering time between alarm detection and generatiofi :~ .
PHF ~6~gg 25.5.77 ~3806~
to suit different aircraft and terrain characteristics.
This is achievable by reprogrammation or replacement o~ the small PRO~I holding the above parameters, with-ou-t ~he need to alter the main program held in a lar-ger PROMo i A rur~her objecti~e of the invention is to prnvide additional flexibility by providing means to alter the constant of incrementation and or decremen-tation, thus altering the alarm ~ilter~næ t:Lme constant ~or a ~light ~arning to suit varlous airora~t and ter-rain characteristics, the constants being held in the easlly alterable PROMo A further objective of the present invention i9 to pro~ide even further flexibility by providing maans to alter independently for each ~light warning mode 9 the maximum and minimum levels, and tne con-~stants Or ~mentation and decrementation. Thus re-~lacement or reprogrammation of the already mention-j . ed PROM wi~h the appropriate parameters for each ~light warning mode perm~ts maximum fle~ibility~
A still ~urther objecture of the invention i~ to provide accurate information to the ~ligh~
crew by an embodiment comprising means to allow an audio warning being generated to be completed in the event o~ the alarm generation condition causing ~25 it ceasing to exist during said generation, pro~ided higher priority alarm generation conditions do not simultaneously e~ist. Certain ~light ~rning modes .
, ~,~ PHF 76~59 25.5.77 ~.~380~
~equire a '~soft warning" in which the flight crew is informed of the borderline nature of a flight confi-guration. An audio warning without pre-emption in thi~ case is desirable because even though immediate . corrective action may not be necessary the aircraft .
st~tus i~ accurately known.
A still further objecture of the invention is to enhance security by providing mean~ to restart ; the generation of a lower priorlty audio war~ing which has been interrupted by higher priorit~ audio ~a.rnin~s ir the re~ponsible lower alarm generation condition still exists when the higher priority al'arm genera-~ion conditions have di~appeared. This feature en-~ures that if the aircraft i~ in.a "soft warning"
1S configuration in one flighe warning mode when a "hard warning" higher priority configuration arises in another.flight warning mode, that if the soft ~arning configuration still exists when the higher priority ~arnin~ configur~tion has been corrected, the appropriate soft audio warning will be annun-ciated O
A final objective of the present invention i~ to incorporate the already mentioned advantages by providing means to implement a preferred embodi-ment of the system under the control of a digital~
computer.
Further de~'ed features and adYantages ' 25.5.77 1~D3~6~i o~ the invention will become apparent in the disclosure of a preferred embodiment and from the figures in whichs - Figure 1 iB a functional block diagram representa-tion of a ground proximity warning system which incorporates a digital computer.
- F~gure 2 i8 a functional diagram of a preferred embodiment Or the flight warning mode alarm Pil-tering system.
- Fi~ure 3 i~ a flow dlagram illllstrat-lng thc Punc-tioning of the alarm Piltering s~3tem of figure 2.
Figure 4 iB a graphical representation of a flight warning mode envelope. ', - Figure 5 illustrates alarm filtering in graphical ~orm.
- Figure 6 illustrates in graphical form alarm fil- ¦
tering o~ a flight warning mode with respect to terrain characteristics. ' Figure 7 is a function bloc~ diagram representa-tion of the audio warning generation control sys-temO
- Figure 8 is a functional diagram oP a prePerred embodiment of the audio warning genera~ion con-trol system of figure 7 incorporating interrupt and priority control function~ and a master clock system .
- Fi~ure 9 is a functional block diagram of a ge-. . ~5.5.77 ~38066 neralised implementation of the alarm filtering sys-tem represented in figure 20 Flgure 1 shows a functional block diagram o~ a ground proximity warning ~ystem using a digital compiter as the control element, its principal pur-po~e being to provide an explanatory background to the pre~ent inventionO
In figure 1 the central digital computer 12 comprises the ~6~-*~ microproces~or 13, which l~
designed in P channel metal oxlde scmico~ductor ~PMOS) teohnolo~y with a 16 blt wide instruc,tion and data path, an instruction set of 45 micropro-grammed instructions, ~AM semiconductor memory 14 ~ith a 1 microsecond cycle time available in 256 16 bit word increments~ and PROM semiconductor me-I
mory 15 with a 1 microsecond cycle time available i~ 512 word increments. A maximum of 32 kilowords (KW) of ~arious combinations of RAM and PROM ~ay be co~nectedO ~ll the above elements are connected on a general input/output bus, not shown in figure 1. A master clock 17 with a basic frequency of 2 MHz provides the synchronisation signals necessary to control the functioning of the ground proximity warning system.
~nder control of 12 the functional block 10 per~orms the acquisition, input filtering~ level adaptation and conversion to digital form a fixed 25.5.77 ~,~380~i6 .
` number of times per second of the flight input analog parameters, radio altitude HR, barometric sink rate HB
and glide ~lope deviation error GS. The ~unctional block 11 performs the acquisition and level adaption of certai~ digital inputs such as landing gear posi-tio~ LG9 a~d ~lap position FP which are used in con-~u~otion with the input parameter~ supplied by 10 to compute the aircraft position and to sequentially compare during each sampling period the computed poaition with re~erence flight warning mode en-velopes held i~ 159 the computations and comparison~
being executed by 12. If the aircraft has penetrated one or more Plight warning mode envelopes the corres-ponding alarm condition~ are recorded in a buffer re-~5 gi-Rter in 14. During subsequrnt sampling periods the alarm condition for each flight warning mode is mo-~itored by 12 and filtered according to the filtering algorithm execu$ed by the filtering logic ~0 which independently controls the time interval and conditions under which a signal to generate an alarm is given for each ~light warning mode. The functional block 16 con-tains the circuitry necessary to control via in~er-rupts to 12 and commands to 18 the generation of audio warnings which are generated by functional block 18 ; 25 after output level adaptation and conversion to ana-log form o~ audio warning sequences stored in digital .. form in 15. The functional block 19 per~orms the out-' .
~-j PHF 76~g9 25.50 l7 ~3~Q66 put adaption and visual display on a display panel of ~llght warning mode status under control of 12, and also transmits to 16 the flight warning mode alarm generation signalsO All the above described functions 5. are controlled by a program permanently stored in 1 and executed by 130 The RAM 14 is used as a working area ~or perPorming computations and ~or temporary ~torage~ In Pigure 1 the solid lines between func-tional blocks represent data paths and tha broken line~ control paths, while the arrows represent the directio~ of information transferO
. Figure 2 is a functional block diagram of a preferred embodiment of the alarm filtering. In this embodiment9 14 comprises 256 words and 15 .2KW, o~ which 1 K~ is used by the control program,
2 XW by the audio warning generation data and 2 XW
-i~ ava~lable for future expansion.
To obtain the best cost/performance trade o~fs possible ~ith commercially available circuits an in~rmixing of technologies re~uiring suitable interfaces is used. Thus the interPace 33 provides interfacing between 13 and the input/output bus 21, while inter~ace 34 provides interfacing bet~een 13 and the control bus 22. Interfaces 33 and 34 are comprised oP ampliPiers which con~ert complementary mstal oxide semiconductor (C~IOS) inputs ~`rom 21 and - 22 respecti~ely to ~OS inputs compatible with 13, P
.
, PHF 76559 25.5~77 .
:~138(~66 . ' while MOS outputs ~rom 13 are converted to CMOS com-patible outputs used on 21 and 22. Interfaces 33 and 34 are 16 and 6 bits wide respectively. The data bus 21 is used to transfer data to and from various functional blocks while the control bus 22 is to u~ed to provide conditional control information and to control the transfer o~ data within the system. The addre3sing logic 3~ comprises a 16 bit register com-poaed o~ D typ~ CMOS bistable elements togeth~r with t~le necessary docod~n~ lo~c~ ~t recelve~ its in~or-mation via 21 under control 22 and its decoded out-put is transmitted on the address bus 23. It is con-. nected to various functional blocks as shown in fi-gure 20 t5 ~he alarm riltering logic 20 comprises an B bit register 30, an 8 bit comparator 31 a~d a 64.-word x 8 bi~s PROM 32~ An 8 bits level of accuracy is ., ~ ~b~h~ to be sufficient but can be extended to 12 or ;~ 16 bit3 if necessary. Register 30 is made up of clocked D type latches in C~IOS technology and is loaded from 14 under control o~ 13. Its output forms one input to 31 which is made up o~ 2 4 blt com~
parators in CMOS connected in cascade, The second input to 31 is the output from 32. The result of the comparison in 31 is available to 13 as a ~ or ~
~ump condition ~JC). PROl~ 32 is a 64 word x 8 bits bipolar memory which hol~s the incrementation con-25.5.77 ~)38~66 ~tant (IK), decrementation constant (DK), ma~imum level value (ML) and minimum level value (-~L) for each flight warning mode, In the present embodiment ' 5 flight warning modes ar0 used therefore more than one set of values can be stored for each flight warning mode, alternately storage space is a~ail-able for future expansion. Inter~ace 36 consists of ¢urrent amplifiers which interface 22 and 23 to 32, while an open collector output wlth a pull up re~
tor 37 co~nects each output of 32 to 21 and 31~ The co~nections for 20 are as shown in figure 2.
A detailed description of the alarm fil-. ~" . .
tering algorithm follows accordlng to the preferred functional embodiment of figure 2. A counter for each of 5 specified flight warning modes is held i~ 140 When an alarm condition is detected by a comparison.of the computed aircraft position to the reference flight warning mode en~elope a bit is set to 1 (S~1) in a buffer register in 14. The buffer re-; 20 gister is scanned and as a consequence a sequence o~ actiona is initiated by the control program in 15 and executed by 13 in the various functional blocks. The contents of the flight warning mode coun-ter (F~IC) initially zero a~e loaded from 14 into 30.
The relevant minimum level ~alue in 32 i8 ne~t read out by selecting its address and clocking its con-tents into the output buffer of 32. The 2 8 bit ~ 12 25.5.77 1~318Q66 outputs from 30 and 32 are compared (:) in 31 and the results of the comparison transmitted to 13 as ~ or jump condition. If the contents of 30, (30) ~ the minimum level, the maximum level is next read from 32 and a comparison between it and the contents of 30 again carried out in 31. If the contents of 30 ~ the maximum level the jum~ condition transmitted to 13 causes initiation of the relevant alarm gene-ration signal. A fl:Lght mode warning counter is not allowed to be lncrement beyond the ma~lmum 1~R1.
I~ the comparlson between contents of 30 and the minimum level results in the contents of 30 < the ~ minimum level, the incrementation constant is se-~ lected from 32 and input to a working register in ,~ .
14 where- it lS added to the contents of the flight warning mode counter. If the comparison between the contents of 30 and the maximum level results in con-: tents of 30 ~ the maximum level~ the counter is in-cremented as be~ore, ~, ~ 20 When the comparison between the computed :~:
aircraft position and the reference flight warning mode envelope does not reveal an alarm condition, a different sequence of actions occurs, The rele-vant alarm condition bit in the buffer register in 14 is reset to zero (RTZ), and as already described the contents of 30 compared with the minimum level, If the contents of 30 ~ the minimum levcl, the de-PHF ~6 25.~.77 1~3~ilQ~6 crementation constant is selected from 32 and sent tO
14 where it is substracted from the contents of the flight warning mode counter. If the contents of 30 ~ the minimum level the resulting jump condition to 13 oauses the flight warning mode counter to be immediately reset to zero.
The completion of the f:iltering algorithm for a rlight warning mode resu]ts in sequentiel mo-nitoring of othor fl~ght warning modeA ln a manner simllar to that descrlbed and a rohlrn to the ~irst ~light warning; mocle a~tor oompl~tLon o~ monLtorin~
of the last. Thus the alarm condition for each flight warning mode is repeatedly scanned and filtered at speoi~ied time intervals, The sequenoes which occur during alarm filtering are illustrated in the flow diagram of figure 3.
~ Thus it can be seen that various combina-; ~ ~ tions of constants, and maximum and minimum leYels are possible to give optimum filtering times for each flight warning mode.
The significance of the alarm filtering in minimising ~alse alarms is illustrated graphically with the aid of figures l~, 5 and 6. ~igure l~ show~
a flight mode warning envelope 40 which defines ex-cessive aircraft closure rate to terrain in feet per minute (~I~) as a function o~ the aircra~t height above terrain or radio altitude in fcet HR. Outside _ 14 25-5.77 1q)3~ 66 40, that is in the area 41 the aircraf`t is in a safe configuration, while penetration into 42 will cause the ground proximity warning sys-tem to register an alarm condition and the alarm filtering system even-tually to generate a warning if the penetration is dangerous"
Figure 5, which is not dra~l to scale, shows the m-Lnimum alarm filterlng t:Lme to oause ~e-neratlon of a warning for a dang~rous n:L:rc:rn~t pcno tration into 1~O. ~lere 5l ropresonts the no ala.rm condition level with the ~light mode counter at ze.ro, 52 represents the minimum level value and 53 the maximum level value. If 52 has a value of 120, 53 a value of 240, the incrementation and decrementa-, 15 tion constants are each 2 and the sampling rate for eaoh flight warning mode is 30 times per second the minimum alarm *iltering time in the case of a dan-gerous aircraft penetration will be 4 seconds as shown by 50 which represents the contents of the flight warning mode a].arm counter during successive sampling periods.
Figure 6 which is not dra~ to scale il-lustrates graphically how the alarm ~i.Ltering ~`unc-tions with respect to the f`light warning mode envelope shown in figure 4. In f`igure 6, 50, 51, 52 and 53 have the same meaning and values as in figure 5, 60 represents a base terrain height, below which no PHF 76~9 25.5.77 ~3~
alarm conditions are detected for the flight path shown, 61 represents the terrain profile and 62 the flight path of the aircraft. It is assumed that tha upward slope Or the terrain 61 above the base line height 60 i.e. the closure rate, is sufficient to cause an alarm condition immediately as shown in fi-gure 6. In reality the exact sampling period during which an alarm condition is detected is dependent on aircraft height abo~e terra:Ln Hn~ and a comblnatlon 0 o:~ a:~.rcrcl:~t ~ip~ccl ~IIlCI torr~ L~ ~ Xn f`.L~ rc 1 50 ~ollow~ the torrain pro~:Llo ~Irltll 53 is reached and an alarm signal generated as shown by the posi-tive going edge o~ 64, causing the aircraft to climb as a result of corrective action. The periods during which alarm conditions are registered are shown by the positive levels of 63, the negative levels show the periods during which no alarm conditions exist.
Because 5~ is decremented but not reset to zero dur-ing the no alarm conditions above 52 caused by nega-tive closure rates, the alarm generation signal is given in 1 sècond instead of 4 seconds. Thus the alarm filtering ls able to surpress ~alse alarm ge-neration in instances o~ non-dangerows alrcra~t pe-netration into a flight warning mode envelope while at the same time closely following the terrain pro-~ile ~o that an a~arm generation signal is quic~ly given in the event of dangerous aircra~t penetration.
25.5.77 ~g~3~(~6~;
Other flight warning mode alarm conditions can also be indepenclently filtered in a manner simi-lar to that described. Terrain characteristics can be taken into account to suit each flight warning mode by altering the slope of 50 and or changing the values of 52 and 53.
Fig~re 7 is a functional block diagram re-presentation of the audio warning generation control srstem. The functlollal blocks and contro:L and d~ta paths are as described f`or figur~ 1. Tho a:Larlll g~-noration sig~als oroatcd aft~r ~ 't~rlIlg by 20 whon fl~ght warning modo envelopes have been penetrated by an aircraft are loaded into a buffer register in 19 via the data bus and under control of 12. In ad-dition to using the alarm generation signals for visual display of the flight warning mode status, 19 also transmits the alarm generation signals to 16. In 16 a number of functions are performed. The priority : of the alarm generation signals are determined, in-terrupts are sent to 12 to read out the appropriatec, audio storage and start commands are sent to 18 to generate the appropriate audio warning. Finish of audio warn:;ng signals from 18 are taken into acoount by 16 to cletermine the sequence o~ actions to ~ollow.
The master clock system 17 provides synchronisation signals a~ di~;~erent frequencies to 12, 16 and 18.
~igure 8 is a ~unct:ional cliagrarn c-f a pre-25.5.77 ferred embodiment of the interrupt and priority oontrol functional block 16, and the mast~r clock system 17.
The alarm generation signals AL1 to AL4 for flight warning modes 1 to 4 are transmitted by 19 and con-nected to OR gate 70 as they are all at the same priority level. In addition certain flight modes are mutually exclusive. Alarm generation signal AL5 for flight warning mode 5 which is a glide slope devia-tion alort, i9 of a lower prior:Lty ancl i9 oonnected to AND gate 72. The audio warrlln~rs wh:loh aro con-trolled b~ tho clrcultry o~ rl~urc 8 aro a hi~h priority audio warllirlg ~W}IOOP WHOOP" followed im-mediately by the annunciation "PULL UP" generated when a ground proximi.ty situation occur~ and a lower priority audio warning "GLIDE S~OPE" generated when a glide slope deviation error occurs. Both war-nings are generated by 18.
When the lowe~ priority alarm AL5 is ac-tive and alarms AL1 to AL4 inactive the AND gate 72 is enabled and a logic 1 on the D input of a "D"
type bistable 80 is clooked by the 2 MHz Qo output o~ the system timing element 83. As a result the Q
output of 80 goes negative ancl sets the bistable 8l which in turn enables AND gate 82 permitting the sig-Z5 nals generated by Q 12 output of the ~requency divider 85 to be applied to the microcomputer 12 as the inter-rupt INR 1. This interrupt generated at a frequency _ 18 P~IF 76559 25.5.77 3E~
o~ 488. 28125 Hz (2 MHz ~ 4096) is used to read out, under control of 12, the digitally encoded audio data stored in PRO~ 15. The Q8 output DA of 85 genera-ted at a ~requency of 7812.g Hz (2 MHz ~ 256) is used to delta modulate the audio data transmitted by 12 to 18~in order to generate the audio message "GLIDE SLOPE". The message is repeated as long as AL5 is active because bistable 82 is set and gate 82 ~nabled in this con-dition.
I~ durin~ the generatioll o:~ GLIDE SLO:PE, AL5 is do~ctivatod bistable 80 wlll be res~t by the next olock pulse it receives, howeYer its Q output going positive does not ef~ect the state of bistable 81 and therefore gate 82 remains enabled allowing interrupt INR 1 to be generated and thus the audio warning "GLIDE SLOPE" to be completed. On completion of "GLIDE SLOPE" an end of audio message signal EA
from 12 clocks bistable 81 which is now reset, be-cause its D input is logic 0. This in turn disables AND gate 82 and inhibits generation o~ INR 1.
If any one o~ the alarm generation signals AL1 to AL4 becomes active during generation of "GLIDE
SLOPE", AL5 is instantaneously inh:Lbited b~ a logic O on AND gate 72, gate 71 inverting the logi.c 1 generated by OR gate 70. Bistables 76 and 77 to-gether with ~OR gats 78 and NAND gate 79 ~orm a
-i~ ava~lable for future expansion.
To obtain the best cost/performance trade o~fs possible ~ith commercially available circuits an in~rmixing of technologies re~uiring suitable interfaces is used. Thus the interPace 33 provides interfacing between 13 and the input/output bus 21, while inter~ace 34 provides interfacing bet~een 13 and the control bus 22. Interfaces 33 and 34 are comprised oP ampliPiers which con~ert complementary mstal oxide semiconductor (C~IOS) inputs ~`rom 21 and - 22 respecti~ely to ~OS inputs compatible with 13, P
.
, PHF 76559 25.5~77 .
:~138(~66 . ' while MOS outputs ~rom 13 are converted to CMOS com-patible outputs used on 21 and 22. Interfaces 33 and 34 are 16 and 6 bits wide respectively. The data bus 21 is used to transfer data to and from various functional blocks while the control bus 22 is to u~ed to provide conditional control information and to control the transfer o~ data within the system. The addre3sing logic 3~ comprises a 16 bit register com-poaed o~ D typ~ CMOS bistable elements togeth~r with t~le necessary docod~n~ lo~c~ ~t recelve~ its in~or-mation via 21 under control 22 and its decoded out-put is transmitted on the address bus 23. It is con-. nected to various functional blocks as shown in fi-gure 20 t5 ~he alarm riltering logic 20 comprises an B bit register 30, an 8 bit comparator 31 a~d a 64.-word x 8 bi~s PROM 32~ An 8 bits level of accuracy is ., ~ ~b~h~ to be sufficient but can be extended to 12 or ;~ 16 bit3 if necessary. Register 30 is made up of clocked D type latches in C~IOS technology and is loaded from 14 under control o~ 13. Its output forms one input to 31 which is made up o~ 2 4 blt com~
parators in CMOS connected in cascade, The second input to 31 is the output from 32. The result of the comparison in 31 is available to 13 as a ~ or ~
~ump condition ~JC). PROl~ 32 is a 64 word x 8 bits bipolar memory which hol~s the incrementation con-25.5.77 ~)38~66 ~tant (IK), decrementation constant (DK), ma~imum level value (ML) and minimum level value (-~L) for each flight warning mode, In the present embodiment ' 5 flight warning modes ar0 used therefore more than one set of values can be stored for each flight warning mode, alternately storage space is a~ail-able for future expansion. Inter~ace 36 consists of ¢urrent amplifiers which interface 22 and 23 to 32, while an open collector output wlth a pull up re~
tor 37 co~nects each output of 32 to 21 and 31~ The co~nections for 20 are as shown in figure 2.
A detailed description of the alarm fil-. ~" . .
tering algorithm follows accordlng to the preferred functional embodiment of figure 2. A counter for each of 5 specified flight warning modes is held i~ 140 When an alarm condition is detected by a comparison.of the computed aircraft position to the reference flight warning mode en~elope a bit is set to 1 (S~1) in a buffer register in 14. The buffer re-; 20 gister is scanned and as a consequence a sequence o~ actiona is initiated by the control program in 15 and executed by 13 in the various functional blocks. The contents of the flight warning mode coun-ter (F~IC) initially zero a~e loaded from 14 into 30.
The relevant minimum level ~alue in 32 i8 ne~t read out by selecting its address and clocking its con-tents into the output buffer of 32. The 2 8 bit ~ 12 25.5.77 1~318Q66 outputs from 30 and 32 are compared (:) in 31 and the results of the comparison transmitted to 13 as ~ or jump condition. If the contents of 30, (30) ~ the minimum level, the maximum level is next read from 32 and a comparison between it and the contents of 30 again carried out in 31. If the contents of 30 ~ the maximum level the jum~ condition transmitted to 13 causes initiation of the relevant alarm gene-ration signal. A fl:Lght mode warning counter is not allowed to be lncrement beyond the ma~lmum 1~R1.
I~ the comparlson between contents of 30 and the minimum level results in the contents of 30 < the ~ minimum level, the incrementation constant is se-~ lected from 32 and input to a working register in ,~ .
14 where- it lS added to the contents of the flight warning mode counter. If the comparison between the contents of 30 and the maximum level results in con-: tents of 30 ~ the maximum level~ the counter is in-cremented as be~ore, ~, ~ 20 When the comparison between the computed :~:
aircraft position and the reference flight warning mode envelope does not reveal an alarm condition, a different sequence of actions occurs, The rele-vant alarm condition bit in the buffer register in 14 is reset to zero (RTZ), and as already described the contents of 30 compared with the minimum level, If the contents of 30 ~ the minimum levcl, the de-PHF ~6 25.~.77 1~3~ilQ~6 crementation constant is selected from 32 and sent tO
14 where it is substracted from the contents of the flight warning mode counter. If the contents of 30 ~ the minimum level the resulting jump condition to 13 oauses the flight warning mode counter to be immediately reset to zero.
The completion of the f:iltering algorithm for a rlight warning mode resu]ts in sequentiel mo-nitoring of othor fl~ght warning modeA ln a manner simllar to that descrlbed and a rohlrn to the ~irst ~light warning; mocle a~tor oompl~tLon o~ monLtorin~
of the last. Thus the alarm condition for each flight warning mode is repeatedly scanned and filtered at speoi~ied time intervals, The sequenoes which occur during alarm filtering are illustrated in the flow diagram of figure 3.
~ Thus it can be seen that various combina-; ~ ~ tions of constants, and maximum and minimum leYels are possible to give optimum filtering times for each flight warning mode.
The significance of the alarm filtering in minimising ~alse alarms is illustrated graphically with the aid of figures l~, 5 and 6. ~igure l~ show~
a flight mode warning envelope 40 which defines ex-cessive aircraft closure rate to terrain in feet per minute (~I~) as a function o~ the aircra~t height above terrain or radio altitude in fcet HR. Outside _ 14 25-5.77 1q)3~ 66 40, that is in the area 41 the aircraf`t is in a safe configuration, while penetration into 42 will cause the ground proximity warning sys-tem to register an alarm condition and the alarm filtering system even-tually to generate a warning if the penetration is dangerous"
Figure 5, which is not dra~l to scale, shows the m-Lnimum alarm filterlng t:Lme to oause ~e-neratlon of a warning for a dang~rous n:L:rc:rn~t pcno tration into 1~O. ~lere 5l ropresonts the no ala.rm condition level with the ~light mode counter at ze.ro, 52 represents the minimum level value and 53 the maximum level value. If 52 has a value of 120, 53 a value of 240, the incrementation and decrementa-, 15 tion constants are each 2 and the sampling rate for eaoh flight warning mode is 30 times per second the minimum alarm *iltering time in the case of a dan-gerous aircraft penetration will be 4 seconds as shown by 50 which represents the contents of the flight warning mode a].arm counter during successive sampling periods.
Figure 6 which is not dra~ to scale il-lustrates graphically how the alarm ~i.Ltering ~`unc-tions with respect to the f`light warning mode envelope shown in figure 4. In f`igure 6, 50, 51, 52 and 53 have the same meaning and values as in figure 5, 60 represents a base terrain height, below which no PHF 76~9 25.5.77 ~3~
alarm conditions are detected for the flight path shown, 61 represents the terrain profile and 62 the flight path of the aircraft. It is assumed that tha upward slope Or the terrain 61 above the base line height 60 i.e. the closure rate, is sufficient to cause an alarm condition immediately as shown in fi-gure 6. In reality the exact sampling period during which an alarm condition is detected is dependent on aircraft height abo~e terra:Ln Hn~ and a comblnatlon 0 o:~ a:~.rcrcl:~t ~ip~ccl ~IIlCI torr~ L~ ~ Xn f`.L~ rc 1 50 ~ollow~ the torrain pro~:Llo ~Irltll 53 is reached and an alarm signal generated as shown by the posi-tive going edge o~ 64, causing the aircraft to climb as a result of corrective action. The periods during which alarm conditions are registered are shown by the positive levels of 63, the negative levels show the periods during which no alarm conditions exist.
Because 5~ is decremented but not reset to zero dur-ing the no alarm conditions above 52 caused by nega-tive closure rates, the alarm generation signal is given in 1 sècond instead of 4 seconds. Thus the alarm filtering ls able to surpress ~alse alarm ge-neration in instances o~ non-dangerows alrcra~t pe-netration into a flight warning mode envelope while at the same time closely following the terrain pro-~ile ~o that an a~arm generation signal is quic~ly given in the event of dangerous aircra~t penetration.
25.5.77 ~g~3~(~6~;
Other flight warning mode alarm conditions can also be indepenclently filtered in a manner simi-lar to that described. Terrain characteristics can be taken into account to suit each flight warning mode by altering the slope of 50 and or changing the values of 52 and 53.
Fig~re 7 is a functional block diagram re-presentation of the audio warning generation control srstem. The functlollal blocks and contro:L and d~ta paths are as described f`or figur~ 1. Tho a:Larlll g~-noration sig~als oroatcd aft~r ~ 't~rlIlg by 20 whon fl~ght warning modo envelopes have been penetrated by an aircraft are loaded into a buffer register in 19 via the data bus and under control of 12. In ad-dition to using the alarm generation signals for visual display of the flight warning mode status, 19 also transmits the alarm generation signals to 16. In 16 a number of functions are performed. The priority : of the alarm generation signals are determined, in-terrupts are sent to 12 to read out the appropriatec, audio storage and start commands are sent to 18 to generate the appropriate audio warning. Finish of audio warn:;ng signals from 18 are taken into acoount by 16 to cletermine the sequence o~ actions to ~ollow.
The master clock system 17 provides synchronisation signals a~ di~;~erent frequencies to 12, 16 and 18.
~igure 8 is a ~unct:ional cliagrarn c-f a pre-25.5.77 ferred embodiment of the interrupt and priority oontrol functional block 16, and the mast~r clock system 17.
The alarm generation signals AL1 to AL4 for flight warning modes 1 to 4 are transmitted by 19 and con-nected to OR gate 70 as they are all at the same priority level. In addition certain flight modes are mutually exclusive. Alarm generation signal AL5 for flight warning mode 5 which is a glide slope devia-tion alort, i9 of a lower prior:Lty ancl i9 oonnected to AND gate 72. The audio warrlln~rs wh:loh aro con-trolled b~ tho clrcultry o~ rl~urc 8 aro a hi~h priority audio warllirlg ~W}IOOP WHOOP" followed im-mediately by the annunciation "PULL UP" generated when a ground proximi.ty situation occur~ and a lower priority audio warning "GLIDE S~OPE" generated when a glide slope deviation error occurs. Both war-nings are generated by 18.
When the lowe~ priority alarm AL5 is ac-tive and alarms AL1 to AL4 inactive the AND gate 72 is enabled and a logic 1 on the D input of a "D"
type bistable 80 is clooked by the 2 MHz Qo output o~ the system timing element 83. As a result the Q
output of 80 goes negative ancl sets the bistable 8l which in turn enables AND gate 82 permitting the sig-Z5 nals generated by Q 12 output of the ~requency divider 85 to be applied to the microcomputer 12 as the inter-rupt INR 1. This interrupt generated at a frequency _ 18 P~IF 76559 25.5.77 3E~
o~ 488. 28125 Hz (2 MHz ~ 4096) is used to read out, under control of 12, the digitally encoded audio data stored in PRO~ 15. The Q8 output DA of 85 genera-ted at a ~requency of 7812.g Hz (2 MHz ~ 256) is used to delta modulate the audio data transmitted by 12 to 18~in order to generate the audio message "GLIDE SLOPE". The message is repeated as long as AL5 is active because bistable 82 is set and gate 82 ~nabled in this con-dition.
I~ durin~ the generatioll o:~ GLIDE SLO:PE, AL5 is do~ctivatod bistable 80 wlll be res~t by the next olock pulse it receives, howeYer its Q output going positive does not ef~ect the state of bistable 81 and therefore gate 82 remains enabled allowing interrupt INR 1 to be generated and thus the audio warning "GLIDE SLOPE" to be completed. On completion of "GLIDE SLOPE" an end of audio message signal EA
from 12 clocks bistable 81 which is now reset, be-cause its D input is logic 0. This in turn disables AND gate 82 and inhibits generation o~ INR 1.
If any one o~ the alarm generation signals AL1 to AL4 becomes active during generation of "GLIDE
SLOPE", AL5 is instantaneously inh:Lbited b~ a logic O on AND gate 72, gate 71 inverting the logi.c 1 generated by OR gate 70. Bistables 76 and 77 to-gether with ~OR gats 78 and NAND gate 79 ~orm a
3 positisn oounter, The 3 values assumed by the Q
. PHE 76559 25.5.77 ~8~66 outputs o~ bistables 76 and 77 are 10, 00 and 01, The initial reset position of the counter is always 10 because at the end of an audio message the EA sig-nal from 18 sets 76 and res0ts 77~ Activation of any one of AL1 to AL4 therefore enables AND gate 75, which generates a start "WHOOP" signal SW to the "WHOOP WHOOP" generator of 18 and at the same time resets bistable 81 thus inhibit:ing further genera-tion of audio messages via IN~I.
. The first ~WHOOP~ :is gelleratccl by l~ unde:r : control of the D~ signals frolll th~ Q8 output o~ ~re-qucncy divider 85 and on its completion 18 sends an end of whoop signal EW to 16 where it is used to clock the counter bistables 76 and 77 which now asswne the value 00. As AND gate 75 is still enabled the SW out-put causes a secorld "WHOOP" to be generated and the end of whoop signal EW. On ccmpletion of this second "WHOOP" again clocks counter bistables 76 and 77 which . now take the value 01. As a result AND ga-te 75 is blocked inhibiting further "WHOOP" generation sig-nals SW, while AND gate 74 is enabled and generates a logic 1 on the D input of bistable 80 via OR gate 73, As described above bistable 80 is set by the next clock pulse, in turn setting bistable 8l ancl therefore permitting generation of interrupt INR 1.
Thus the audio message "PULL UP~ erlerated in a similar manner to that described for "GLIDE SLOPE".
' ^ P~l~ 76~9 25.5.77 ~3~ 66 At the end of "PULL UP" the end of audio message sig-nal EA resets bistable 81 thus inhibiting int.errup~
INR 1 and therefore further generation of audio messages, If any one or more o~ ALIto AL4 are still active the "WHOOP WHOOP PU~L UP" sequence will be repeated for as long as they are present because at the end of each sequence the co~mter bistables 76 an~ 77 are reset to value 10 b~ the end of audi.o signal EA. The system is there*ore positionecl to restart thc aud:Lo sequence lf ~myono o~ ALI to I~L
oxi~ts, If at thc end o~` the "WHOOP WHOOP PULL UP"
sequence AL5 is still active a "GLIDE SLOPE" audio warning will autotnaticall~ be generated. The alarm generation conditions for each flighr warning is also stored in RAM 14 and therefore the microcomputer 12 is able to use the interrupt I~R 1 to output di-gital data for the correct audio warning to the audio warning generation sy 5 tem 18.
: 20 The master clock system 17 consists of a system timing element 83 which produces a 2~1z out-put Qo from a 4 MHz crystal oscillator 8~. The 2 ~IHz p~ output Qo is used to clocl~ bistable 80 and to drive ~;~ the P~4~~~ microconlputer 12. Qo i~ a:lso used by a fre~uency divider 85 which consists of 3 7 stage binary counters in cascade to produce a nurnber of lower fre~uency clock outputs. The post important _ 21 ' P~F 76559 25.5.77 ~038~
of these are Q8, used to delta modulate the digital audio data for generation of the audio warnings, and Q12 used to generate interr~pt INRl to read out the digital audio data from PROM 15. Additionally Q14 ; 5 at a frequency of approximately 122 Hz (2~1Hz ~ 16384) or a period of 8.192.mi11iseconds is used to generate interrupt INR2 which is utilised in the acquisition of the input analog parameters by the ground proxi-mity warning system. ~cqu:LsL-t:Lon is performed OllCe e~ery 4 interrupts at a rate o~ appro,~:Lrnatoly 30 per socond. ~y moaIl~ o~ a ~trap oormootion, as shown in ~iguro 8, INR2 oan be connected to dif-ferent Q outputs of 85. For example connection to Q13 would change the INR2 interrupt generation rate to approximately 240 Hz with a consequent acquisi-tion rate of 60 per second, while connection to Q15 would change the INR2 interrupt generation rate to approximately 60 Hz and the subsequent acquisition rate to 15 times per second. As each flight warning mode is monitored once per input parameter acquisi-tion, alteration of the acquisition rate results in alteration of the monitoring or sampling rate for each flight warning mode, It is pointed out that the use of a digi-tal computer is not central to the utilisation of .
the interrupt and priority oontrol system ~or audlo warning generation disclosed by figure 8, The system .~ ' .
~ - 22 25.5.77 ~ .
~3~6 can be applied to ground proximity warning systems incorporating control means other than a digital com-puter. It is apparent that the alarm generation sig-nals and end of audio message signals can be supplied to the system by other means, while the outputs ge-nerated by the control system can be utilised by other non-digital computer means.
It is apparent that one spocific embodin1ent o~ alarm ~iltering in ground prox:Lm~ty warn:Lng systenls uslng a digltal computer has becn dLso:Lo~ed. I-lowcvor a dlg~ta:L compllt~r :L~ not T~oco~sary to the lnvcntion.
A more gerlerallsed embodiment of alarM filtering in ground proximity warning systems in whioh the means to detect the alarm conditions are not specified will now be disclosed.
Figure 9 is a functional block diagram of such a generalised alarm filtering system. The func-tional block 11 0 represents a clock system in which an oscillator 90 generates output clocks at frequen-20 - cies of H and h Hz, being twice the frequency of H. Clock H is applied to 91 which is composed of on~
or more cascaded binary counters to ~orm an n stage counter generating n olocks at frequencios ~rom H/2, H/4, to H/n Hert~. ~n n to m way demuLtiplexer 92 consisting of one or more demultiplexer stages conncctod together is u.secl to produce 111 clock out-puts 90 that each of the n 01ltpUtS of 91 is repro-25.5.77 ~38~
- dllced m/n times. The clock h strobes 92 to produce the required outputs. The clock frequcncy CLK is the lowest frequency in the system and is reproduced every time eownter 91 is reset. CLK is used as the sampling frequency in the alarm filtering system, being used to monitor the state of a flight warning mode alarm condition. Thus the sampl.ing rate can be altered by altering the elock ~`requency ~I. The STC1 to STCm outputs are -used to do:~ine t.ho eonskallts inorelnonta-tlon ancl clecrementatlon for f':L:iglit ~nrrllrIg modes 1 to rn. Thelr U9C w:lll bccor~ e:l.eal~ irl th~
description to follow. By means of a strap connec-tion different ou-tputs of 92 can be connected to ; STC outputs allowing the eonstants to be changed.
, 15 At least m flight mode warning filtering stages can .~ be driven by clock system 110.
Alarm filtering for a flight warning mode is described. The flight warning mode alarm condition AC1 is monitored and clocked into bistable 93 as ~t 20 by the sampling frequency CLK, which simultaneously sets bistable 94. Initiall~r AND gate 97 is enabled, thus AND gate 95 is also enabled, in turn allowi.ng the positive pulses of eloclc H through AND g~te 97 to the clock pulse input CP of a x bit shift register 98 whi,ch is composed of one or more shift register stages, The shift r.ight input SRI of the s]li~t re-gister 98 is connected to a logic 1 causing I's to 21~ --PH~ 76~5 25.5.77 be shifted right into the register when a shift right command is applied to input SRC, Similarly the shift left input SL~ is connected to a logic Q causing O's to be shifted left into the register when a shift left command is applied to input SLC. A strap connec-tion is made between the minimum level MNL and any one of the data outputs Ql to Qq of thc shift regis-ter 98, s.imilarly the rnaximum level ~IXL is oonnected to any one Or data outputs Q'l ~ I to Qx~ '~hu,s kh~
min:Lmurn and ma~.:inlllrll f`:i:Lto:r:Lng :Levo:l.. ~.i c;.ln b~ a.~er-ed.
The rrlaximurn level MXL (0 i$1 this case) af-tor inversion by inverter.99 together with alarm con-dition Al, active in this case, enables AND ,gate 100 which in turn enables the shift right command input SRC. As a result logic 1's are shifted right into the shi~t register 98 under control of clock H ap-plied to the clock pulse input CP until the stop clock input STCl in conjunction with Al enables NAND gate 101, which in turn causes bistable 94 to be reset and AND gates 9S and 97 to be disabled, thus inhibiting the application of clock H to the shift register 98.
The shift register 98 remains in this con-dit-ion unti.l the next sampling clock CLK ca.uses a. re-pet:ition of t~.te a~ove deso:ribed ~ctions, provided the alarm condition ~1 still exists. When the maxi-PHF 7655q 25.5.77 ~8~6~i mw-l level MXL is reached after successi~e sampling periods, MXL goes to logic 1 disenabling the sh.ift right command input SRC via AND gate 100 and simul-taneously blocki.ng the application of clock H to the shift register 98 by also disenabling AND gates 95 and 97 through NAND gate 96 and setting the alarm generation signal AL1 on bistable l05. The alarm ge-nerat:ion signal AL1 may thcn be ut-il:Lsed by the ground proximity warning system to gcnorato the approyriato warning, B:Lstclb:le 105 :Ls roset whon ~l i~ deactivato~
If alarm condition AC1 ceases to exist A1 will go negative and A1 ppsiti.ve at the next sampling clock CLK applied to bistable 9~ the minimum level i5 MNL pas already been exceeded, i.e. is logic 1, MNL
and A1 will enable AND gate 102 causing the shift left command input SLC to be acti~-ated. The applica-tion of clock H to the clock pulse input CP of the shift register 98 will cause a left shift of O's 2~ until inhibited by the arrival of stop clock input STC 1. When sufficient left shifts of O's have oc-curred to cattse minimum level klNL to go to 0, klNL
after inversion by lnverter 103 and :Ln conJunctio ~ith A1 enables A~D gate l04 causing the shi.ft re-~; . 25 gister clear input CR to be activated and the shift register to be oleared to 0.
.- 26 PH~ 76559 25.5077 6~
The generalised alarm filtering system dis-closed in figure 9 is for one flight warning mode and the circuitry must be repeated m times for m indepen-dent flight warning modes. The clock system 110 how-ever can drive at le~st m flight warning mode alarm filtering stages each of which can be filtered with independent parameters.
.
. PHE 76559 25.5.77 ~8~66 outputs o~ bistables 76 and 77 are 10, 00 and 01, The initial reset position of the counter is always 10 because at the end of an audio message the EA sig-nal from 18 sets 76 and res0ts 77~ Activation of any one of AL1 to AL4 therefore enables AND gate 75, which generates a start "WHOOP" signal SW to the "WHOOP WHOOP" generator of 18 and at the same time resets bistable 81 thus inhibit:ing further genera-tion of audio messages via IN~I.
. The first ~WHOOP~ :is gelleratccl by l~ unde:r : control of the D~ signals frolll th~ Q8 output o~ ~re-qucncy divider 85 and on its completion 18 sends an end of whoop signal EW to 16 where it is used to clock the counter bistables 76 and 77 which now asswne the value 00. As AND gate 75 is still enabled the SW out-put causes a secorld "WHOOP" to be generated and the end of whoop signal EW. On ccmpletion of this second "WHOOP" again clocks counter bistables 76 and 77 which . now take the value 01. As a result AND ga-te 75 is blocked inhibiting further "WHOOP" generation sig-nals SW, while AND gate 74 is enabled and generates a logic 1 on the D input of bistable 80 via OR gate 73, As described above bistable 80 is set by the next clock pulse, in turn setting bistable 8l ancl therefore permitting generation of interrupt INR 1.
Thus the audio message "PULL UP~ erlerated in a similar manner to that described for "GLIDE SLOPE".
' ^ P~l~ 76~9 25.5.77 ~3~ 66 At the end of "PULL UP" the end of audio message sig-nal EA resets bistable 81 thus inhibiting int.errup~
INR 1 and therefore further generation of audio messages, If any one or more o~ ALIto AL4 are still active the "WHOOP WHOOP PU~L UP" sequence will be repeated for as long as they are present because at the end of each sequence the co~mter bistables 76 an~ 77 are reset to value 10 b~ the end of audi.o signal EA. The system is there*ore positionecl to restart thc aud:Lo sequence lf ~myono o~ ALI to I~L
oxi~ts, If at thc end o~` the "WHOOP WHOOP PULL UP"
sequence AL5 is still active a "GLIDE SLOPE" audio warning will autotnaticall~ be generated. The alarm generation conditions for each flighr warning is also stored in RAM 14 and therefore the microcomputer 12 is able to use the interrupt I~R 1 to output di-gital data for the correct audio warning to the audio warning generation sy 5 tem 18.
: 20 The master clock system 17 consists of a system timing element 83 which produces a 2~1z out-put Qo from a 4 MHz crystal oscillator 8~. The 2 ~IHz p~ output Qo is used to clocl~ bistable 80 and to drive ~;~ the P~4~~~ microconlputer 12. Qo i~ a:lso used by a fre~uency divider 85 which consists of 3 7 stage binary counters in cascade to produce a nurnber of lower fre~uency clock outputs. The post important _ 21 ' P~F 76559 25.5.77 ~038~
of these are Q8, used to delta modulate the digital audio data for generation of the audio warnings, and Q12 used to generate interr~pt INRl to read out the digital audio data from PROM 15. Additionally Q14 ; 5 at a frequency of approximately 122 Hz (2~1Hz ~ 16384) or a period of 8.192.mi11iseconds is used to generate interrupt INR2 which is utilised in the acquisition of the input analog parameters by the ground proxi-mity warning system. ~cqu:LsL-t:Lon is performed OllCe e~ery 4 interrupts at a rate o~ appro,~:Lrnatoly 30 per socond. ~y moaIl~ o~ a ~trap oormootion, as shown in ~iguro 8, INR2 oan be connected to dif-ferent Q outputs of 85. For example connection to Q13 would change the INR2 interrupt generation rate to approximately 240 Hz with a consequent acquisi-tion rate of 60 per second, while connection to Q15 would change the INR2 interrupt generation rate to approximately 60 Hz and the subsequent acquisition rate to 15 times per second. As each flight warning mode is monitored once per input parameter acquisi-tion, alteration of the acquisition rate results in alteration of the monitoring or sampling rate for each flight warning mode, It is pointed out that the use of a digi-tal computer is not central to the utilisation of .
the interrupt and priority oontrol system ~or audlo warning generation disclosed by figure 8, The system .~ ' .
~ - 22 25.5.77 ~ .
~3~6 can be applied to ground proximity warning systems incorporating control means other than a digital com-puter. It is apparent that the alarm generation sig-nals and end of audio message signals can be supplied to the system by other means, while the outputs ge-nerated by the control system can be utilised by other non-digital computer means.
It is apparent that one spocific embodin1ent o~ alarm ~iltering in ground prox:Lm~ty warn:Lng systenls uslng a digltal computer has becn dLso:Lo~ed. I-lowcvor a dlg~ta:L compllt~r :L~ not T~oco~sary to the lnvcntion.
A more gerlerallsed embodiment of alarM filtering in ground proximity warning systems in whioh the means to detect the alarm conditions are not specified will now be disclosed.
Figure 9 is a functional block diagram of such a generalised alarm filtering system. The func-tional block 11 0 represents a clock system in which an oscillator 90 generates output clocks at frequen-20 - cies of H and h Hz, being twice the frequency of H. Clock H is applied to 91 which is composed of on~
or more cascaded binary counters to ~orm an n stage counter generating n olocks at frequencios ~rom H/2, H/4, to H/n Hert~. ~n n to m way demuLtiplexer 92 consisting of one or more demultiplexer stages conncctod together is u.secl to produce 111 clock out-puts 90 that each of the n 01ltpUtS of 91 is repro-25.5.77 ~38~
- dllced m/n times. The clock h strobes 92 to produce the required outputs. The clock frequcncy CLK is the lowest frequency in the system and is reproduced every time eownter 91 is reset. CLK is used as the sampling frequency in the alarm filtering system, being used to monitor the state of a flight warning mode alarm condition. Thus the sampl.ing rate can be altered by altering the elock ~`requency ~I. The STC1 to STCm outputs are -used to do:~ine t.ho eonskallts inorelnonta-tlon ancl clecrementatlon for f':L:iglit ~nrrllrIg modes 1 to rn. Thelr U9C w:lll bccor~ e:l.eal~ irl th~
description to follow. By means of a strap connec-tion different ou-tputs of 92 can be connected to ; STC outputs allowing the eonstants to be changed.
, 15 At least m flight mode warning filtering stages can .~ be driven by clock system 110.
Alarm filtering for a flight warning mode is described. The flight warning mode alarm condition AC1 is monitored and clocked into bistable 93 as ~t 20 by the sampling frequency CLK, which simultaneously sets bistable 94. Initiall~r AND gate 97 is enabled, thus AND gate 95 is also enabled, in turn allowi.ng the positive pulses of eloclc H through AND g~te 97 to the clock pulse input CP of a x bit shift register 98 whi,ch is composed of one or more shift register stages, The shift r.ight input SRI of the s]li~t re-gister 98 is connected to a logic 1 causing I's to 21~ --PH~ 76~5 25.5.77 be shifted right into the register when a shift right command is applied to input SRC, Similarly the shift left input SL~ is connected to a logic Q causing O's to be shifted left into the register when a shift left command is applied to input SLC. A strap connec-tion is made between the minimum level MNL and any one of the data outputs Ql to Qq of thc shift regis-ter 98, s.imilarly the rnaximum level ~IXL is oonnected to any one Or data outputs Q'l ~ I to Qx~ '~hu,s kh~
min:Lmurn and ma~.:inlllrll f`:i:Lto:r:Lng :Levo:l.. ~.i c;.ln b~ a.~er-ed.
The rrlaximurn level MXL (0 i$1 this case) af-tor inversion by inverter.99 together with alarm con-dition Al, active in this case, enables AND ,gate 100 which in turn enables the shift right command input SRC. As a result logic 1's are shifted right into the shi~t register 98 under control of clock H ap-plied to the clock pulse input CP until the stop clock input STCl in conjunction with Al enables NAND gate 101, which in turn causes bistable 94 to be reset and AND gates 9S and 97 to be disabled, thus inhibiting the application of clock H to the shift register 98.
The shift register 98 remains in this con-dit-ion unti.l the next sampling clock CLK ca.uses a. re-pet:ition of t~.te a~ove deso:ribed ~ctions, provided the alarm condition ~1 still exists. When the maxi-PHF 7655q 25.5.77 ~8~6~i mw-l level MXL is reached after successi~e sampling periods, MXL goes to logic 1 disenabling the sh.ift right command input SRC via AND gate 100 and simul-taneously blocki.ng the application of clock H to the shift register 98 by also disenabling AND gates 95 and 97 through NAND gate 96 and setting the alarm generation signal AL1 on bistable l05. The alarm ge-nerat:ion signal AL1 may thcn be ut-il:Lsed by the ground proximity warning system to gcnorato the approyriato warning, B:Lstclb:le 105 :Ls roset whon ~l i~ deactivato~
If alarm condition AC1 ceases to exist A1 will go negative and A1 ppsiti.ve at the next sampling clock CLK applied to bistable 9~ the minimum level i5 MNL pas already been exceeded, i.e. is logic 1, MNL
and A1 will enable AND gate 102 causing the shift left command input SLC to be acti~-ated. The applica-tion of clock H to the clock pulse input CP of the shift register 98 will cause a left shift of O's 2~ until inhibited by the arrival of stop clock input STC 1. When sufficient left shifts of O's have oc-curred to cattse minimum level klNL to go to 0, klNL
after inversion by lnverter 103 and :Ln conJunctio ~ith A1 enables A~D gate l04 causing the shi.ft re-~; . 25 gister clear input CR to be activated and the shift register to be oleared to 0.
.- 26 PH~ 76559 25.5077 6~
The generalised alarm filtering system dis-closed in figure 9 is for one flight warning mode and the circuitry must be repeated m times for m indepen-dent flight warning modes. The clock system 110 how-ever can drive at le~st m flight warning mode alarm filtering stages each of which can be filtered with independent parameters.
.
Claims (7)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Ground proximity warning system for determin-ing the proximity of an aircraft with respect to the ground utilising flight positional input parameters, comprising means to calculate the position of the aircraft with res-pect to specified flight warning mode envelopes, means to compare said calculated position with the aircraft's actual position during successive sampling periods, means to gen-erate an alarm signal if the aircraft has penetrated said flight warning mode envelopes, characterized in that the system further comprises means to filter the alarm conditions detected in said flight warning modes to generate or not generate alarm signals as a function of the continuing flight of the aircraft by maximum and minimum level means, whereby for each flight warning mode an associated value is incre-mented by a constant during each sampling period if its cor-responding alarm condition is present, an alarm signal be-ing generated when the maximum level is reached, said value being decremented by a constant when its magnitude is between the said maximum and minimum levels and the corresponding alarm condition ceases to exist, and being reset to zero in-stantaneously when its magnitude is below said minimum level and said alarm condition ceases to exist.
2. The system of claim 1 characterized in that the system comprises means to alter the rate at which said flight warning mode alarm conditions are sampled.
3. The system as claimed in claim 1 comprising means to alter the maximum and minimum levels.
4. The system as claimed in claim 1, 2 or 3 com-prising means to alter the constant of incrementation and or decrementation.
5. The system as claimed according to claim 1 com-prising means to alter independently for each flight warning mode the maximum and minimum levels and the constants of incre-mentation and decrementation.
6. The system as claimed in claim 5 comprising means to allow an audio warning being generated to be completed in the event of the alarm generation condition causing it ceasing to exist during said generation, provided higher priority alarm generation conditions do not simultaneously exist.
7. The system as claimed in claim 6 comprising means to restart the generation of a lower priority audio warning which has been interrupted by higher priority audio warnings if the responsible lower priority alarm generation condition still exists when the higher priority alarm generation con-ditions have disappeared.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7620044A FR2343223A1 (en) | 1976-07-01 | 1976-07-01 | FILTERING OF ALARMS IN A SOIL PROXIMITY MONITORING SYSTEM |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1038066A true CA1038066A (en) | 1978-09-05 |
Family
ID=9175094
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA281,650A Expired CA1038066A (en) | 1976-07-01 | 1977-06-29 | Alarm filtering in a ground proximity warning system |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US4121287A (en) |
| JP (1) | JPS534999A (en) |
| CA (1) | CA1038066A (en) |
| DE (1) | DE2729857A1 (en) |
| FR (1) | FR2343223A1 (en) |
| GB (1) | GB1535905A (en) |
| IT (1) | IT1086295B (en) |
Families Citing this family (22)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2406244A2 (en) * | 1977-10-12 | 1979-05-11 | Sfena | Approach path control for auto-gyro landing - has velocity and altitude path control to minimise noise and energy consumption during landing |
| NZ207653A (en) * | 1983-05-13 | 1987-11-27 | Sundstrand Data Control | Excessive descent rate warning system for aircraft |
| US4654811A (en) * | 1985-02-12 | 1987-03-31 | Allied Corporation | Adaptive filter for aircraft navigation receiver |
| US4728951A (en) * | 1985-10-16 | 1988-03-01 | Honeywell Inc. | Vertical windshear detection for aircraft |
| US5202684A (en) * | 1985-10-17 | 1993-04-13 | Toyo Communication Equipment Co., Ltd. | System of an aircraft collision avoidance system for suppressing useless alarms |
| US4857923A (en) * | 1986-07-15 | 1989-08-15 | Sundstrand Data Control, Inc. | Ground proximity warning system for an excessive descent rate over undulating terrain |
| US4916448A (en) * | 1988-02-26 | 1990-04-10 | The United States Of America As Represented By The Secretary Of The Air Force | Low altitude warning system for aircraft |
| US5136512A (en) * | 1988-06-26 | 1992-08-04 | Cubic Defense Systems, Inc. | Ground collision avoidance system |
| US5150317A (en) * | 1989-01-11 | 1992-09-22 | The Boeing Company | Adaptive digital filter which is responsive to the rate of change of an input signal |
| US5029092A (en) * | 1989-05-16 | 1991-07-02 | Toyo Communication Equipment Co., Ltd. | Device of suppressing incorrect alarms for use in a collision avoidance system installed in an airplane |
| US5506955A (en) * | 1992-10-23 | 1996-04-09 | International Business Machines Corporation | System and method for monitoring and optimizing performance in a data processing system |
| AU675597B2 (en) * | 1993-09-30 | 1997-02-06 | United Technologies Corporation | Variable priority cockpit warning and display system |
| US5668944A (en) * | 1994-09-06 | 1997-09-16 | International Business Machines Corporation | Method and system for providing performance diagnosis of a computer system |
| EP0895602B1 (en) * | 1996-04-23 | 2000-10-04 | AlliedSignal Inc. | Integrated hazard avoidance system |
| US6148063A (en) * | 1996-11-29 | 2000-11-14 | Nortel Networks Corporation | Semi-interruptible messages for telephone systems making voice announcements |
| US6043757A (en) * | 1998-06-12 | 2000-03-28 | The Boeing Company | Dynamic, multi-attribute hazard prioritization system for aircraft |
| WO2000023967A1 (en) | 1998-10-16 | 2000-04-27 | Universal Avionics Systems Corporation | Flight plan intent alert system and method |
| CA2463841A1 (en) * | 2001-10-10 | 2003-09-25 | Mcloughlin Pacific Corporation | Method and apparatus for tracking aircraft and securing against unauthorized access |
| FR2918207B1 (en) | 2007-06-29 | 2010-06-04 | Airbus | METHOD AND DEVICE FOR MANAGING A TRIGGERING OF A WARNING MESSAGE IN AN AIRCRAFT |
| FR2955687B1 (en) * | 2010-01-26 | 2017-12-08 | Airbus Operations Sas | SYSTEM AND METHOD FOR MANAGING ALARM SOUND MESSAGES IN AN AIRCRAFT |
| US20110276217A1 (en) * | 2010-05-10 | 2011-11-10 | The Boeing Company | Hard Landing Report Based on Sink Rate Algorithm |
| SG11201810080UA (en) * | 2016-07-26 | 2019-02-27 | Milian International Solutions Ltd | System and method for 3d flight path display |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR87853A (en) * | 1962-05-18 | |||
| US3230525A (en) * | 1962-05-24 | 1966-01-18 | Bendix Corp | Alarm frequency error detector |
| US3715718A (en) * | 1970-08-11 | 1973-02-06 | Sundstrand Data Control | Ground proximity warning system utilizing radio and barometric altimeter combination |
| US3988713A (en) * | 1974-06-19 | 1976-10-26 | Sundstrand Data Control, Inc. | Aircraft ground proximity warning instrument |
| US3946358A (en) * | 1974-06-19 | 1976-03-23 | Sundstrand Data Control, Inc. | Aircraft ground proximity warning instrument |
| US3947809A (en) * | 1975-01-13 | 1976-03-30 | Sundstrand Data Control, Inc. | Below glide slope advisory warning system for aircraft |
| US3934221A (en) * | 1975-03-06 | 1976-01-20 | Sundstrand Data Control, Inc. | Terrain closure warning system with altitude rate signal conditioning |
| US3958219A (en) * | 1975-03-06 | 1976-05-18 | Sundstrand Data Control, Inc. | Terrain closure warning system with altitude rate signal conditioning |
| US3934222A (en) * | 1975-04-02 | 1976-01-20 | Sundstrand Data Control, Inc. | Terrain closure warning system with climb inhibit and altitude gain measurement |
| US4021802A (en) * | 1975-07-29 | 1977-05-03 | Litchstreet Co. | Collision avoidance system |
| US4041341A (en) * | 1976-05-25 | 1977-08-09 | Hart Gerald E | Doppler-radar terrain-clearance warning system |
| US4030065A (en) * | 1976-07-19 | 1977-06-14 | Sundstrand Corporation | Terrain clearance warning system for aircraft |
-
1976
- 1976-07-01 FR FR7620044A patent/FR2343223A1/en active Granted
-
1977
- 1977-06-28 IT IT25142/77A patent/IT1086295B/en active
- 1977-06-28 US US05/810,896 patent/US4121287A/en not_active Expired - Lifetime
- 1977-06-28 JP JP7623177A patent/JPS534999A/en active Pending
- 1977-06-28 GB GB26988/77A patent/GB1535905A/en not_active Expired
- 1977-06-29 CA CA281,650A patent/CA1038066A/en not_active Expired
- 1977-07-01 DE DE19772729857 patent/DE2729857A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| FR2343223B1 (en) | 1978-09-01 |
| US4121287A (en) | 1978-10-17 |
| JPS534999A (en) | 1978-01-18 |
| DE2729857C2 (en) | 1987-04-30 |
| GB1535905A (en) | 1978-12-13 |
| IT1086295B (en) | 1985-05-28 |
| DE2729857A1 (en) | 1978-01-05 |
| FR2343223A1 (en) | 1977-09-30 |
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