• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The device comprises a unit for extracting from a recorded linear terrain profile (PT) a terrain height (HT) for a current distance (X) of the aircraft, a unit for determining a current height (RA) of the aircraft (AC) relative to the terrain, using at least one measurement performed by a radioaltimeter, a unit for calculating a first current altitude (A1) of the aircraft (AC), using the height of the ground (HT) and the current height (RA) a unit to calculate a second current altitude of the aircraft (AC), corresponding to an altitude on an approach profile (PA) of the current position (Pc ) of the aircraft (AC) and a unit for calculating the difference (A) between the first and second current altitudes, this difference (A) being transmitted to a guiding unit for vertically guiding the aircraft (AC).
    公开号:FR3016222A1
    申请号:FR1450026
    申请日:2014-01-03
    公开日:2015-07-10
    发明作者:Thierry Bourret；Horimoto Kenji Ahualle
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and a device for vertical guidance of an aircraft, in particular of a transport aircraft, during an approach. More specifically, the present invention applies to an approach to an airstrip of an airport along a lateral approach path. There are various conventional systems providing assistance in guiding an aircraft, including a civil transport aircraft, during an approach for landing on an airstrip of an airport. In particular, an instrument landing system of the ILS ("Instrument Landing System") type is known. Such an ILS system requires ground facilities to provide, for each airstrip, lateral guide axes ("Localizer") and vertical ("Glide") according to which will be guided the aircraft.
    [0002] However, such an ILS system is not installed at all airports, and for all runways. Therefore, to be able to be used on any airport, a vertical guidance device must be able to do without ground installations and use only on-board sensors for vertical guidance.
    [0003] Moreover, it is known that the aircraft are equipped with a navigation system generally using data from a GPS positioning system ("Global Positioning System" in English). Such a system has good lateral accuracy, which is sufficient for many applications. However, its vertical component is not sufficiently precise, so that it can be used during an approach, as considered in the present invention, in particular by a civil transport aircraft. Therefore, there is no device for performing accurate vertical guidance (with the same precision as usual vertical guidance using an ILS system) during an approach, using only on-board means, that is to say without using ground facilities.
    [0004] The present invention aims to overcome this disadvantage. It relates to a method of vertical guidance of an aircraft during an approach of an airstrip along a lateral approach path.
    [0005] According to the invention, said method comprises successive steps consisting, automatically and repetitively: a) in determining a current distance corresponding to a distance in a lateral plane along the lateral approach path, between a current position of the aircraft and a threshold of the runway; b) extracting from a defined linear terrain profile along the approaching lateral path a terrain height for the current distance; c) determining a current height of the aircraft relative to the terrain, using at least one measurement performed by at least one radio altimeter embarked at this current position; d) calculating a first current altitude of the aircraft, using the current height of the aircraft and the height of the terrain; e) calculating a second current altitude of the aircraft, corresponding to an altitude on an approach profile for said current distance; f) calculating the difference between said first and second current altitudes; and g) using this difference to vertically guide the aircraft. Thus, thanks to the invention, it is possible to determine using only usual means embedded (radioaltimeter, ...) as specified below, a difference in altitude corresponding to a difference between a theoretical vertical position. and a current vertical position of the aircraft, which is sufficiently precise to be able to be used in the implementation of a vertical guidance of the aircraft by means of a usual guiding unit, in particular an automatic piloting system or a flight director. This overcomes the aforementioned drawback.
    [0006] In the context of the present invention, height is understood to mean the height relative to the threshold of the landing runway, which is used as a reference (that is to say with an altitude considered as zero at the threshold).
    [0007] Advantageously, step a) comprises substeps consisting of: determining the current position of the aircraft using measurements made by an onboard receiver forming part of a satellite positioning system; and - calculating the current distance, using this current position and a registered predetermined position of the threshold of the landing runway. Moreover, in a first simplified embodiment, step c) consists in determining, as current height, a height measured by the radioaltimeter. Furthermore, in a second preferred embodiment, step c) consists of determining, as current height, a hybrid height, by implementing the following successive substeps consisting of: cl) filtering, using a low-pass filter, a measurement made by the radioaltimeter so as to obtain a first value; c2) measuring the aircraft's vertical inertial speed, integrating this vertical speed, and filtering it, using a high-pass filter, so as to obtain a second value; and c3) summing the first and second values so as to obtain said hybrid height.
    [0008] Furthermore, advantageously, step e) comprises sub-steps consisting of: el) calculating an approach profile corresponding to a half-line having a predetermined angle with respect to the horizontal and comprising a point of end which is located on the runway at a predetermined distance from the threshold of said runway; and e2) calculating, as the second current altitude, the altitude of this approach profile at a lateral distance from the threshold of the landing runway corresponding to said current distance. The vertical guidance method may further comprise one or more of the following features, taken individually or in combination: step d) consists of summing the current height and the height of the terrain to calculate the first altitude current; a position correction on the aircraft, between an onboard receiver forming part of a satellite positioning system and an onboard radio altimeter, is implemented in a repetitive manner using the pitch pitch angle the aircraft, by referencing the measurements made by the receiver and the measurements made by the radioaltimeter with respect to a single reference point located on the aircraft; an alert signal is emitted in the cockpit of the aircraft when the accuracy of the current position of the aircraft is less than a predetermined precision threshold, said current position and said precision being determined by means of an onboard receiver forming part of a satellite positioning system; the difference between the first and second current altitudes is expressed as an angular deviation between two half-lines; and said difference is displayed on a screen of the cockpit of the aircraft, preferably on a primary piloting screen. Furthermore, advantageously, the vertical guidance method comprises an additional step of estimating a bias of the current distance of the aircraft and correcting the current distance of this bias. Preferably, this additional step comprises substeps consisting, during the approach: ct) to estimate the terrain profile overflown, using measurements made; and 13) correlating this estimated overflown terrain profile with a terrain profile recorded to derive bias therefrom, said steps ct) and (3) being repeated iteratively by taking into account at each iteration the bias deduced from the previous iteration. The present invention also relates to a device for vertical guidance of an aircraft during an approach of an airstrip along an approaching lateral trajectory, said vertical guidance device comprising at least the following onboard units: a location unit for determining the current position of the aircraft, at least one radioaltimeter and at least one guide unit. According to the invention, said vertical guidance device further comprises the following onboard units: a database storing a linear terrain profile defined along the approaching lateral trajectory; a first calculation unit configured to determine a current distance corresponding to a distance in a lateral plane along the approach lateral trajectory, between the current position of the aircraft and a threshold of the landing runway; a second calculation unit configured to extract from the linear terrain profile stored in the database, a height of the terrain for the current distance, determined by the first calculation unit; a third calculation unit configured to determine a current height of the aircraft relative to the terrain, using at least one measurement made by the radioaltimeter at this current position; a fourth calculation unit configured to calculate a first current altitude of the aircraft, using the height of the terrain and the current height of the aircraft, respectively received from said second and third calculation units; a fifth calculation unit configured to calculate a second current altitude of the aircraft, corresponding to an altitude on an approach profile of this current position; and a sixth calculation unit configured to calculate the difference between said first and second current altitudes, respectively received from said fourth and fifth calculation units, this difference being transmitted to the guiding unit which uses it to guide the aircraft vertically . The figures of the appended drawing will make it clear how the invention can be realized. In these figures, identical references designate similar elements. Figure 1 is a block diagram of a vertical guide device which illustrates an embodiment of the invention.
    [0009] Figure 2 shows schematically, in plan view, a lateral approach path. Figure 3 is a particular embodiment of a central unit of a vertical guide device.
    [0010] Figures 4 and 5 are graphs for explaining the determination of the terrain profile for a particular embodiment of the invention. FIG. 6 shows the location on an aircraft of sensors used for the implementation of the invention.
    [0011] Figure 7 is a particular embodiment of an element of the vertical guide device. Figure 8 is a graph for explaining the consequences of a location error. The device 1 shown diagrammatically in FIG. 1 and making it possible to illustrate the invention, is intended to guide at least one AC aircraft, in particular a civil transport aircraft, during an approach to an airstrip. along a TA approach lateral trajectory (Figure 2). Although, in FIG. 2, the approach trajectory TA is represented as rectilinear, the invention is applicable to any type of approach trajectory comprising a combination of one or more rectilinear and / or curved segments. For this purpose, this vertical guidance device 1 which is embarked on the aircraft AC comprises: a usual location unit 3 making it possible to determine the current position Pc of the aircraft AC. This locating unit 3 comprises at least one receiver 4 forming part of a satellite positioning system, for example of GPS type; a set 5 comprising at least one, but preferably a plurality of radio altimeters 6; and at least one usual guide unit 7A, 7B, in particular an automatic piloting system 7A and / or a flight director 7B.
    [0012] According to the invention, this vertical guiding device 1 furthermore comprises a database 8 storing a linear terrain profile PT defined along the approaching lateral trajectory TA, and a central unit 9 which is connected by means of FIG. intermediate links 10, 11, 12 and 13 respectively to the locating unit 3, to the assembly 5, to the guiding unit 7A, 7B and to the database 8. In a particular embodiment, the database 8 can be integrated into the central unit 9. According to the invention, the central unit 9 comprises, as represented in FIG. 3: - a calculation unit 15 which is configured to determine a current distance X ( 4) corresponding to a distance in a horizontal plane along the lateral approach path TA, between the current position Pc of the aircraft AC and a threshold 2A of the landing runway 2; a calculation unit 16 which is configured to extract from the linear terrain profile PT stored in the database 8, a pitch height HT for the current distance X, determined by the calculation unit 15 and received via a link 17 ; a calculation unit 18 which is configured to determine a current height RA of the aircraft AC relative to the terrain, using at least one measurement made by at least one radio altimeter 6 of the assembly 5 at this position current Pc and received via the link 11; a calculation unit 19 which is configured to calculate a first current altitude A1 of the aircraft AC, using the pitch height HT and the current height RA of the aircraft AC, respectively received from said calculation units 16 and 18 via links 20 and 21. The calculation unit 19 realizes the sum of the current height RA and the height of the ground HT to calculate the first current altitude A1. The height of ground HT is a positive value if it is directed upwards (as illustrated by an arrow B1 in FIG. 4) with respect to a level H specified below, and this pitch height HT is a negative value if it is directed downwards (as illustrated by a arrow B2 in FIG. 4), and as is the case for the example of this FIG. 4; a calculation unit 22 which is configured to calculate a second current altitude A2 of the aircraft AC, corresponding to an altitude on an approach profile PA of this current position Pc, as specified below; and a calculation unit 23 which is configured to calculate the difference A between said first and second current altitudes A1 and A2, respectively received from said calculation units 19 and 22 via links 24 and 25. This difference A is transmitted via the link 12 to the guiding unit 7A, 7B which uses it to guide the AC aircraft vertically in the usual manner. Thus, the vertical guide device 1 according to the invention is able to determine using only on-board means (3, 5, 8, 9), an altitude difference A corresponding to a difference between a vertical position theoretical and a current vertical position, which is sufficiently precise to be used in the implementation of the vertical guidance of the aircraft AC with the guiding unit 7A, 7B.
    [0013] In the context of the present invention, the term "altitude" refers to the height with respect to the threshold 2A (located at a level H) of the landing runway 2. The terrain profile PT used and defined upstream of the runway for an approach given at a given airport, is a one-dimensional profile defined along the TA approach lateral trajectory. It is considered that all aircraft that make the same approach will fly on the same TA approach course. The calculation unit 15 is configured to calculate the current distance X, using the current position Pc and a predetermined registered position of the threshold 2A of the landing runway 2, by projecting these positions on the ground (a horizontal plane), in particular of flat shape or of curved shape in accordance with the curvature of the Earth. Furthermore, the computing unit 22 comprises: a computing element 27 which is configured to calculate an approach profile PA corresponding to a half-line having a predetermined angle a, preferably 3 °, with respect to the horizontal H and comprising an end point 28 which is located on the landing runway 2 at a predetermined distance D1 from the threshold 2A of the landing runway 2, as shown in FIG. 5. Preferably, this profile approach PA (similar to an ILS beam) has a height H1 55 feet above the threshold 2A of the runway 2 for a standard approach; and - a computing element 29 which is connected via a link 30 to the computing element 27 and which is configured to calculate, as the second current altitude A2, the altitude of this approach profile PA to a distance from the threshold 2A of the landing runway 2 (upstream) corresponding to said current distance X.
    [0014] Moreover, generally, a GPS receiver 4 of the locating unit 3 is installed on the top towards the front of an aircraft AC such as a transport plane, as indicated by an arrow F1 in FIG. that a radio altimeter 6 is installed at the bottom towards the rear, as represented by an arrow F2.
    [0015] It is therefore necessary to reduce the two measures in the same frame of reference. To do this, a position correction on the aircraft, between an on-board GPS receiver 4 and one or more on-board radioaltimeter 6, is implemented in a repetitive manner using the pitch tilt angle θ current of the AC aircraft. To do this, the device 1 comprises a calculation unit 31 (FIG. 3) which references the measurements made by the receiver 4 and the measurements made by the radio altimeter (s) 6 with respect to a single reference point situated on the AC aircraft, using a geometric correction using the angle 0 and the respective positions of the antennas (whose positions are indicated by arrows F1 and F2 in Figure 6). This reference point may be the center of gravity of the AC aircraft, the lowest point of a landing gear wheel, the position of the pilot, the position of an ILS antenna or any other point of departure. the AC aircraft. Moreover, the device 1 also comprises an alert unit 32 which is, for example, connected via a link 33 to the central unit 9 (FIG. 1) and which is able to transmit a signal of alert, of visual and / or sound type, in the cockpit of the aircraft, when the accuracy of the current position Pc of the aircraft AC is less than a predetermined precision threshold. Said current position and said accuracy are determined, in the usual way, using an onboard receiver 4 forming part of a satellite positioning system. The alert unit 32 comprises a comparison element (not shown and which is for example integrated in the central unit 9) which compares the accuracy value received from the receiver 4 to said recorded precision threshold. Usually, the receiver 4 calculates the accuracy of the estimated position mainly on the basis of the dispersion of all the signals received from the different satellites and the relative position of all the satellites.
    [0016] Thus warned, the crew can take the necessary measures (manual steering, interruption of the approach, ...). Furthermore, in a particular embodiment, the difference A between the first and second current altitudes A1 and A2 is expressed in the form of an angular deflection (3 between two half-lines, namely a half-line corresponding to the profile. PA approach and a half-line 34 from the point 28 and passing through the position defined by the altitude Al to the corresponding distance X, as shown in Figure 5. In a particular embodiment, the difference A or deviation angular 13 (when the difference is expressed as an angular deviation) is displayed on a primary pilot display screen PFD ("Primary Flight Display"), which is connected via a link 43 to the central unit 9 (FIG. 1) Furthermore, in a first simplified embodiment, the calculation unit 18 simply uses, as the current height RA, the height measured by the set 5 of radio altimeters 6 and received via the link 11. However, the calculated vertical deviation can be affected by two errors and / or noises: - the PT field profile used being an approximation of the real profile, slight variations may appear; and the radio altimeter (s) 6 are subjected to measurement noise and can detect moving objects such as motor vehicles or may be affected by vegetation of the environment.
    [0017] Combined these two effects can produce a relatively high frequency noise signal, given the usual speed of the aircraft. To reduce this high frequency noise, in a second preferred embodiment, the computing unit 18 determines, as current height, a hybrid height. To do this, the computing unit 18 comprises, as represented in FIG. 7: a filter element 35 for filtering, using a low-pass filter, a measurement made by the radio altimeter (s) 6 of to obtain a first value; a calculation element 36 for integrating the vertical speed of the aircraft AC, measured using standard inertial sensors; a filtering element 37 which is connected via a link 38 to the computing element 35 and which is configured to filter the result of the integration, by means of a high-pass filter, to obtain a second value; and a summing element 39 for summing the first and second values respectively received via links 40 and 41 so as to obtain said hybrid height which is transmitted by the link 21. Moreover, as represented in FIG. aircraft AC is at a distance X (position P1) and that the location unit 3 considers that it is at a distance X + 4X: - the first estimated current altitude of the aircraft AC is slightly erroneous, since the the PT terrain profile is used at a slightly erroneous position; and the second current altitude defined with respect to the approach profile PA is also slightly erroneous. To correct these errors, the vertical guiding device 1 further comprises an additional unit 42 intended to estimate a bias 4X of the current distance of the aircraft AC and to correct the current distance of this bias 4X. This additional unit 42 comprises means for implementing steps consisting, during the approach: ct) to estimate the overflown terrain profile, using measurements made; and (3) correlating said estimated overflown terrain profile to a recorded terrain profile so as to derive a bias therefrom, said steps ct and (3) being repeated iteratively taking into account at each iteration the bias deduced. at the previous iteration.
    [0018] The estimated PT terrain profile is correlated with a recorded terrain profile. The maximum correlation provides an estimate of the bias. Once this first estimate has been made, a new estimated terrain profile can be recalculated, based on the profile of the registered radio altimeter that is supplemented by additional data. The estimated altitude of the aircraft thus becomes more and more precise. The process is performed iteratively during the approach. Convergence occurs rapidly if the overflown PT terrain profile varies sufficiently for the correlation to provide a reliable estimate of the position error. The present invention has many advantages, and in particular: the device 1 makes it possible to carry out a very precise vertical guidance (of the order of the accuracy of a usual ILS system) of the aircraft AC during an approach, in using only on-board sensors, which are routinely installed on commercial aircraft, and therefore require no ground installation. This solution thus has a reduced cost and can be used on all airstrips; the PT terrain profile used being linear (that is to say, one dimension along the TA approach lateral trajectory), the volume of data to be stored in the database 8 is limited so that the latter can be integrated into an on-board computer (central unit 9). Thus, no new computer must be installed on the aircraft AC for the implementation of the present invention; and the present invention applies to any type of approach, in particular a rectilinear approach or an approach with curved section (s) or a combination of rectilinear and curved sections.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Method for vertical guidance of an aircraft during an approach to an airstrip along an approaching lateral trajectory, characterized in that it comprises successive steps, consisting automatically and repetitively: a ) determining a current distance (X) corresponding to a distance in a lateral plane along the approach lateral path (TA), between a current position (Pc) of the aircraft (AC) and a threshold (2A) the runway (2); b) extracting from a linear terrain profile (PT) defined along the approach lateral path (TA) a terrain height (HT) for the current distance (X); c) determining a current height (RA) of the aircraft (AC) relative to the terrain, using at least one measurement performed by at least one radioaltimeter (6) on board at this current position (Pc); d) calculating a first current altitude (A1) of the aircraft (AC), using the current height (RA) of the aircraft (AC) and the height of the terrain (HT); e) calculating a second current altitude of the aircraft (AC), corresponding to an altitude on an approach profile (AP) for said current distance (X); f) calculating the difference (A) between said first and second current altitudes; and g) using this difference (A) to vertically guide the aircraft (AC).
    [0002]
    2. Method according to claim 1, characterized in that step a) comprises substeps consisting of: - determining the current position (Pc) of the aircraft (AC), using measurements made by a embedded receiver (4) forming part of a satellite positioning system; and calculating the current distance (X) using this current position (Pc) and a predetermined predetermined position of the threshold (2A) of the landing runway (2).
    [0003]
    3. Method according to one of claims 1 and 2, characterized in that step c) consists in determining as current height, a height measured by the radioaltimeter (6).
    [0004]
    4. Method according to one of claims 1 and 3, characterized in that step c) consists in determining as a current height, a hybrid height, implementing the following successive substeps, consisting: cl) to filter with a low-pass filter, a measurement made by the radioaltimeter (6) to obtain a first value; c2) measuring the vertical speed of the aircraft (AC), to integrate this vertical speed, and to filter it, using a high-pass filter, so as to obtain a second value; and c3) summing the first and second values so as to obtain said hybrid height.
    [0005]
    5. Method according to any one of the preceding claims, characterized in that step d) consists in adding the current height (RA) and the height of the terrain (HT) to calculate the first current altitude (A1 ).
    [0006]
    6. Method according to any one of the preceding claims, characterized in that a position correction on the aircraft (AC), between an onboard receiver (4) forming part of a satellite positioning system and a radio altimeter ( 6) is implemented repetitively using the current inclination angle (0) and the relative positions of the aircraft antennas (AC), by referencing the measurements made by the receiver (4). ) and the measurements made by the radio altimeter (6) with respect to a single reference point located on the aircraft (AC).
    [0007]
    7. Method according to any one of the preceding claims, characterized in that step e) comprises sub-steps consisting of: el) calculating an approach profile (PA) corresponding to a half-line having a predetermined angle (a) with respect to the horizontal (H) and including an end point (28) which is located on the landing runway (2) at a predetermined distance (D1) from the threshold (2A) of said landing strip (2); ande2) calculating, as the second current altitude, the altitude of this approach profile (PA) at a lateral distance from the threshold (2A) of the landing runway (2) corresponding to said current distance (X).
    [0008]
    8. Method according to any one of the preceding claims, characterized in that an alert signal is transmitted in the cockpit of the aircraft (AC) when the accuracy of the current position of the aircraft (AC) is less than a predetermined accuracy threshold, said current position and said precision being determined using an onboard receiver (4) forming part of a satellite positioning system.
    [0009]
    9. Method according to any one of the preceding claims, characterized in that it comprises an additional step of estimating a bias of the current distance of the aircraft (AC) and correcting the current distance of this bias.
    [0010]
    10. Method according to claim 9, characterized in that this additional step comprises substeps consisting, during the approach: ct) to estimate the terrain profile overflown, using measurements made; and (3) correlating this overflowed terrain profile with a terrain profile recorded to derive a bias therefrom, said steps ct) and (3) being repeated iteratively by taking into account at each iteration the bias deduced from the previous iteration.
    [0011]
    11. Method according to any one of the preceding claims, characterized in that the difference (A) between the first and second current altitudes is expressed as an angular deflection ((3) between two half-lines (PA, 34). ).
    [0012]
    12. Method according to any one of the preceding claims, characterized in that it comprises a further step of displaying said difference (A) on a screen (42) of the cockpit.
    [0013]
    13. Device for vertical guidance of an aircraft during an approach to an airstrip along an approaching lateral trajectory, said vertical guidance device (1) comprising at least the following onboard units: a locating unit (3) for determining the current position (Pc) of the aircraft (AC), at least one radio altimeter (6) and at least one guiding unit (7A, 7B), characterized in that it comprises in addition, the following onboard units: - a database (8) storing a linear terrain profile (PT) defined along the approach lateral path (TA); a first calculation unit configured to determine a current distance (X) corresponding to a distance in a lateral plane along the lateral approach path (TA) between the current position (Pc) of the aircraft (AC) and a threshold (2A) of the landing runway (2); a second calculation unit (16) configured to extract from the linear terrain profile (PT) stored in the database (8), a height of the terrain (HT) for the current distance (X), determined by the first unit calculation (15); a third calculation unit (18) configured to determine a current height (RA) of the aircraft (AC) relative to the terrain, using at least one measurement made by the radioaltimeter (6) at this position current (Pc); a fourth calculation unit (19) configured to calculate a first current altitude (A1) of the aircraft (AC), using the height of the terrain (HT) and the current height (RA) of the aircraft (AC), respectively received from said second and third calculation units (16, 18); a fifth calculation unit (22) configured to calculate a second current altitude of the aircraft (AC), corresponding to an altitude on an approach profile (PA) of this current position (Pc); and - a sixth calculation unit (23) configured to calculate the difference (A) between said first and second current altitudes received respectively from said fourth and fifth calculation units (19, 22), said difference (A) being transmitted to the guide unit (7A, 7B) which uses it to guide the aircraft vertically.
    [0014]
    14. Device according to claim 13, characterized in that said guiding unit comprises at least one of the following units: an autopilot system (7A) and a flight director (7B).
    [0015]
    Aircraft, characterized in that it comprises a vertical guide device (1), such as that specified in any one of claims 13 and 14.
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    同族专利:
    公开号 | 公开日
    US20150203214A1|2015-07-23|
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    FR3016222B1|2016-02-05|
    CN104764447A|2015-07-08|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1450026A|FR3016222B1|2014-01-03|2014-01-03|METHOD AND APPARATUS FOR VERTICAL GUIDANCE OF AN AIRCRAFT DURING AN APPROACH TO A LANDING TRACK ALONG A LATERAL APPROACH TRACK|FR1450026A| FR3016222B1|2014-01-03|2014-01-03|METHOD AND APPARATUS FOR VERTICAL GUIDANCE OF AN AIRCRAFT DURING AN APPROACH TO A LANDING TRACK ALONG A LATERAL APPROACH TRACK|
    US14/586,433| US9561868B2|2014-01-03|2014-12-30|Method and device for vertically guiding an aircraft during an approach of a runway along a lateral approach trajectory|
    CN201410851367.4A| CN104764447B|2014-01-03|2014-12-31|In the method and apparatus close to vertical guide aircraft during landing runway|
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