JP5019136B2 - Establishing a safety support system for aircraft takeoff - Google Patents

Description

      An object of the present invention is to prevent an error in information communication between a controller and a pilot immediately before take-off of an aircraft, and to realize a safe take-off.

      Current aircraft airport take-off and landing instructions still rely on the air traffic controllers and pilot's ears.

      Therefore, an error takeoff run based on a misunderstanding of the controller's instructions at the New Chitose Airport on February 16, 2008, immediately after February 22, 2008, instructions to the helicopter by Asiana aircraft at Fukuoka Airport, A misunderstanding takeoff occurred due to misinterpretation of instructions to self due to radio interference. Also, on March 20, 2009, due to a pilot's misunderstanding that the take-off instruction at the Osaka (Itami) airport was mistaking the take-off instruction to the aircraft whose flight number was similar at the same time. There were a series of accidents on the runway and catastrophic events if one was mistaken.

JP 2007-4253 PR JP 2001-266299 PR

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      As mentioned above, if the information communication between the controller and pilot at takeoff depends only on the wireless system using the sound as before, it is guaranteed that when the trouble will occur and when and where it occurs. is not. Problems caused by human attributes such as misplacement, misunderstanding, and misunderstanding are difficult to solve completely. On April 4, 2008, Japan Airlines announced that it was decided to limit the takeoff instructions to the pilot to four terms, but it would not be absolutely safe to misunderstand it. Human error countermeasures are an eternal issue.

      In addition, it is considered that there is a time lag between the wireless instructions and the lighting of the lights, so the pilot may be confused as to whether or not the instructions are correct. Also assumed. In addition, it is conceivable that the pilots of a plurality of aircraft may enter the eyes, and it is impossible to completely eliminate the danger that other aircraft other than the instruction target will misunderstand the instructions to the aircraft and cause an accident.

      Therefore, according to the present invention, it is possible to aim at an aircraft to be controlled by instruction, and there is almost no time lag between the wireless instruction and the lighting of the lamp, and the time between the auditory and visual instructions is temporal. Since simultaneity is guaranteed and other aircraft are not affected, it is excellent in safety. In this way, there are various safety measures such as guidance to the takeoff point of the aircraft, but if the pilot has misunderstood or misunderstood as described above, All of these efforts can be attributed to water bubbles, which can lead to major accidents.

      The present invention has been made in view of such points, and in addition to the wireless communication method that relies only on the current hearing, in addition to the visual information communication method, the controller and the pilot are one-to-one. The goal is to improve information transmission accuracy and dramatically improve safety at the moment of takeoff.

  As described above, mistakes due to misunderstandings, misunderstandings, and misunderstandings are likely to be caused only by auditory information communication. However, if it is a visual confirmation method, it is usually not possible to mistake colors such as red, yellow, and blue. Therefore, safety can be expected to be extremely enhanced by using both the auditory method and the visual method. The main contact method is a wireless method, but by backing up this with a visual information contact method, it is possible to cover deficiencies in a method that relies solely on wireless (auditory).

  For information on how to assign fixedly for each aircraft, information such as the aircraft number unique to the aircraft is made into a database in advance in this system. Therefore, the specific contents to be displayed on the screen are “stop”, “slow-speed run”, and “take-off”, and the corresponding aircraft side receiving device also responds to this, “stop = red lamp” , "Slow run = Yellow lamp", "Take off = Blue lamp". In other words, the idea is to capture the red, yellow and blue lamp displays of traffic lights at the intersection of roads into the cockpit.

      At present, instructions to take-off aircraft are handled by a single controller in charge of multiple aircraft, that is, multi-processing is performed, and the content is processed by memos and the like. Therefore, according to the present system, if the part touched on the panel is reversed with a color, the contents instructed immediately before remain on the screen, which can be used as a memo.

      As described above, according to the present invention, the current auditory method is supplemented with the visual information communication method, so that further improvement in safety can be expected. In addition, if there is a mistake in the controller's instructions, the pilot can discover it by unmatching these two pieces of information. In this way, both mistakes can be checked against each other.

      By introducing this system at domestic airfields, if the aircraft arrives and departs only in Japan, this method can be used repeatedly at any airfield during takeoff. Furthermore, if this method can be technically developed, it can be expected to be deployed not only in Japan but also in airports around the world.

It is the figure which showed the instruction | indication method to an aircraft from a controller. (Example 1) It is the figure which showed the instruction | indication method to an aircraft from a controller. (Example 2) It is the figure which showed the instruction | indication method to an aircraft from a controller. (Example 3)

  By using a lamp display (visual) system together with a conventional wireless (auditory) system, the accuracy of information transmission is greatly improved.

  Fig. 1 shows a conceptual diagram of this system. That is, the information for each aircraft is displayed on the screen of the instruction main unit from the database unit, and the controller simultaneously touches the part corresponding to the same content instructed by the wireless call, and wirelessly The corresponding lamp of the receiving device in the cockpit is turned on to confirm hearing and visual information communication.

  FIG. 2 shows the configuration of the controller seat instruction main apparatus. If there is a notification that the pilot has arrived at the cockpit, information such as the aircraft number according to the flight plan is input from the keyboard, and the corresponding individual information is output. Then, as a preliminary test, touch the red, yellow, and blue buttons to check whether the pilot lights normally.

  The receiver in FIG. 3 is hung on a front surface with a strap or the like where there is no hindrance. After take-off, turn off the power and store it in an appropriate place for use at the next landing airport.

  INDUSTRIAL APPLICABILITY The present invention can be used in the industrial field of air traffic control technology related to aircraft safety guidance, focusing on takeoff.

Claims (2)

At the time of takeoff of the aircraft, the air traffic controller performs the contents necessary for takeoff to the aircraft pilot by radio instructions, and at the same time, the same instruction contents as the radio instructions are displayed in a small lamp display that is deployed in the cockpit Turn on the corresponding lamp of the receiver, let the aircraft pilot check whether the radio controller's radio instruction content matches the lamp display, and in addition to the wireless contact method that relies only on the current hearing, visual information By using the communication method in combination, the information transmission accuracy between the air traffic controller and the aircraft pilot is improved, and the visual information communication method includes three types of take-off, slow-running, and stop for each aircraft. Assign different radio wave frequencies to the information, make the information correspond to the aircraft specific aircraft number, create and store it beforehand in the database section of the main commander, Input the body number information from the keyboard and display it on the main body information instruction main unit screen, and the radio controller transmits the radio wave when the air controller touches the panel to take off, slow down or stop. The corresponding lamp of the small receiver installed in the cockpit lights up, and the pilot of the aircraft visually confirms this, so the current wireless communication method is combined with the visual information communication method, so that the safety at takeoff of the aircraft A method for establishing a safety support system during takeoff of an aircraft, characterized in that The lamps of the small-sized receivers installed in the cockpit are “take-off” (blue), “slow running” (yellow), “stop” (red), and the small receiver is palm-sized. 2. The method for establishing a safety support system during takeoff of an aircraft according to claim 1, wherein the power source is a solar type or a charge / discharge type battery.

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