CN115796603B - Civil aviation general aviation airport operation impact assessment method and device, storage medium, terminal - Google Patents

Abstract

The invention discloses a method and device, a storage medium and a terminal for assessing the operation impact of a civil aviation general aviation airport. Wherein, the method includes the following steps: Step 1: Use the simple clearance chart assessment method to determine whether the operation between the civil aviation transport airport and the general aviation airport is affected; Step 2: Use the collision risk assessment method to determine the safety line drawn in the civil aviation transport airport Whether it satisfies the safe operation of civil aviation transport airports and general aviation airports; Step 3: Use the non-intrusion area designation evaluation method to judge whether the non-intrusion zone set between civil aviation transport airports and general aviation airports meets the safe operation of civil aviation transport airports and general aviation airports. The present invention provides three progressive judgment methods for the degree of influence on the operation between adjacent civil aviation transport airports and general aviation airports, and evaluates whether there is an impact on the operation between civil aviation transport airports and general aviation airports, so as to solve the problems that will arise in the future. There are more airspace conflicts caused by the close distance between civil aviation transport airports and general aviation airports.

Description

Civil aviation general aviation airport operation impact assessment method and device, storage medium, terminal

technical field

The invention belongs to the technical field of civil aviation air traffic control, and in particular relates to a civil aviation general aviation airport operation impact assessment method and device, a storage medium, and a terminal.

Background technique

With the rapid growth of my country's economy, my country's civil aviation transportation industry has also continued to grow and develop. Not only the development of civil aviation transport aviation, as the national low-altitude airspace reform continues to deepen and achieve substantial progress, the general aviation industry is also developing rapidly. However, compared with civil aviation transport aviation, the scale of the general aviation industry is still small, and the infrastructure construction is relatively lagging behind. In the case of such a large-scale development of civil aviation transport aviation, there will be a situation where general aviation airports and civil aviation transport airports are adjacent to each other. The probability will be greatly increased, but the limited civil aviation domain makes the conflict between civil aviation transport aviation and general aviation more and more prominent. The current airport operation mode in this situation is usually to ground the general aviation airport in order to ensure the normal operation of the civil aviation transport airport, which is not conducive to the long-term development of the general aviation industry; or to change the runway operation mode of the civil aviation transport airport, which greatly Reduced runway capacity at civil aviation transport airports. At present, the industry has not proposed any evaluation method for the degree of impact on the operation of adjacent civil aviation general aviation airports.

Contents of the invention

In view of the increasing number of airspace conflicts caused by the close distance between civil aviation transport airports and general aviation airports in the future, the purpose of the present invention is to provide a method and device, storage medium, and terminal for assessing the impact of civil aviation general aviation airport operations.

In order to achieve the above object, the technical scheme provided by the invention is as follows:

first

The invention provides a method for assessing the impact on the operation of a civil aviation general aviation airport, comprising the following steps:

Step 1: Use the simple clearance chart assessment method to judge whether the operation between the civil aviation transport airport and the general aviation airport is affected; if yes, skip to step 2, if not, the civil aviation transport airport and the general aviation airport operate independently;

Step 2: Use the collision risk assessment method to judge whether the safety line drawn in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the general aviation airport; if yes, the civil aviation transport airport and the general aviation airport operate according to the safety line rules, if not, skip to Step 3;

Step 3: Use the evaluation method of non-invasion zone designation to determine whether the non-intrusion zone established between the civil aviation transport airport and the general aviation airport meets the safe operation of the civil aviation transport airport and the general aviation airport; Rule operation, if not, through the remote control tower to cooperate with the civil aviation transport airport and the general aviation airport to operate.

second aspect

The invention provides a device for assessing the operation impact of a civil aviation general aviation airport, which includes a simple clearance map assessment unit, a collision risk assessment unit, and a non-invasion zone designation assessment unit;

The simple clearance map assessment unit is used to judge whether the operation between the civil aviation transport airport and the general aviation airport is affected; if so, the collision risk assessment unit is executed, and if not, the civil aviation transport airport and the general aviation airport operate independently;

The collision risk assessment unit is used to judge whether the safety line drawn in the civil aviation transport airport satisfies the safe operation of the civil aviation transport airport and the general aviation airport; if yes, the civil aviation transport airport and the general aviation airport operate according to the safety line rules; Invasion zone designation evaluation unit;

The non-invasion area designation evaluation unit is used to judge whether the non-intrusion area set between the civil aviation transport airport and the general aviation airport meets the safe operation of the civil aviation transport airport and the general aviation airport; Rule operation, if not, through the remote control tower to cooperate with the civil aviation transport airport and the general aviation airport to operate.

third aspect

The present invention provides a storage medium, at least one instruction, at least one program, code set or instruction set is stored in the storage medium, and the at least one instruction, the at least one program, the code set or the instruction set are composed of The processor is loaded and executed to realize the method for evaluating the impact on the operation of civil aviation general aviation airports.

fourth aspect

The present invention provides a terminal, the terminal includes a processor and a memory, the memory stores at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the The above-mentioned code set or instruction set is loaded and executed by the processor to realize the above-mentioned method for assessing the impact of civil aviation airport operation.

Compared with prior art, the beneficial effect of the present invention is:

In the present invention, there are three progressive methods for judging the degree of influence on the operation between adjacent civil aviation transport airports and general aviation airports from the simple clearance map assessment method, the collision risk assessment method and the non-intrusive zone designation assessment method. Whether there is an impact on the operation between the airports will be assessed to solve more and more airspace conflicts in the future due to the close distance between the civil aviation transport airport and the general aviation airport, so that the two airports under the conflict can meet the security requirements. To ensure the operation of the airport at maximum capacity.

Description of drawings

Figure 1 shows the flow chart of the method provided by the embodiment of the present application;

Figure 2 is a schematic diagram of the device structure provided by the embodiment of the present application;

FIG. 3 is a schematic diagram of the non-invasive area in the embodiment of the present application.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some, not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

As shown in Figure 1, a method for assessing the operational impact of a civil aviation general aviation airport provided in this embodiment includes the following steps:

Step 1: Use the simple clearance chart assessment method to judge whether the operation between the civil aviation transport airport and the general aviation airport is affected; if yes, skip to step 2, if not, the civil aviation transport airport and the general aviation airport operate independently;

Among them, in step 1, use the simple clearance chart evaluation method to judge whether there is any impact on the operation between the civil aviation transport airport and the general aviation airport, as follows:

Step 1.1: Determine whether the airspace used by the general aviation airport overlaps with the plane range of the flight procedure protection area of the civil aviation transport airport; if so, continue to determine the specific area where the boundary of the airspace used by the general aviation airport reaches the plane range of the flight procedure protection area of the civil aviation transport airport farthest. Skip to step 1.2, if not, the operation between the civil aviation transport airport and the general aviation airport will not be affected;

Step 1.2: Determine whether the altitude of the airspace used by the general aviation airport is lower than the reference altitude of the specific area; if so, the operation between the civil aviation transportation airport and the general aviation airport will not be affected; if not, the operation between the civil aviation transportation airport and the general aviation airport will be affected.

It should be noted that the simple clearance map is a simplified map of the flight procedure protection area and reference altitude of civil aviation transport airports produced by the airport management agency;

It should be noted that the plane scope of the flight procedure protection area refers to the area within a radius of 55 kilometers with the airport reference point as the center, and generally consists of seven specific areas. The reference altitude is based on flight procedures and operating minimum standards, according to the principle of zoning and conservatism, and is formulated by comprehensively considering the obstacle clearance requirements of each major flight segment (arrival, approach, and departure) within the scope of the flight procedure protection area.

Referring to the "Transportation Airport Flight Procedure Protection Area Scope and Simple Method of Making Reference Altitude", draw a simple clearance map for the transportation airport, and finally draw the flight procedure protection area. The range is an airspace composed of zones 1 to 7 that gradually decreases with altitude. inverted ladder-type airspace.

Step 2: Use the collision risk assessment method to judge whether the safety line drawn in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the general aviation airport; if yes, the civil aviation transport airport and the general aviation airport operate according to the safety line rules, if not, skip to Step 3;

Among them, in step 2, the collision risk assessment method is used to judge whether the safety line drawn in the civil aviation transport airport meets the safe operation of the civil aviation transport airport and the general aviation airport, as follows:

Step 2.1: Calculate the minimum safety distance for civil aviation transport airports and general aviation airports to meet the safety target level, and draw a safety line in the civil aviation transport airport according to the minimum safety distance;

It should be noted that the collision risk is generally expressed by the number of mid-air collisions per flight hour. The safety target level announced by ICAO is times/flight hour, which is the frequency of lateral, longitudinal and vertical overlaps of two aircraft at the same time. The collision risk of the two aircraft is mainly due to the actual position distance between the aircraft. And each aircraft has a position error, so there is a difference in the interval between two adjacent aircraft. Compared with the departure phase, the approach phase has a long flight segment and a small slope, and the probability of collision risk is high. Therefore, the collision risk assessment method starts with the distance difference between two adjacent aircraft in the approach phase to establish a kinematic equation.

The specific steps for drawing a safety line are as follows:

减去仪表显示距离误差/>

，当仪表显示距离误差/>

服从正态分布时，确定实际距离/>

的概率密度函数为/>

，由此得出民航运输飞机和通航飞机之间发生冲突的概率密度函数积分公式为：/>

，其中，d代表民航运输飞机和通航飞机之间的碰撞距离，当民航运输飞机和通航飞机之间距离在到d之间则代表两机发生碰撞；Step 2.1.1: D(t) represents the displayed distance between the civil aviation transport aircraft i operating at the civil aviation transport airport and the general aviation aircraft j operating at the general aviation airport, and D(t) is equal to the actual distance

Subtract the meter display distance error/>

, when the meter shows the distance error />

When following a normal distribution, determine the actual distance />

The probability density function of is />

, so the integral formula of the probability density function of the conflict between civil aviation transport aircraft and general aviation aircraft is: />

, where, d represents the collision distance between the civil aviation transport aircraft and the general aviation aircraft, when the distance between the civil aviation transport aircraft and the general aviation aircraft is between d , it means that the two aircrafts collide;

、均方差为/>

的正态分布，位置误差模型为：/>

；ILS navigation is used in the approach phase, and the aircraft’s lateral position error obeys the mean value

, the mean square error is />

The normal distribution of , the position error model is: />

;

，其中/>

为飞机的侧向位置误差，/>

是飞机偏离航线中心线的平均距离，/>

是飞机偏离航线中心线的方差；在t时刻，/>

为飞机距离某一参考点的侧向距离，飞机在侧向的实际位置

，则两架飞机的实际侧向间隔为：/>

，其中，/>

是两架飞机的理论侧向距离/>

；由于两架飞机各自的侧向位置误差均满足正态分布，表达式分别为

、/>

，则两架飞机的侧向位置误差之差同样满足正态分布，表达式为/>

；因此两架飞机的实际侧向距离为：When the aircraft is flying, the lateral position error at time t is

, where />

is the lateral position error of the aircraft, />

is the average distance the aircraft deviates from the centerline of the route, />

is the variance of the aircraft's deviation from the center line of the route; at time t , />

is the lateral distance from the aircraft to a certain reference point, and the actual position of the aircraft in the lateral direction

, then the actual lateral separation of the two aircraft is: />

, where />

is the theoretical lateral distance of the two aircraft />

; Since the lateral position errors of the two aircrafts satisfy the normal distribution, the expressions are respectively

, />

, then the difference between the lateral position errors of the two aircraft also satisfies the normal distribution, the expression is />

; so the actual lateral distance of the two aircraft is:

，则得到同时进近阶段下两架飞机侧向碰撞风险模型公式为：, and the probability density function of the known normal distribution is:

, then the formula for the side collision risk model of two aircrafts in the simultaneous approach phase is:

Step 2.1.2: According to the estimated actual positional relationship between the civil aviation transport airport and the general aviation airport, the kinematics equation is established starting from the separation difference between two adjacent aircraft during the approach phase. The separation difference refers to the difference between the theoretical separation and the actual separation Differences, consider the worst-case planning in operation to ensure safe operation in all cases. Assuming that the civil aviation transport aircraft in the approach phase of the civil aviation transport airport returns to the original route after a 30-degree yaw due to special circumstances, the kinematic equation is established to obtain all time points in the whole process, and the corresponding distance from the civil aviation transport aircraft to the general aviation airport Using the actual lateral separation of the nearest boundary of the airspace and substituting it into the formula of the lateral collision risk model, the collision risk values corresponding to all time points are obtained;

Step 2.1.3: By adjusting the initial distance between the civil aviation transport airport and the nearest boundary of the airspace used by the general aviation airport, that is, the initial theoretical lateral distance, the maximum collision risk value among the collision risk values corresponding to all time points is equal to the safety target level announced by ICAO 5×10 ^-9 times/flight hour, which is the minimum safe distance obtained under the condition that civil aviation transport airports and general aviation airports meet the safety target level;

Step 2.1.4: Connect the IF points at both ends of the runway of the transport airport along the vertical direction of the runway of the transport airport to obtain the minimum safe distance and connect them to obtain the safety line.

Step 2.1.5: If the safety line does not overlap with the airspace used by the general aviation airport, it is considered that the safety line satisfies the safe operation of the civil aviation transport airport and the general aviation airport; if the part of the airspace used by the civil aviation transport airport and the general aviation airport is on the same side of the safety line, It is considered that the safety line does not satisfy the safe operation of civil aviation transport airports and general aviation airports.

It should be noted that the safety line rules are that civil aviation transport aircraft and general aviation aircraft are on both sides of the safety line, do not cross the safety line, and operate in their respective airspaces.

Step 3: Use the evaluation method of non-invasion zone designation to determine whether the non-intrusion zone established between the civil aviation transport airport and the general aviation airport meets the safe operation of the civil aviation transport airport and the general aviation airport; Rule operation, if not, through the remote control tower to cooperate with the civil aviation transport airport and the general aviation airport to operate.

FIG. 3 is a schematic diagram of the non-invasive area in the embodiment of the present application.

Among them, in step 3, use the non-invasion area designation evaluation method to judge whether the delineation of non-invasion areas can meet the safe operation of civil aviation transport airports and general aviation airports, as follows:

Step 3.1: Obtaining the first side boundary, the second side boundary and the non-invasive length of the non-invasive zone through calculation, and constructing the non-invasive zone according to the first side boundary, the second side boundary and the non-invasive length;

Step 3.2: If the non-invasion zone does not overlap with the airspace used by the navigable airport, it is considered that the non-invasion zone meets the safe operation of the civil aviation transport airport and the navigable airport; if the non-invasion zone overlaps with the airspace used by the navigable airport, It is considered that the non-invasion zone does not satisfy the safe operation of civil aviation transport airports and general aviation airports.

It should be noted that the specific steps for constructing a non-invasive zone are as follows:

Step 3.1.1: analyze the historical track data of the civil aviation transport airport, and obtain the IF point at the entry end of the runway, the FAF point and the IF point at the exit end of the runway, the maximum offset of the FAF point from the track at the civil aviation transport airport route, the The IF point and FAF point at the entry end of the runway and the IF point and FAF point at the exit end of the runway are moved along the direction perpendicular to the route of the civil aviation transport airport to the side of the general aviation airport. , FAF point and the IF point and FAF point at the exit end of the runway are connected in turn, and then the first side boundary of the non-invasion zone is obtained;

Step 3.1.2: Calculate the distance of the detection zone. The detection zone refers to the airspace tolerance required for the flight of the transport aircraft during the time period when the controller observes that the transport aircraft strays into the non-intrusion zone. The tolerance depends on the update of the surveillance system Period, accuracy of the radar system, and resolution of the radar display; calculation of distance resulting from delay/reaction time, including controller reaction time, captain reaction time, and reaction time required for aircraft to respond; calculation of distance to correction zone , the correction area refers to an additional tolerance airspace, which is the airspace tolerance required by the abnormal flight transport aircraft within the time when the threatened general aviation aircraft completes its maneuver avoidance flight; calculate the distance of the lateral trajectory separation, the lateral trajectory separation Refers to the tolerance airspace composed of a lateral separation and a navigation buffer zone, which is used to provide sufficient lateral trajectory separation between the abnormal flight transport aircraft and the threatened general aviation aircraft. Minimal lateral spacing. Add the distances of the above four parts as the width of the non-invasion zone, (the distance of each area can be obtained from the experimental data of each airport), and the one side boundary of the obtained non-invasion zone is also along the direction perpendicular to the route of the civil aviation transport airport Translating this distance, the second side boundary of the non-invasive zone is obtained;

Step 3.1.3: The length of the non-invasion zone should start from the IF point at one end of the civil aviation transport airport runway and end at the IF point at the other end. Connect the two ends of the first side boundary and the second side boundary to obtain a closed The extent of the non-intrusion zone;

Step 3.1.4: If the non-invasion zone does not overlap with the airspace used by the general aviation airport, it is considered that the non-invasion zone satisfies the safe operation of the civil aviation transport airport and the general aviation airport. overlap, it is considered that the non-invasion zone does not meet the safe operation of civil aviation transport airports and general aviation airports.

It should be noted that the rules of the non-invasion zone are that during normal operations, aircraft at civil aviation transport airports and general aviation airports are not allowed to enter the non-invasion zone.

As shown in Figure 2, corresponding to the above method, the present invention also provides a device for assessing the impact of civil aviation airport operations, including a simple clearance map assessment unit, a collision risk assessment unit, and a non-invasion zone designation assessment unit;

The simple clearance map assessment unit is used to judge whether the operation between the civil aviation transport airport and the general aviation airport is affected; if so, the collision risk assessment unit is executed, and if not, the civil aviation transport airport and the general aviation airport operate independently;

The collision risk assessment unit is used to judge whether the safety line drawn in the civil aviation transport airport satisfies the safe operation of the civil aviation transport airport and the general aviation airport; if yes, the civil aviation transport airport and the general aviation airport operate according to the safety line rules; Invasion zone designation evaluation unit;

The non-invasion area designation evaluation unit is used to judge whether the non-intrusion area set between the civil aviation transport airport and the general aviation airport meets the safe operation of the civil aviation transport airport and the general aviation airport; Rule operation, if not, through the remote control tower to cooperate with the civil aviation transport airport and the general aviation airport to operate.

Wherein, the simple clearance map evaluation unit is specifically used to perform the following steps:

Step 1.1: Determine whether the airspace used by the general aviation airport overlaps with the plane range of the flight procedure protection area of the civil aviation transport airport; if so, continue to determine the specific area where the boundary of the airspace used by the general aviation airport reaches the plane range of the flight procedure protection area of the civil aviation transport airport farthest. Skip to step 1.2, if not, the operation between the civil aviation transport airport and the general aviation airport will not be affected;

Step 1.2: Determine whether the altitude of the airspace used by the general aviation airport is lower than the reference altitude of the specific area; if so, the operation between the civil aviation transportation airport and the general aviation airport will not be affected; if not, the operation between the civil aviation transportation airport and the general aviation airport will be affected.

Wherein, the collision risk assessment unit is specifically configured to perform the following steps:

Step 2.1: Calculate the minimum safety distance for civil aviation transport airports and general aviation airports to meet the safety target level, and draw a safety line in the civil aviation transport airport according to the minimum safety distance;

Step 2.2: If the safety line does not overlap with the airspace used by the general aviation airport, it is considered that the safety line meets the safe operation of the civil aviation transport airport and the general aviation airport; if the part of the airspace used by the civil aviation transport airport and the general aviation airport is on the same side of the safety line, it is considered The safety line does not satisfy the safe operation of civil aviation transport airports and general aviation airports.

Wherein, the non-invasion zone designation evaluation unit is specifically used to perform the following steps:

Step 3.1: Obtaining the first side boundary, the second side boundary and the non-invasive length of the non-invasive zone through calculation, and constructing the non-invasive zone according to the first side boundary, the second side boundary and the non-invasive length;

Step 3.2: If the non-invasion zone does not overlap with the airspace used by the navigable airport, it is considered that the non-invasion zone meets the safe operation of the civil aviation transport airport and the navigable airport; if the non-invasion zone overlaps with the airspace used by the navigable airport, It is considered that the non-invasion zone does not satisfy the safe operation of civil aviation transport airports and general aviation airports.

In addition, this embodiment also provides a storage medium, where at least one instruction, at least one program, code set or instruction set is stored, and the at least one instruction, the at least one program, the code set Or the instruction set is loaded and executed by the processor to realize the above-mentioned method for assessing the impact of civil aviation airport operations.

In addition, this embodiment also provides a terminal, the terminal includes a processor and a memory, the memory stores at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least A program, the code set or instruction set is loaded and executed by the processor to realize the above-mentioned method for assessing the impact of civil aviation airport operation.

Wherein, the terminal is a PC and other terminal devices with data processing functions.

The basic principles, main features and advantages of the present invention have been shown and described above. Those skilled in the art should understand that the present invention is not limited by the above-mentioned embodiments, and those described in the above-mentioned embodiments and description are only preferred examples of the present invention, and are not intended to limit the present invention, without departing from the spirit and scope of the present invention. Under the premise, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the claimed invention. The protection scope of the present invention is defined by the appended claims and their equivalents.

Claims (4)

1. The method for evaluating the operation influence of the civil aviation navigation airport is characterized by comprising the following steps of:

step 1: judging whether the operation between the civil aviation transport airport and the navigation airport has an influence or not by using a simple clearance diagram evaluation method; if yes, jumping to the step 2, and if not, independently operating the civil aviation transportation airport and the navigation airport;

step 2: judging whether a safety line marked in the civil aviation transport airport meets the safety operation of the civil aviation transport airport and the navigation airport by using a collision risk assessment method; if yes, the civil aviation transportation airport and the navigation airport operate according to the safety line rule, and if not, jumping to the step 3;

step 3: judging whether a non-invasive area marked between the civil aviation transport airport and the navigation airport meets the safety operation of the civil aviation transport airport and the navigation airport by using a non-invasive area marking evaluation method; if yes, the civil aviation transport airport and the navigation airport operate according to the non-invasive area rule, and if not, the civil aviation transport airport and the navigation airport operate cooperatively through a remote tower;

in step 1, whether the operation between the civil aviation transport airport and the navigation airport is affected is judged by using a simple clearance diagram evaluation method, which specifically comprises the following steps:

step 1.1: judging whether the plane of the airspace used by the navigation airport coincides with the plane range of the flight program protection area of the civil aviation transport airport; if yes, continuing to judge the specific area of the plane range of the flight program protection area of the civil aviation transport airport, which is furthest reached by the airspace boundary, jumping to the step 1.2, and if not, operating between the civil aviation transport airport and the navigation airport is not influenced;

step 1.2: judging whether the airspace height used by the navigation airport is lower than the reference height of a specific area; if yes, the operation between the civil aviation transport airport and the navigation airport is not influenced; if not, the operation between the civil aviation transport airport and the navigation airport is influenced;

in step 2, whether a safety line marked in a civil aviation transport airport meets the safety operation of the civil aviation transport airport and the navigation airport is judged by using a collision risk assessment method, which comprises the following steps:

step 2.1: calculating minimum safety distances of the civil aviation transport airport and the navigation airport under the condition that the safety target level is met, and scribing a safety line in the civil aviation transport airport according to the minimum safety distances;

step 2.2: if the safety line and the airspace used by the navigation airport are not overlapped, the safety line is considered to meet the safety operation of the civil aviation transportation airport and the navigation airport; if the part of the civil aviation transport airport and the navigation airport are positioned on the same side of the safety line by using airspace, the safety line is considered to not meet the safety operation of the civil aviation transport airport and the navigation airport;

in step 3, whether the non-invasive area is marked to meet the safety operation of the civil aviation transport airport and the navigation airport is judged by using a non-invasive area marking evaluation method, and the method specifically comprises the following steps:

step 3.1: calculating a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;

step 3.2: and if the non-invasive area and the airspace used by the navigation airport are not overlapped, the non-invasive area is considered to meet the safety operation of the civil aviation transportation airport and the navigation airport, and if the non-invasive area and the airspace used by the navigation airport are overlapped, the non-invasive area is considered to not meet the safety operation of the civil aviation transportation airport and the navigation airport.

2. The device for evaluating the operation influence of the civil aviation navigation airport is characterized by comprising a simple clearance diagram evaluation unit, a collision risk evaluation unit and a non-invasive division evaluation unit;

the simple clearance diagram evaluation unit is used for judging whether the operation between the civil aviation transport airport and the navigation airport has an influence; if yes, executing a collision risk assessment unit, and if not, independently operating the civil aviation transportation airport and the navigation airport;

the collision risk assessment unit is used for judging whether a safety line marked in the civil aviation transport airport meets the safety operation of the civil aviation transport airport and the navigation airport; if yes, the civil aviation transport airport and the navigation airport operate according to the safety line rule, and if not, a non-invasive division evaluation unit is executed;

the non-invasive region division evaluation unit is used for judging whether a non-invasive region divided between the civil aviation transport airport and the navigation airport meets the safety operation of the civil aviation transport airport and the navigation airport; if yes, the civil aviation transport airport and the navigation airport operate according to the non-invasive area rule, and if not, the civil aviation transport airport and the navigation airport operate cooperatively through a remote tower;

the simple headroom diagram evaluation unit is specifically configured to execute the following steps:

step 1.1: judging whether the plane of the airspace used by the navigation airport coincides with the plane range of the flight program protection area of the civil aviation transport airport; if yes, continuing to judge the specific area of the plane range of the flight program protection area of the civil aviation transport airport, which is furthest reached by the airspace boundary, jumping to the step 1.2, and if not, operating between the civil aviation transport airport and the navigation airport is not influenced;

step 1.2: judging whether the airspace height used by the navigation airport is lower than the reference height of a specific area; if yes, the operation between the civil aviation transport airport and the navigation airport is not influenced; if not, the operation between the civil aviation transport airport and the navigation airport is influenced;

the collision risk assessment unit is specifically configured to perform the following steps:

step 2.1: calculating minimum safety distances of the civil aviation transport airport and the navigation airport under the condition that the safety target level is met, and scribing a safety line in the civil aviation transport airport according to the minimum safety distances;

step 2.2: if the safety line and the airspace used by the navigation airport are not overlapped, the safety line is considered to meet the safety operation of the civil aviation transportation airport and the navigation airport; if the part of the civil aviation transport airport and the navigation airport are positioned on the same side of the safety line by using airspace, the safety line is considered to not meet the safety operation of the civil aviation transport airport and the navigation airport;

the non-invasive regional assessment unit is specifically configured to perform the following steps:

step 3.1: calculating a first side boundary, a second side boundary and a non-invasive length of the non-invasive region, and constructing the non-invasive region according to the first side boundary, the second side boundary and the non-invasive length;

step 3.2: and if the non-invasive area and the airspace used by the navigation airport are not overlapped, the non-invasive area is considered to meet the safety operation of the civil aviation transportation airport and the navigation airport, and if the non-invasive area and the airspace used by the navigation airport are overlapped, the non-invasive area is considered to not meet the safety operation of the civil aviation transportation airport and the navigation airport.

3. A storage medium having stored therein at least one instruction, at least one program, code set, or instruction set, the at least one instruction, the at least one program, the code set, or instruction set being loaded and executed by a processor to implement the civil aviation airport operation impact assessment method of claim 1.

4. A terminal comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a set of codes, or a set of instructions, the at least one instruction, the at least one program, the set of codes, or the set of instructions being loaded and executed by the processor to implement the civil aviation airport operation impact assessment method of claim 1.

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