CN115796603B - Method and device for evaluating operation influence of civil aviation navigation airport, storage medium and terminal - Google Patents
Method and device for evaluating operation influence of civil aviation navigation airport, storage medium and terminal Download PDFInfo
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Abstract
The invention discloses a method and a device for evaluating operation influence of a civil aviation navigation airport, a storage medium and a terminal. The method comprises the following steps: 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; 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; step 3: and judging whether the 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. The invention provides three progressive judging methods for the operation influence degree between the adjacent civil aviation transport airports and the navigation airport, and evaluates whether the operation between the civil aviation transport airports and the navigation airport has influence or not so as to solve the problem of airspace conflict caused by too close distance between the civil aviation transport airports and the navigation airport in the future.
Description
Technical Field
The invention belongs to the technical field of civil aviation air traffic control, and particularly relates to a method and a device for evaluating operation influence of a civil aviation airport, a storage medium and a terminal.
Background
Along with the rapid increase of the economy in China, the civil aviation transportation industry in China is also continuously developed and enlarged. Not only the development of civil aviation transportation aviation, but also the development of the general aviation industry is rapid along with the continuous deep and substantial progress of the reform of the national low-altitude airspace. However, compared with civil aviation transportation aviation, the general aviation industry scale is still smaller, infrastructure construction is relatively lagged, and under the condition that the development of the civil aviation transportation aviation is in such a scale, the probability of the occurrence of the adjacent of a navigation airport and the civil aviation transportation airport is greatly increased, however, the contradiction between the civil aviation transportation aviation and the general aviation operation is more and more prominent due to the limited civil aviation space. The airport operation mode under the current situation usually stops the navigation airport for ensuring the normal operation of the civil aviation transportation airport, which is not beneficial to the long-term development of the general aviation industry; or the runway operation mode of the civil aviation transport airport is changed, which greatly reduces the runway capacity of the civil aviation transport airport. At present, no evaluation method for the operation influence degree of the adjacent civil aviation navigation airport is proposed in the industry.
Disclosure of Invention
Aiming at the problem of airspace conflict caused by too close distance between a civil aviation transportation airport and a navigation airport in the future, the invention aims to provide a method and a device for evaluating operation influence of the civil aviation navigation airport, a storage medium and a terminal.
In order to achieve the above purpose, the technical scheme provided by the invention is as follows:
first aspect
The invention provides a method for evaluating the operation influence of a civil aviation navigation airport, which comprises the following steps:
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 so, 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.
Second aspect
The invention provides a civil aviation navigation airport operation influence assessment device, which comprises a simple clearance diagram assessment unit, a collision risk assessment unit and a non-invasive division assessment 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 so, 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.
Third aspect of the invention
The invention provides a storage medium, wherein at least one instruction, at least one section of program, a code set or an instruction set is stored in the storage medium, and the at least one instruction, the at least one section of program, the code set or the instruction set is loaded and executed by a processor to realize the civil aviation navigation airport operation influence assessment method.
Fourth aspect of
The invention provides a terminal, which comprises a processor and a memory, wherein at least one instruction, at least one section of program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one section of program, the code set or the instruction set is loaded and executed by the processor to realize the civil aviation navigation airport operation influence assessment method.
Compared with the prior art, the invention has the beneficial effects that:
the invention relates to a method for judging the operation influence degree between adjacent civil aviation transport airports and navigation airports, which is gradually progressive from a simple clearance diagram evaluation method, a collision risk evaluation method and a non-invasive zone division evaluation method, and evaluates whether the operation between the civil aviation transport airports and the navigation airports is influenced or not so as to solve the problem of airspace conflict caused by too close distance between the civil aviation transport airports and the navigation airports in the future, thereby ensuring the operation of the maximum capacity of the airports on the premise of meeting the safety of the two airports under conflict.
Drawings
FIG. 1 is a flow chart of a method according to an embodiment of the present application;
fig. 2 is a schematic diagram of a device structure according to an embodiment of the present application;
FIG. 3 is a schematic view of a non-invasive section in an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1, the method for evaluating the operation influence of the civil aviation navigation airport provided in the embodiment includes the following steps:
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;
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 has an influence.
The simple clearance diagram is a civil aviation transportation airport flight program protection area range and a reference altitude diagram manufactured by an airport management mechanism;
the plane range of the flight program protection area refers to a range within 55 km radius with the airport reference point as the center, and is generally composed of seven specific areas. The reference altitude is based on a flight program and the minimum operation standard, and is formulated by comprehensively considering the obstacle crossing requirements of all main navigation sections (approach, approach and departure) in the range of the protection area of the flight program according to the zoning and conservation principles.
And drawing a simple clearance diagram of the transportation airport by referring to a transportation airport flight procedure protection area range and a simple reference height manufacturing method, wherein the finally drawn flight procedure protection area range is an inverted stepped airspace with the airspace range gradually reduced along with the height, and the airspace range is composed of one to seven areas.
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;
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;
it should be noted that the collision risk is generally expressed as the number of air-crashed accidents per flight hour, and ICAO published safety target level is the frequency of simultaneous lateral, longitudinal and vertical overlapping of two aircraft. The magnitude of the collision risk of the two aircraft is mainly due to the actual position distance between the aircraft. And there is a positional error for each aircraft, there is a difference in the separation between adjacent two aircraft. Compared with the approach stage, the approach stage is long in flight section, small in gradient and high in probability of collision risk, so that the collision risk assessment method starts with the interval difference between two adjacent airplanes in the approach stage to establish a kinematic equation.
The specific steps of scribing the safety line are as follows:
step 2.1.1:D(t)civil aviation transport aircraft representing operation at a civil aviation transport airportiAnd a navigable aircraft operating at a navigable airportjThe distance of the display between the two,D(t)equal to the actual distance
Subtracting instrument display distance error +.>
When the meter displays distance error +.>
Determining the actual distance +.>
Is +.>
The probability density function integral formula for the conflict between the civil aviation transport plane and the navigation plane is obtained by the method: />
Wherein, the method comprises the steps of, wherein,drepresenting the collision distance between the civil aircraft and the navigation aircraft when the distance between the civil aircraft and the navigation aircraft is equal todThe two machines collide;
ILS navigation is adopted in the approach stage, and the average value of the lateral position error compliance of the airplane is
Mean square error of->
The position error model is: />
；
When the aircraft is in the process of flying,tthe lateral position error of the moment is
Wherein->
For lateral position errors of aircraft, < >>
Is the average distance of the aircraft from the centerline of the route, < >>
Is the variance of the aircraft from the centerline of the route; at the position oftTime of day (I)>
For the lateral distance of the aircraft from a certain reference point, the actual position of the aircraft in the lateral direction
The actual lateral separation of the two aircraft is then: />
Wherein->
Is the theoretical lateral distance of two planes +.>
The method comprises the steps of carrying out a first treatment on the surface of the Because the lateral position errors of the two aircrafts respectively meet the normal distribution, the expressions are respectively
、/>
The difference between the lateral position errors of the two aircraft likewise satisfies the normal distribution, expressed as +.>
The method comprises the steps of carrying out a first treatment on the surface of the The actual lateral distance of the two aircraft is therefore:
and the probability density function of a normal distribution is known as:
the lateral collision risk model formula of the two planes at the simultaneous approach stage is obtained as follows:
step 2.1.2: according to the estimated actual position relationship between the civil aviation transport airport and the navigation airport, a kinematic equation is established from the interval difference between two adjacent airplanes in the approaching stage, wherein the interval difference refers to the difference between a theoretical interval and an actual interval, and the worst-case intention in operation is considered so as to ensure safe operation under all conditions. Assuming that the civil aviation transport aircraft at the near stage of the civil aviation transport airport enters the original route after 30-degree yaw occurs due to special conditions, establishing a kinematic equation to obtain all time points in the whole process, substituting the actual lateral intervals of the nearest boundary of the corresponding civil aviation transport aircraft from the airspace used by the civil aviation transport airport into a lateral collision risk model formula to obtain collision risk values corresponding to all time points;
step 2.1.3: by adjusting the initial distance between the nearest boundary of the airspace used by the civil aviation transport airport and the navigation airport, namely the initial theoretical lateral distance, the maximum collision risk value in the collision risk values corresponding to all time points is equal to the safety target level of 5 multiplied by 10 published by ICAO -9 The secondary/flight hours are the minimum safe distance of the obtained civil aviation transport airport and the obtained navigation airport under the condition of meeting the safe target level;
step 2.1.4: and connecting IF points at two ends of the transportation airport runway after translating the minimum safety distance along the vertical direction of the transportation airport runway to obtain a safety line.
Step 2.1.5: 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 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 safety line rules are that the civil aviation transport aircraft and the navigation aircraft are respectively arranged at two sides of the safety line and do not cross the safety line to run in the respective airspace.
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 so, 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.
FIG. 3 is a schematic view of a non-invasive section in an embodiment of the present application.
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.
The specific steps for constructing the non-invasive region are as follows:
step 3.1.1: analyzing historical track data of a civil aviation transport airport to obtain maximum offset of track distances from the IF point at the entrance end of the runway to the IF point at the exit end of the runway and the FAF point at the FAF point, wherein the IF point at the entrance end of the runway, the FAF point and the IF point at the exit end of the runway translate the maximum offset to one side of the civil aviation transport airport along the direction perpendicular to the track of the civil aviation transport airport by adding a distance of 100m, and connecting the IF point at the exit end of the runway, the FAF point and the IF point at the exit end of the runway after movement and the FAF point in sequence to obtain a first side boundary of a non-invasive area;
step 3.1.2: calculating the distance of a detection zone, wherein the detection zone refers to the airspace tolerance required by the flight of the transport aircraft in the time period when the controller observes that the transport aircraft enters the non-invasive zone by mistake, and the tolerance depends on the update period of the monitoring system, the precision of the radar system and the resolution of the radar display; calculating distances generated within the delay/reaction time, including controller reaction time, captain reaction time, and reaction time required for the aircraft to respond; calculating the distance of a correction area, wherein the correction area refers to an additional tolerance airspace, and is the airspace tolerance required by an abnormal flight transport aircraft in the time of completing maneuver avoidance flight of the threatened navigation aircraft; the distance of the lateral track interval is calculated, and the lateral track interval refers to a tolerance airspace formed by one lateral interval and one navigation buffer zone, so as to provide enough lateral track interval between an abnormal flight transportation aircraft and a threat navigation aircraft, wherein the interval is the smallest lateral interval when two aircraft tracks are parallel. Accumulating the four distances as the width of the non-invasive area (the distance of each area can be obtained through experimental data of each airport), wherein the obtained one side boundary of the non-invasive area is translated for a distance along the direction perpendicular to the civil aviation transportation airport route, and then a second side boundary of the non-invasive area is obtained;
step 3.1.3: the length of the non-invasive area is from the IF point at one end of the civil aviation transportation airport runway to the IF point at the other end, and the two ends of the first side boundary and the second side boundary are connected, so that a closed non-invasive area range is obtained;
step 3.1.4: 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.
It should be noted that the rule of the non-invasive area is that during normal operation, both the civil air transport airport and the aeroplane of the navigation airport do not enter the non-invasive area.
As shown in fig. 2, corresponding to the above method, the present invention further provides a device for evaluating the operation influence of a civil aviation airport, which comprises a simple headroom 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 so, 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 has an influence.
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 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.
In addition, the present embodiment further provides a storage medium, where at least one instruction, at least one section of program, a code set, or an instruction set is stored, where the at least one instruction, the at least one section of program, the code set, or the instruction set is loaded and executed by a processor to implement a method for evaluating a civil aviation airport operation impact as described above.
In addition, the embodiment also provides a terminal, which comprises a processor and a memory, wherein at least one instruction, at least one section of program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one section of program, the code set or the instruction set is loaded and executed by the processor to realize the civil aviation airport operation influence assessment method.
The terminal is a PC and other terminal equipment with a data processing function.
The foregoing has shown and described the basic principles, principal features and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the above-described embodiments, and that the above-described embodiments and descriptions are only preferred embodiments of the present invention, and are not intended to limit the invention, and that various changes and modifications may be made therein without departing from the spirit and scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
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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