Abstract:
A flight deck communication and display system ( 100 ) for displaying a modified flight plan transmitted to an aircraft ( 224 ) is described including a processor ( 104 ) adapted to receive (i) data representative of a current aircraft flight plan ( 218, 228 ) and (ii) a textual message representative of the modified flight plan ( 218′, 228′ ) and operable, in response thereto, to supply a flight plan display command, and a modified flight plan display command, and comparing the textual clearance message with factors affecting aircraft safety to supply an alert message display command ( 204 ). A display ( 108 ) coupled to receive the flight plan display command, the modified flight plan display command, the alert message display command is operable, in response thereto, to substantially simultaneously display ( 308 ) (i) an image representative of the current aircraft flight plan, (ii) the textual clearance message, (iii) the modified flight plan, and (iv) an alert message indicating whether there are any safety concerns related to the textual air traffic modified flight plan.

Description:
TECHNICAL FIELD 
     The present invention generally relates to aircraft flight management system displays and, more particularly, to a flight management system display that integrates an existing graphical flight path display with graphic and textual display of air traffic control or pilot requested flight plan changes, and provides a warning of the possible inability to comply therewith, or a notification of the potential negative impacts in complying, for example, due to environmental or avionic factors. 
     BACKGROUND 
     Presently, most air traffic control systems around the world utilize voice communications to transmit various messages between air traffic controllers and pilots. The messages that are transmitted between air traffic controllers and pilots include, among other things, air traffic control clearances, various advisories, and aviation weather service, which help ensure coordination of aircraft movement, and appropriate aircraft separation. As air travel has increased over the years, controller-pilot communication has concomitantly increased to the point that the voice communication channels have, at many locations, become saturated during peak aircraft traffic periods. Moreover, at the frequencies generally used for air traffic control voice communications, the communications are limited to line-of-sight. Thus, once an aircraft is no longer within a line-of-sight path with an air traffic control center, voice communication is no longer available. 
     To reduce the amount of controller-pilot voice communication that presently occurs, and to alleviate the reliance on the concomitant line-of-sight communications, a new data communication system has been developed that relies on data communication of certain controller-pilot communications. With this new communication system, some routine controller-pilot communications that are presently transmitted over a voice communications channel can be transmitted over a data communications channel, thus freeing up the voice communications channel for the less routine messages. For example, the data communication system allows various textual aircraft clearance messages to be transmitted and received, to and from, an aircraft over a data channel. These textual messages are presently processed and displayed via a separate, dedicated message display system. 
     Although the present controller-pilot data communication system implementation is generally reliable, safe, and reduces the communication load over the voice communication channels, it does suffer certain drawbacks. For example, the textual messages that are transmitted to and from an aircraft are standardized, thus pilot initiated textual messages are presently created using a “cut-and-paste” implementation, in which the pilot selects one or more standard portions of text from a list and places it in the message. This operation can be cumbersome, time-consuming, and can distract from the pilot&#39;s main tasks. Moreover, because the system is implemented separate from the aircraft flight management system, if a clearance message transmitted to the aircraft instructs the pilot to modify the aircraft&#39;s current flight plan, once the pilot acknowledges the message, the flight plan is updated, either automatically or by the pilot, in the aircraft flight management system. Again, this added operation can be cumbersome, time-consuming, and a distraction to the pilot. Moreover, because the messages are displayed on a separate display, the pilot&#39;s attention may be diverted away from the main flight deck display(s). 
     When Air Traffic Control sends clearance messages to an aircraft, the pilots currently need to interpret how the clearance impacts their current flight path in order to determine whether they can comply with the clearance. They also have to visualize what the new flight path or trajectory will look like. Therefore, pilots are susceptible to safety-impacting misinterpretations, unanticipated A/C inabilities to achieve the clearance, and other types of mental transformation errors. Even with the updated clearance displayed on another display, the pilots must consider whether this new clearance is safe considering environmental and avionic factors. 
     Hence, there is a need for a system and method that addresses one or more of the above-noted drawbacks. Namely, a system and method for transmitting, receiving, initiating, and displaying textual air traffic control clearance messages that is less cumbersome, less time-consuming, and less distractive to a pilot, and/or alleviates the need for a pilot to separately update the aircraft flight plan using the flight management system when the textual clearance message requests such a modification, while providing notification of 1) a safety alert when the clearance message puts the aircraft at risk, e.g., due to terrain, traffic, and weather, 2) an inability to comply alert due to constraints of aircraft performance based on, e.g., current position, altitude, heading, speed, vertical speed, and available thrust, and 3) a negative impact alert due to the affect of the clearance on aircraft efficiency, e.g., time, fuel consumption, and noise and emission environmental concerns. The present invention addresses one or more of these needs. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     BRIEF SUMMARY 
     A flight deck communication and display system for displaying an air traffic control clearance transmitted to an aircraft is described including a processor adapted to receive (i) data representative of a current aircraft flight plan and (ii) a textual clearance message signal representative of the air traffic control requested modification to the flight plan and operable, in response thereto, to supply a flight plan display command, and a modified flight plan display command, and comparing the textual clearance message signals with factors affecting aircraft safety, ability to comply, efficiency, and environmental impacts to supply an alert message display command. A display coupled to receive the flight plan display command, the modified flight plan display command, the alert message display command is operable, in response thereto, to substantially simultaneously display (i) an image representative of the current aircraft flight plan, (ii) the textual clearance message, (iii) an image representative of the modified flight plan, and (iv) an alert message indicating whether there are any safety, ability to comply, efficiency, or environmental concerns related to the requested air traffic modification to the flight plan. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG. 1  is a functional block diagram of a known exemplary flight management system; 
         FIG. 2  is a simplified representation of a known exemplary display screen that may be used in the system of  FIG. 1 , which shows the overall layout of the display screen, and on which is various graphical and textual images are simultaneously displayed; 
         FIG. 3  is a flowchart that depicts an exemplary embodiment of the process implemented by the system of  FIG. 1  to display the graphical and textual images that are displayed on the display screens of  FIG. 4-9 ; and 
         FIGS. 4-9  are each a simplified representation of an exemplary display screen that may be used in the system of  FIG. 1  in accordance with exemplary embodiments. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. 
     An apparatus and method is described that processes a current flight plan and a received ATC clearance message of a modified flight plan, determines whether the modified flight plan will encounter any known obstacles or exceed any aircraft flight specifications, and displays on the same display the current flight plan, the ATC clearance message, the modified flight plan, and a message indicating whether the modified flight plan is acceptable or unacceptable due to the obstacles or aircraft flight specifications. The message indicating whether the modified flight plan is acceptable may be displayed as a text message, a graphic symbol or icon (which may be in color or flashing), may be presented as an aural alert including spoken words, or a combination of thereof. The obstacles may include, for example, natural obstacles such as terrain and weather, or artificial obstacles such as a restricted area. The aircraft flight specifications may include, for example, altitude and speed. 
     Referring to  FIG. 1 , an exemplary flight management system (FMS)  100  includes a user interface  102 , a processor  104 , one or more navigation databases  106 , and a display  108 . The user interface  102  is in operable communication with the processor  104  and is configured to receive input from a user  109  (e.g., a pilot) and, in response to the user input, supply command signals to the processor  104 . The user interface  102  may be any one, or combination, of various known user interface devices including, but not limited to, a cursor control device (CCD)  110 , such as a mouse, a trackball, or joystick, and/or a keyboard, one or more buttons, switches, or knobs. In the depicted embodiment, the user interface  102  includes a CCD  110  and a keyboard  112 . As will be described more fully below, the user  109  uses the CCD  110  to, among other things, move a cursor symbol  201  on the display screen (see  FIG. 2 ), and may use the keyboard  112  to, among other things, input textual data for subsequent transmission to air traffic control centers. 
     The processor  104 , as was just noted, is in operable communication with, and receives user input commands from, the user interface  102 . The processor  104  is additionally in operable communication with the navigation databases  106 , and with the display  108 , and is coupled to receive various types of avionics data  114  from various remote systems and/or sensors (not illustrated), and to receive signals  116  representative of air traffic control clearance messages. The processor  104  receives the user input commands supplied from the user interface  102  and is configured, in response to these user input commands, to selectively retrieve data from one or more of the navigation databases  106  and supply appropriate display commands to the display  108 , so that the retrieved data is appropriately displayed on the display  108 . The processor  104  is additionally configured to supply appropriate display commands to the display  108  so that the avionics data  114  may be selectively displayed on the display  108 . 
     The processor  104  may be any one of numerous known general purpose microprocessors or an application specific processor that operates in response to program instructions. In the depicted embodiment, the processor  104  includes on-board RAM (random access memory)  118 , and on-board ROM (read only memory)  120 . The program instructions that control the processor  104  may be stored in either or both the RAM  118  and the ROM  120 . For example, the operating system software may be stored in the ROM  120 , whereas various operating mode software routines and various operational parameters may be stored in the RAM  118 . It will be appreciated that this is merely exemplary of one scheme for storing operating system software and software routines, and that various other storage schemes may be implemented. It will also be appreciated that the processor  104  may be implemented using various other circuits, not just a programmable processor. For example, digital logic circuits and analog signal processing circuits could also be used. 
     The navigation databases  106  include various types of navigation-related data. Such navigation-related data includes various flight plan related data such as, for example, waypoints, distances between waypoints, headings between waypoints, data related to different airports, navigational aids, obstructions (terrain, towers, etc.), special use airspace, political boundaries, communication frequencies, and aircraft approach information. It will be appreciated that, although the navigation database  106  is, for clarity and convenience, shown as being stored separate from the processor  104 , the database  106  could be loaded into the on-board RAM  118 , or the database  106  could be integrally formed as part of the processor  104 , and/or RAM  118 , and/or ROM  120 . The navigation database  106  could also be part of a device or system that is physically separate from the display system  100 . The avionics data  114  that is supplied from remote systems and/or sensors includes data representative of the state of an aircraft such as, for example, aircraft speed, altitude, and heading. The transceiver may also receive data including the location of weather such as rain, thunderstorms, icing conditions, and turbulence, and the position of traffic (nearby aircraft), which may be presented on the display  108 . 
     The air traffic control signals  116  are transmitted to an aircraft via, for example, modulated radio frequency (RF) signals. The air traffic control signals  116  are received and demodulated by a transceiver  122 , and are then supplied to the processor  104 . The air traffic control signals  116  each include data representative of one or more air traffic control clearance messages. Thus, the processor  104  further processes the signals  116  and supplies one or more display commands to the display  108 , such that the clearance messages are displayed in both a textual format and a graphical format. As will be described more fully below, the processor  104  also supplies air traffic control response signals  124  to the transceiver  122 , which in turn modulates the response signals  124  and transmits the modulated response signals  126  to an air traffic control station (not shown). In the depicted embodiment, the transceiver  122  is separate from the processor  104 . However, it will be appreciated that the transceiver  122  could be implemented as part of the processor  104 . 
     The display  108  is used to display various images and data, in both a graphical and a textual format, and to supply visual feedback to the user  109  in response to the user input commands supplied by the user  109  to the user interface  102 . It will be appreciated that the display  108  may be any one of numerous known displays suitable for rendering image and/or text data in a format viewable by the user  109 . Non-limiting examples of such displays include various cathode ray tube (CRT) displays, and various flat panel displays such as, various types of LCD (liquid crystal display) and TFT (thin film transistor) displays. To provide a more complete description of the method that is implemented by the flight management system  100 , a general description of the display  108  and its layout will now be provided. 
     With reference to  FIG. 2 , it seen that the display  108  includes a display area  202  in which multiple graphical and textual images may be simultaneously displayed. For example, general flight-related data  204 , a vertical profile  206 , and a lateral map  208  may be displayed simultaneously, alone, or in various combinations. The general flight-related data  204  that is displayed may include various types of data related to the flight plan of the aircraft. Such data includes, but is not limited to, the flight identifier, route iteration number, a waypoint list and associated information, such as bearing and time to arrive, just to name a few. It will be appreciated that the general flight-related data  204  may additionally include various types of data associated with various types of flight hazards. Examples of these, and other types of data that may be displayed, are disclosed in U.S. Pat. No. 6,289,277, entitled “Interfaces for Planning Vehicle Routes,” which is assigned to the assignee of the present application, and the entirety of which is hereby incorporated by reference. 
     The vertical profile  206  includes a side-view aircraft symbol  214 , one or more waypoint symbols  216 A-D, line segments  218 A-D that interconnects the waypoint symbols  216 , a vertical axis  220 , and a horizontal axis  222 . The waypoint symbols  216  and interconnecting line segments  218  correspond to the current flight path and flight plan of the aircraft. The vertical axis  220  represents aircraft altitude and is suitably graduated with altitude values (not shown), and the horizontal axis  222  represents aircraft lateral position and is suitably graduated with lateral distance values (not shown). It will be appreciated that the horizontal axis  222  could alternatively be graduated with time values in addition to, or instead of, lateral distance values. 
     The lateral map  208  includes a top-view aircraft symbol  224 , one or more waypoint symbols  226 A-D, line segments  228 A-D that interconnect the waypoint symbols  226 , and one or more range rings  230 . The lateral map  208  also preferably includes various map features including, but not limited to, terrain, political boundaries, and navigation aids, which, for clarity, are not shown in  FIG. 2 . The range rings  230 , only one of which is shown in  FIG. 2 , indicate nautical distance from the top-view aircraft symbol  224 . In the illustrated embodiment, the range ring  230  includes a range indicator  232 , which displays the lateral distance from the aircraft&#39;s present position to the position on the lateral map  202  that corresponds to the range ring  230  (e.g., 200 nautical miles). It will be appreciated that the value of the range indicator  232  may be set manually or automatically, via a non-illustrated a pop-up menu. 
     Having described a particular embodiment of the system  100 , and the general layout of the display area  202 , from a structural standpoint, and having generally described the overall functionality of the system  100 , a more detailed description of a process implemented by the system  100  to simultaneously display flight management data and textual air clearance messages, and alert (warning) messages on the same display  108  will be provided. In doing so, reference should be made, as appropriate, to  FIGS. 1 ,  2 , and  4 - 9 , in combination with  FIG. 3 , which illustrates an exemplary process implemented by the system  100 . It should be noted that the parenthetical reference numerals in the following description correspond to like reference numerals that are used to reference the flowchart blocks in  FIG. 3 . Moreover, for clarity and ease of explanation, the system  100  is shown in  FIGS. 4-9  in a configuration in which only the lateral map  208  and, when appropriate, the textual clearance message  210  and user interface field  212  are simultaneously displayed in the display area  202 . 
     Turning first to  FIG. 4  and in accordance with a first exemplary embodiment, the lateral map  208  for the current aircraft flight plan is displayed in the display area  202  ( 302 ). As shown, the aircraft has taken off from Waypoint A ( 226 A), is proceeding to Waypoint B ( 226 B), then to Waypoint C ( 226 C), and then onto various other Waypoints D ( 226 D), and so forth, in accordance with the current flight plan as-filed. The lateral map  208  for the current flight plan will remain displayed until the processor  104  receives an air traffic clearance message signal  116  ( 304 ) as a revised flight plan. Thereafter, as shown in  FIG. 5 , the transceiver  122  demodulates the air traffic clearance message signal  116 , the processor  104  processes the demodulated signal, and supplies appropriate display commands to the display  108 , which in turn displays the textual clearance message  210  and the user interface field  212  ( 306 ). 
     The textual air traffic control messages  210  that are displayed in the display area  202  correspond to the above-mentioned air traffic control signals  116  that are received and demodulated by the transceiver  122 , and processed by the processor  104 . The user interface field  212 , as will be described more fully below, is displayed whenever a textual air traffic control signal  116  is received and processed by the processor  104 , and the corresponding textual air traffic control message  210  is displayed. Preferably, the textual messages  210  and user interface field  212  are automatically displayed each time a textual air traffic control signal  116  is received and processed by the processor  104 . Moreover, the message  210  and user interface field  212  both preferably remain displayed until the processor  104  receives an appropriate response via the user interface field  212 , preferably in the form of a user command signal supplied from the user interface  102 . Once an appropriate response to the displayed message  210  is received, the message  210  and user interface field  212  are preferably no longer displayed in the display area  202 . In a particular preferred embodiment, the message  210  and user interface field  212  are both simultaneously displayed on the lateral map  208 . It will be appreciated that this is merely exemplary of a particular preferred embodiment, and that either, or both, could be displayed with the other graphical and textual images described above. 
     The processor  104  also determines whether the received air traffic clearance message signal  116  indicates a modification to the current flight plan ( 308 ). If the message signal  116  does indicate such a modification, then the modification is graphically displayed on the lateral map  208  with the current flight plan ( 310 ). For example, as shown in  FIG. 5 , the textual clearance message indicates that the aircraft (e.g., “Aircraft 123”) should fly directly to Waypoint C, maintain 10,000 feet until past Waypoint C, and then consistent with the flight plan as-filed. Thus, the processor  104  supplies display commands to the display  108  so that an updated line segment  216 ′, that connects Waypoint A ( 226 A) to Waypoint C ( 226 C), is also displayed on the lateral map  208  and the vertical profile  206 . Though not depicted in  FIG. 5 , but as shown in  FIG. 3 , in a particular preferred embodiment, the flight-related data  204  associated with the updated modified flight plan is also displayed in the display area  202 . This allows the pilot  109  to see how various parameters such as, for example, time and fuel consumption, would be effected by the flight plan modification before accepting or rejecting the modification. 
     The processor  104  compares the modified flight plan with data stored in the RAM  118  or ROM  120  to determine whether the aircraft  224  in following the modified flight plan will confront any obstacles or aircraft limitations. If not, a message such as REVISED FLIGHT PLAN ACCEPTABLE will appear as flight related data  204  as shown in  FIG. 4 . If the modified flight plan approaches or infringes on airspace occupied by an obstacle or if an aircraft limitation is exceeded, an alert or warning message will appear as flight related data  204 .  FIGS. 5-9  illustrate exemplary embodiments of such unacceptable modified flight plans. In each of these exemplary embodiments, while the alert or warning message is displayed as text, it should be understood that in the message may be displayed as a graphic symbol or icon (which may be in color or flashing), may be presented as an aural alert including spoken words, or a combination thereof including text. 
       FIG. 5  shows terrain  502  that has an elevation of 10,500 feet in the lateral display  208  and in the vertical display  206  which blocks the modified flight path  228 ′. The processor  104  determines this conflict and provides a message such as WARNING: TERRAIN OBSTRUCTION as flight related data  204 . 
       FIG. 6  shows weather  602  in the lateral display  208  and the vertical display  206  which is in the modified flight path  228 ′. The processor  104  determines this hazard and provides a message such as WARNING: WEATHER ENROUTE as flight related data  204 . The weather could be, for example, heavy rain or a thunderstorm. The message presented could be specific as to the type of weather, for example, WARNING: REPORTED ICING. 
       FIG. 7  illustrates an exemplary embodiment wherein weather related phenomena  708 , such as turbulence or icing, has been reported by pilots of other aircraft. The processor  104  may cause the phenomena  708  to be shown on both the lateral display  208  and the vertical display  206  and a message to be displayed such as WARNING: REPORTED TURBULANCE as flight related data  204 . 
       FIG. 8  shows a restricted area  808  on the lateral display  208 . Examples of restricted areas include military use and airport airspace. Note that it is not displayed in the vertical display  206 . The processor  104  determines the conflict between the restricted area  708  and the modified flight path  228 ′ and presents a message such as WARNING: RESTRICTED AREA ENROUTE as flight related data  204 . Information regarding the restricted area could also be presented as flight related data  204 . 
       FIG. 9  illustrates an example wherein the modified flight plan requires an aircraft performance that approaches or exceeds aircraft specifications. For example, the ATC message read AIRCRAFT XYZ, MAINTAIN AIRSPEED OF 200 KNOTS TO WAYPOINT C, THEN AS FILED. The processor  104  compares these instructions with aircraft data stored in the ROM  120 , determines the airspeed of 200 knots is marginally within safety limits, and provides the message WARNING: AIRSPEED OF 200 KNOTS BELOW RECOMMENDED CLIMB AND CRUISE AIRSPEED or WARNING: AIRSPEED OF 200 KNOTS BELOW SAME CLIMB AND CRUISE AIRSPEED as flight related data  204 . 
     In each of the exemplary embodiments described above with reference to  FIGS. 4-9 , the processor  104  will continue supplying display commands to the display  108 , such that the current and modified flight plans, the textual clearance message  210 , and the user interface field  212  are simultaneously displayed, until the user  109  appropriately responds to the textual clearance message  210  ( 312 ). Once the appropriate response is provided, the processor  104  supplies an air traffic control response signal  124  to the transceiver  122 , which in turn modulates the response signal  124  and transmits the signal to the air traffic control station that sent the originating message ( 314 ). The processor  104  also updates the flight plan, if accepted, consistent with the user response ( 316 ). For example, in the depicted embodiments, the user  109 , using the user interface  102 , places the cursor symbol  201  over the “Accept” or “Reject” button in the user interface field  212  and, once again, using the user interface  102 , selects this as the response to the clearance message  210 , thus accepting or rejecting the modification to the as-filed flight plan. If accepted, the flight plan is graphically updated on the lateral map  208 . Though not depicted, it will additionally be appreciated that the flight-related data  204 , and vertical profile  206  (if necessary) are also updated to reflect the new flight plan. 
     In addition to responding to textual clearance messages transmitted to the aircraft, it will be appreciated that the system  100  may be configured to allow the pilot  109  to transmit textual messages from the aircraft to, for example, an air traffic control center. In one embodiment, the pilot  109  may compose a message using the user interface keyboard  112 . The message, while it is being composed, is displayed as a textual clearance message  210  in the display area  202 . Then, when the pilot  109  is ready to send the message, he or she may transmit the message  210  by selecting the “Accept” button in the user interface field  212 . Alternatively, when the pilot  109  is composing a textual message  210 , the system  100  could be configured such that the user interface field  212  displays a “Transmit” button, rather than the “Accept” button. In either case, when the message  210  is transmitted, the processor  104  transmits the textual message data to the transceiver  122 , which modulates the textual message data for transmission to the air traffic control center. 
     It will be appreciated that the use of the keyboard  112  to compose a pilot-initiated textual message  210  is merely exemplary of one particular embodiment, and that the system  100  could be configured to allow the pilot  109  to compose messages using other means of implementation. For example, the system  100  could be configured to allow the pilot  109  to select predetermined phrases or words from, for example, a static or drop-down menu, using the CCD  110 . The words or phrases are preferably consistent with air traffic control syntax such, and may be, for example, cockpit control language such as disclosed in U.S. Pat. No. 5,844,503, entitled “Method and Apparatus for Avionics Management,” which is assigned to the assignee of the present application, the entirety of which is hereby incorporated by reference. 
     In addition to automatically updating a current flight plan in response to a clearance message, the system  100  is also preferably configured to generate and transmit a textual message in response to the pilot  109  graphically updating the flight plan. For example, with reference once again to  FIGS. 4-7 , if the pilot  109 , using the user interface  102 , graphically modified the flight plan so that the aircraft would fly directly from Waypoint A ( 226 A) to Waypoint C ( 226 C), then the processor  104  would automatically generate the textual clearance message  210 . Upon acceptance by the pilot  109 , the processor  104  would transmit the data to the transceiver  122 , which would modulate and transmit the message  210  to the appropriate air traffic control center. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.