Vertical situation display with interactive speed profile bar

An interactive speed profile bar that enables crew awareness of the overall planned flight trajectory speed profile. The speed profile bar will have a graphical depiction (e.g., virtual buttons having alphanumeric symbology) of some or all of the speed segments of the speed profile. Each graphical element (e.g., virtual button) includes symbology identifying the applicable speed mode and corresponding target speed change. Each speed segment will start at the inflection point where the speed change will occur in the flight plan, and will continue until the next trajectory speed change. The speed profile bar will be interactive, allowing the flight crew to select the speed segment to change, in response to which selection the system displays graphical user interface elements showing a menu of the available speed segment options. Each individual speed segment is represented by an individual virtual button that can be selected by touching the screen or other input device.

BACKGROUND

This disclosure generally relates to systems and methods for viewing speed profile, and controlling the speed of an aircraft, and more particularly relates to systems and methods for enabling a pilot to manually intervene in order to depart from a preprogrammed speed profile.

Modern commercial aircraft are equipped with several aircraft systems to manage their flight profile and configuration. For example, one of the several functions of the flight management computers (FMC) entails the planning and management of the flight plan of an aircraft from takeoff to landing. The mode control panel provides means for pilots to manage certain aspects, such as controlling to the lateral and vertical flight profiles of an aircraft, or managing the airplane tactically. Both the FMC and mode control panel may be used to control the autopilot and autothrottle systems, which may in turn send commands to other aircraft systems such as the engines and flight control systems to direct and control the aircraft consistent with the pilots' commands. Feedback as to the performance of the aircraft in relation to the pilots' commands may be available in a number of locations in the cockpit (flight deck) including the primary flight displays, navigation displays, engine displays, mode control panels, control display units, and crew alerting displays.

As aircraft and the airspace environment in which they operate have evolved to become more complex, aircraft systems available to pilots, as well as the flight profiles pilots manage, have become more complex. One aspect of a flight profile whose management poses a challenge is understanding and managing the entire speed profile. The speed profile of modern commercial aircraft is influenced by myriad inputs. For example, such input may include the aircraft's speed capability and optimum economic performance given certain input constraints, such as the aircraft's configuration, available weather data, ATC tactical speed requests for spacing etc., and desired time of arrival control. The speed profile may also be influenced by altitude-based restrictions, such as speed at-or-less than 250 knots below 10,000 feet. Furthermore, an aircraft's speed may also be constrained by speed restrictions or constraints attached to waypoints that define the aircraft's route. In addition, performance requirements related to new air traffic management (ATM) functions such as continuous descent approaches may also have to be factored in to obtain a more comprehensive assessment of the speed profile for an aircraft.

The combination of these various types of influences on the aircraft's speed, which are managed with safety and fuel economy objectives as well, can result in a complicated speed schedule that can be difficult to comprehend utilizing the aforementioned multiple systems currently engaged in speed profile management. The need to understand, monitor and utilize these different systems contributes to increased workload, and potentially to errors or anomalies. Thus a tool that simplifies the flight crew's awareness and management of the aircraft speed profile in all phases of flight would be advantageous.

SUMMARY

The subject matter disclosed in some detail below is directed to a speed profile management tool that enables pilots to view and modify the aircraft's speed profile in a simple and efficient manner. The tool is a graphical user interface that enables a pilot to interact with a speed profile management module. More specifically, the graphical user interface takes the form of an interactive speed profile bar that is viewable on a display unit in conjunction with a vertical situation display. The speed profile bar may be displayed in the same window with the vertical situation display or may be displayed in a window overlaid on the window in which the vertical situation display appears. The interactive speed profile bar software is configured to enable a pilot to easily modify the aircraft's speed profile, thus reducing workload and potential errors.

The interactive speed profile bar disclosed in some detail below enables crew awareness of the overall planned flight trajectory speed profile. The speed profile bar will have a graphical depiction (e.g., virtual buttons having alphanumeric symbology) of some or all of the speed segments of the speed profile. Each graphical element (e.g., virtual button) includes symbology identifying the applicable speed mode and corresponding target speed change. Each speed segment will start at the inflection point where the speed change will occur in the flight plan, and will continue until the next trajectory speed change. The speed profile bar will be interactive, allowing the flight crew to select a speed segment to be changed. In response to that selection, the system displays graphical user interface elements showing a menu of the available speed segment options. Each individual speed segment is represented by an individual virtual button (hereinafter “speed bar button”) that can be selected by touching the screen or other input device (e.g., a cursor control device such as a trackpad, trackball, mouse, rotary dial, etc.). A further advantageous feature is the provision of means for speed bar button decluttering to show the speed bar buttons that may be too narrow to display the applicable speed mode and target speed within the area occupied by the speed bar button.

Although various proposed implementations of systems and methods for enabling a pilot to manage a speed profile using an interactive speed profile bar that is viewable in conjunction with a vertical situation display will be described in some detail below, one or more of those proposed implementations may be characterized by one or more of the following aspects.

One aspect of the subject matter disclosed in detail below is a flight information display system for depicting flight path information of an aircraft, the flight information display system comprising a display unit and a computer system programmed to control operation of the display unit, wherein the computer system is configured to control the display unit to concurrently display the following graphical elements: a vertical situation display representing a planned vertical flight path of the aircraft; and an interactive speed profile bar comprising at least one speed bar button, the interactive speed profile bar being useable by a pilot for changing the speed profile of the aircraft to fly at speeds in accordance with a selected speed segment, wherein the at least one speed bar button has first alphanumeric symbology identifying a first speed mode and an associated first target speed of a first speed segment included in a speed profile. In most instances, the interactive speed profile bar comprises a multiplicity of speed bar buttons, each of the multiplicity of speed bar buttons having respective alphanumeric symbology identifying a respective speed mode and a respective associated target speed which characterize a respective speed segment included in the speed profile. The computer system is further configured to cause the display unit to: display graphical elements representing a multiplicity of pilot-selectable mutually exclusive speed segment options in response to pilot selection of the at least one speed bar button; and display second alphanumeric symbology in the at least one speed bar button instead of the first alphanumeric symbology in response to pilot selection of a speed segment option, the second alphanumeric symbology identifying a second speed mode and an associated second target speed of the selected speed segment.

In accordance with one proposed implementation of the system described in the immediately preceding paragraph, the speed profile includes first and second speed segments having first and second ranges respectively, and the speed profile bar includes a first speed bar button having a first button width corresponding to a first range of the first speed segment and a second speed bar button having a second button width corresponding to a second range of the second speed segment, the ratio of the first button width to the second button width being equal to the ratio of the first range to the second range.

Another aspect of the subject matter disclosed in detail below is a flight information display system for depicting flight path information of an aircraft, the flight information display system comprising a display unit and a computer system programmed to control operation of the display unit, wherein the computer system is configured to control the display unit to concurrently display the following graphical elements: a first vertical situation display representing a planned vertical flight path of the aircraft; and a first interactive speed profile bar comprising a special speed bar button, the interactive speed profile bar being useable by a pilot for changing the speed profile of the aircraft to fly at speeds in accordance with a selected speed segment, wherein the special speed bar button has symbology indicating that other symbology identifying multiple speed segments of a speed profile is available for viewing. The computer system is further configured to: (a) cause the display unit having a range scale with increased fineness and representing only a portion of the planned vertical flight path of the aircraft previously displayed in response to pilot selection of the special speed bar button; and (b) cause the display unit to display a second interactive speed profile bar not including the special speed bar button and comprising first and second speed bar buttons having first and second alphanumeric symbology identifying respective speed modes and respective associated target speeds which respectively characterize first and second speed segments having first and second ranges respectively. The first speed bar button has a first button width corresponding to the first range of the first speed segment and the second speed bar button has a second button width corresponding to the second range of the second speed segment, the ratio of the first button width to the second button width being equal to the ratio of the first range to the second range.

As used herein, the terms “first vertical situation display” and “second vertical situation display” refer to respective graphical data displayed on a display unit at different times. For example, the “second vertical situation display” may present a portion (less than all) of the first vertical situation display with a magnified horizontal scale.

A further aspect of the subject matter disclosed in detail below is a method for displaying flight information on a display unit, the method comprising: displaying a vertical situation display representing a planned vertical flight path of an aircraft on the display unit; displaying an interactive speed profile bar comprising at least one speed bar button on the display unit, wherein the at least one speed bar button has first alphanumeric symbology identifying a first speed mode and an associated first target speed of a first speed segment included in a speed profile; and using the interactive speed profile bar to change the speed profile of the aircraft to fly at speeds in accordance with a selected speed segment. In most instances, the interactive speed profile bar comprises a multiplicity of speed bar buttons, each of the multiplicity of speed bar buttons having respective alphanumeric symbology identifying a respective speed mode and a respective associated target speed which characterize a respective speed segment included in the speed profile.

In accordance with one embodiment of the method described in the immediately preceding paragraph, the method further comprises: selecting the at least one speed bar button, which selecting is performed by a pilot; displaying graphical elements representing a multiplicity of pilot-selectable mutually exclusive speed segment options in response to selecting the at least one speed bar button; selecting one of the speed segment options, which selecting is performed by the pilot; displaying second alphanumeric symbology in the at least one speed bar button instead of the first alphanumeric symbology in response to selecting one of the speed segment options, the second alphanumeric symbology identifying a second speed mode and an associated second target speed of the selected speed segment; and changing the speed of the aircraft so that the aircraft flies at speeds in accordance with the selected speed segment of the speed profile.

In accordance with one proposed implementation of the above-described method, the speed profile includes first and second speed segments having first and second ranges respectively, in which case the speed profile bar includes a first speed bar button having a first button width corresponding to a first range of the first speed segment and a second speed bar button having a second button width corresponding to a second range of the second speed segment, the ratio of the first button width to the second button width being equal to the ratio of the first range to the second range.

Yet another aspect of the subject matter disclosed in detail below is a method for displaying flight information on a display unit, the method comprising: displaying a first vertical situation display representing a planned vertical flight path of an aircraft on the display unit; displaying a first interactive speed profile bar comprising a special speed bar button on the display unit, wherein the special speed bar button has symbology indicating that other symbology identifying multiple speed segments of a speed profile is available for viewing; and using the interactive speed profile bar to change the speed profile of the aircraft to fly at speeds in accordance with a selected speed segment. This method further comprises: selecting the special speed bar button, which selecting is performed by a pilot; displaying a second vertical situation display (instead of the first situation display) on the display unit having a range scale with increased fineness and representing only a portion of the planned vertical flight path of the aircraft previously displayed in response to selecting the special speed bar button (e.g., the second vertical situation display may show a portion of the first vertical situation display with a magnified horizontal scale); and displaying a second interactive speed profile bar in response to selecting the special speed bar button. The second interactive speed profile bar does not include the special speed bar button and comprises first and second speed bar buttons having first and second alphanumeric symbology identifying respective speed modes and respective associated target speeds which respectively characterize first and second speed segments having first and second ranges respectively. This method may further comprise: selecting the first speed bar button, which selecting is performed by a pilot; displaying graphical elements representing a multiplicity of pilot-selectable mutually exclusive speed segment options in response to selecting the first speed bar button; selecting one of the speed segment options, which selecting is performed by the pilot; and displaying third alphanumeric symbology in the first speed bar button instead of the first alphanumeric symbology in response to selecting one of the speed segment options, the third alphanumeric symbology identifying the selected speed segment.

Other aspects of systems and methods for enabling a pilot to manage a speed profile using an interactive speed profile bar that is viewable in conjunction with a vertical situation display are disclosed below.

DETAILED DESCRIPTION

Illustrative proposed implementations of systems and methods for enabling a pilot to manage a speed profile using an interactive speed profile bar that is viewable in conjunction with a vertical situation display are described in some detail below. However, not all features of an actual implementation are described in this specification. A person skilled in the art will appreciate that during development, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming, but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

A flight management system (FMS) onboard an aircraft is a specialized computer system that automates a wide variety of in-flight tasks. A primary function of a FMS is in-flight management of the flight plan. Using various sensors to determine the aircraft's position, speed, altitude and heading and an autopilot system, the FMS can guide the aircraft in accordance with the flight plan. Typically an FMS comprises a navigation database that contains the elements from which the flight plan is constructed. Given the flight plan and the aircraft's position, the FMS calculates the course to follow. The pilot can follow this course manually or the autopilot can be set to follow the course.

The flight plan includes a vertical trajectory, a lateral trajectory, time, and a speed schedule to be followed by the aircraft with respective tolerances, enabling the aircraft to reach its destination. The calculations of the flight plans are based on the characteristics of the aircraft, on the data supplied by the crew and on the environment of the system. The positioning and guidance functions then collaborate in order to enable the aircraft to remain on the trajectories defined by the FMS. The trajectories to be followed are constructed from a succession of “waypoints” associated with various flight points, such as altitude, speed, time, modes, heading, and other points. The term “waypoint” encompasses any point of interest where the point is defined using two, three or four dimensions. A trajectory is constructed from a sequence of segments and curves linking the waypoints in pairs from the departure point to the destination point. A segment or series of segments may be constrained by one or more economic constraints (e.g., time, fuel, and/or cost or a combination thereof). The speed schedule represents the speed and speed mode that the aircraft should maintain over time as it flies along the flight trajectory.

In aeronautics, the quantities used to define speed are indicated airspeed, the calibrated airspeed, true airspeed and Mach number. The indicated airspeed (IAS) is the speed corresponding to the speed indicated on the onboard instruments. The calibrated airspeed (CAS) corresponds to the speed after correction is applied to the IAS. The true airspeed (TAS) is the speed relative to the air mass the aircraft is traversing. The Mach number is the ratio of speed to the speed of sound. The value representing speed in a speed schedule can be defined as any of these speeds or can also be a groundspeed. If the time constraint is bound to an Earth-referenced point, the meeting of a time constraint is dependent on any of these speeds translated to a groundspeed, aircraft performance limitations and available distance. The groundspeed is the horizontal component of the speed of the aircraft relative to the ground. More precisely, the groundspeed is equal to the magnitude of the vector sum of the air speed and the wind speed projected onto the horizontal plane. The speed of the aircraft is the vector consisting of the wind speed and the ground speed of the aircraft.

In the interest of increased safety and improved airspace or airspace capacity, time constraints are imposed on the aircraft during all flight phases (e.g., departure, climb, cruise, descent and airport approach). This ensures that aircraft arrive at a particular point in their flight plan at a controlled arrival time, scheduled time, constrained time or required time of arrival (hereinafter “RTA”). Traditionally, most commercial aircraft have an RTA function built into the flight control systems of the aircraft. The RTA function controls the altitude and speed so that the aircraft reaches a target waypoint at an associated RTA. For example, an RTA waypoint may be a landing runway threshold, an air traffic convergence point, crossing points, etc. Ensuring an aircraft arrives at an RTA waypoint on time may make it possible, for example, to smooth the flow of air traffic before the approach phase and maintain a desired spacing between aircraft.

For instance, scheduled time(s) of arrival at certain target waypoint(s) may be established by an arrival management system for each aircraft arriving to a particular airport, so that aircraft are suitably separated in space and time between each other at each of the target waypoint(s). Scheduled time(s) of arrival may also be established by an airline operating center so that the airline orchestrates the arrivals of its flights. Furthermore, pilots themselves may schedule arrival times in some instances. For instance, they may advance arrival times in order to overcome flight delays, and so force the aircraft to adopt faster speeds.

The FMS calculates estimated fuel and estimated time of arrival (hereinafter “ETA”) at an RTA waypoint, i.e., the time at which the FMS predicts that the aircraft will arrive at the RTA waypoint. If the ETA departs from the RTA by more than a predetermined tolerance, a new speed command takes place, causing the FMS to redefine the trajectory to be followed by taking account of the time constraint to be observed. The aim is to have the ETA converge with the RTA within a configurable time tolerance (e.g., ±15 seconds). This is accomplished by changing the speed of the aircraft.

Performance optimization allows the FMS to determine the best or most economical speed to fly. This is often called the ECON speed and the corresponding economy speed mode maintains the economy speed. This speed, which includes some tradeoffs between trip time and trip fuel, is based on an estimation of the time-related operating expenses that are specific to each airline's operation. The aircraft's speed while in the economy speed mode is based on an economic optimization criterion called the cost index, the weight of the aircraft, its altitude, wind and the ambient temperature. The cost index is an optimization criterion defined by the ratio of the costs of time and the costs of fuel. As a variant, the optimization criterion may take into account other costs, such as nuisance costs (noises, polluting emissions, etc.).

The cost index is the ratio of the time-related cost of an aircraft operation and the cost of fuel. The value of the cost index (CI) reflects the relative effects of fuel cost on overall trip cost as compared to time-related direct operating costs. In equation form: CI=Time cost (˜$/hr)/Fuel cost (˜cents/lb). Typically the flight crew enters the company-calculated cost index into a control display unit. The FMC then uses this number and other performance parameters to calculate economy (ECON) climb, cruise, and descent speeds.

Clearly, a low cost index should be used when fuel costs are high compared to other operating costs. The FMC calculates coordinated ECON climb, cruise, and descent speeds from the entered cost index. To comply with ATC requirements, the airspeed used during descent tends to be the most restricted of the three flight phases. The descent may be planned at ECON Mach/calibrated air speed (CAS) (based on the cost index) or a manually entered Mach/CAS.

A number of high-level objectives may influence speed selection during cruise flight. These objectives can be grouped into five categories: (1) maximize the distance traveled for a given amount of fuel (i.e., maximum range); (2) minimize the fuel used for a given distance covered (i.e., minimum trip fuel); (3) minimize total trip time (i.e., minimum time); (4) minimize total operating cost for the trip (i.e., minimum cost, or economy [ECON] speed); and (5) maintain the flight schedule. The first two objectives are essentially the same because in both cases the aircraft will be flown to achieve optimum fuel mileage.

In addition to one of the overall strategic objectives listed above for cruise flight, pilots are often forced to deal with shorter term constraints that may require them to temporarily abandon their cruise strategy one or more times during a flight. These situations may include: (1) flying a fixed speed that is compatible with other traffic on a specified route segment; (2) flying a speed calculated to achieve a required time of arrival (i.e., RTA) at a fix; (3) flying a speed calculated to achieve minimum fuel flow while holding (i.e., maximum endurance); and (4) when directed to maintain a specific speed by ATC.

Current aircraft operations typically employ an RTA function or a fixed speed solution that is commanded to be performed “now”. While an RTA function is active, the aircraft speed will fluctuate as new estimated time predictions are made as a result of groundspeed changes. The groundspeed fluctuates with changes in wind speed. As the aircraft speed fluctuates, the thrust will vary respectively. The RTA function assigns and allows control to a waypoint in the flight plan. In other instances, air traffic controllers provide a fixed speed command. The fixed speed solution is not optimized for fuel efficiency and is applicable to a single waypoint. The fixed speeds are generated to be performed as “now” instructions, which allows an aircraft to regain a time difference.

A target waypoint and its corresponding RTA may be either manually inputted to the flight management computer of the aircraft or, alternatively, may be automatically uploaded. In each case, an RTA that is equal to the scheduled time of arrival is inputted to the FMC. In the exemplary case that the aircraft operates under the supervision of an arrival manager, the pilot is required to take necessary measures to reach each waypoint at the mandated scheduled time of arrival. For example, the trajectory may be altered by adjusting the aircraft speed, stretching the aircraft flight path, staying in a holding pattern, and so forth.

With respect to flight guidance, pilots may utilize both the flight management system and a mode control panel to manage aspects of the aircraft's flight, such as lateral profile, vertical profile, and speed profile. Input for managing these aspects may be made, for example among others, via the control display unit, the mode control panel, or other interactive means such as touch-screen or cursor-control devices. The flight guidance input may be used to control the autopilot and related systems such as flight director systems, flight control computers, and autothrottle system, which may in turn send commands to other aircraft systems such as the engines and flight control systems to direct and control the aircraft consistent with the pilots' commands.

One aspect of flight profile whose management poses a challenge is speed. The use of more efficient and more sensitive/complex navigation procedures such as required navigation performance; the availability of more options for fuel efficient, noise abatement, or throughput optimizing flight routings; and the application of automated navigation such as vertical navigation (VNAV) via autopilots to achieve fuel efficiency or required time of arrival (RTA) objectives, among others, all contribute to an increase in the need for speed management.

Throughout this disclosure, speed profile refers to the speed of the aircraft for the different phases of flight or flight segments thereof. The speed that is managed is generally the speed component of the forward velocity of the aircraft and not the vertical speed of the aircraft. The term speed refers to the airspeed of an aircraft, and the two terms, speed and airspeed, may be used herein interchangeably. Furthermore, the type of airspeed such as calibrated airspeed (CAS), indicated airspeed (IAS), Mach number, groundspeed and the like is not specifically called out as it is not critical to teaching the invention. Any type of airspeed may be displayed on a speed profile bar that is consistent with the airspeed displayed in other cockpit instruments.

Pilots may manage a number of speed constraints or aspects that may affect the speed profile of an aircraft. In addition to the aspects discussed above, particular speed constraints or inputs may include, without limitation, most economic speeds, long-range-cruise speeds, required time of arrival (RTA) speeds, company policy-based speeds, limit speeds, mode control panel speeds, crew-selected speeds, and engine-out speeds.

The combination of these various types of speed inputs can result in a complicated speed schedule that can be difficult to manage utilizing the aforementioned multiple systems currently engaged in speed profile management. The need to monitor and utilize these different systems contributes to increased workload, and potentially to errors or anomalies. There is a need for a tool that simplifies the flight crew's awareness and management of the aircraft speed profile in all phases of flight. The present disclosure addresses this need by providing systems and methods for enabling a pilot to view and manage a speed profile using an interactive speed profile bar on a vertical situation display.

FIG. 1depicts an embodiment of a generalized aircraft system architecture10centered on a speed profile management module12(hereinafter “SPMM12”). The term “module” as used herein, may refer to any combination of software, firmware, or hardware used to perform the specified function or functions. It is contemplated that the functions performed by the modules described herein may be embodied within either a greater or lesser number of modules than is described in the accompanying text. For instance, a single function may be carried out through the operation of multiple modules, or more than one function may be performed by the same module. The described modules may be implemented as hardware, software, firmware or any combination thereof. Additionally, the described modules may reside at different locations connected through a wired or wireless telecommunications network, or the Internet.

For example, and without limitation, the SPMM12can be hosted on a number of on-board computers suitable for the aircraft configuration at hand, such as a dedicated speed profile management computer or a flight management computer. The SPMM12transmits speed profile information to the flight management system14and cockpit graphical display system18, which speed profile information may have been modified, changed or updated by the flight crew using the interactive capability disclosed in some detail below. The cockpit graphical display system18typically includes at least a graphics processor unit (not shown) and an electronic display device (not shown).

Still referring toFIG. 1, an SPMM12is provided to manage the speed profile of an aircraft. From the available information in the cockpit affecting all aspects of the speed profile of the aircraft, the SPMM12extracts the information from the interfacing systems depicted inFIG. 1and controls the display of symbology representing speed profile information for viewing by the flight crew on the cockpit graphical display system18. The SPMM12also transmits information that has been modified, changed or updated by the flight crew using the speed profile interactive capability disclosed in more detail below, back to the systems shown inFIG. 1, to affect the speed of the aircraft.

In this regard, the aircraft flight control system20provides speed profile-relevant information such as the performance and health of the engines, flight control computers, autopilot and autothrust systems, and selected flight control inputs on a mode control panel of the cockpit graphical display system18. This functionality may reside in a single computer or module or multiple computers or modules. The aircraft flight control system20also receives speed profile-relevant commands from the SPMM12, the mode control panel, or other system and directs the commands to appropriate component systems, such as the autothrottle and engines, to affect the speed of the aircraft.

For example, as shown inFIG. 2, a flight guidance system30includes display devices such as a cockpit graphical display system18or other annunciators (not shown), control input devices16, a flight guidance computer32, and a plurality of control systems34. The flight guidance computer32and control systems34may be components of the aircraft flight control system20depicted inFIG. 1. In one example, the plurality of control systems34include a lateral/directional motion (or roll/yaw) control system34a, a vertical motion (or pitch) control system34b, and an airspeed (or autothrottle/engine) control system34c. The lateral/directional control system34acan be coupled to flight control surfaces36affecting lateral and directional control, which are typically ailerons and/or rudders of the aircraft42. The vertical motion control system34bcan be coupled to pitch control surfaces38, which are typically the aircraft's elevators. Lastly, the airspeed control system34ccan be coupled to the engines40of the aircraft42in some path-based modes of operation, and can be coupled to the elevators in some climb and descent modes of operation.

Returning toFIG. 1, the flight management system14, and its navigation database (not shown) and aerodynamic and engine (performance) database (not shown), provide information necessary for navigation along the four-dimensional flight route for calculating the optimal or desired performance for that flight route. The flight management system14and its lateral and vertical navigation guidance functions may also utilize information from navigation system22, communications system24, and aircraft flight control system20and then cause the display of flight management information on the cockpit graphical display system18.

The communications system24may also be enabled to uplink and downlink information, for example and without limitation, related to flight plans, ATC instructions for lateral navigation, vertical navigation, speed changes, required time of arrival at a waypoint, required time of arrival at a destination, weather, or airline operational control messages such as those related to gate information and updated time of arrival. It may also be engaged in transmitting and receiving coordination messages between aircraft that are engaged in a collaborative air traffic management application, such as where one aircraft is asked to follow another aircraft in accordance with a specified separation distance, time, speed or altitude parameter.

Another system used in managing the profile-related aspects of a flight is the aircraft's navigation system22. The navigation system22may include one or more of the following component systems: a global positioning system receiver, a distance measuring equipment, an air data and inertial reference unit, ATC transponders, a traffic alert and collision avoidance system and other traffic computers used for air traffic management applications to provide speed profile-relevant information. In this regard, certain air traffic management applications may be available as part of the surveillance system26. Alternative configurations may also embody air traffic management applications and certain navigation information in a suitably equipped electronic flight bag28that may interface with the SPMM12.

In addition, control input devices16are provided to enter, accept, and utilize speed profile-relevant information that is available from, without limitation, a communications uplink from ATC or an airline operational center, the communication system24, a paper chart, customized airline-specific approach procedure database, or other on-board aircraft systems such as the aircraft flight control system20, the flight management system14, the navigation system22, or the surveillance system26. The control input devices16may also be utilized to manage the display of information provided by the SPMM12.

Each control input device16may be embodied as a dedicated control panel or as part of another control input device on the aircraft. For example, and without limitation, the control input device16may be integrated as part of a CDU96(seeFIGS. 3 and 12), which incorporates a small screen and keyboard or touchscreen, or as part of another control panel for controlling flight management, navigation or display aspects of the aircraft's systems. Further, the control input devices16may include, without limitation, voice command input means, keyboards, cursor control devices, touch-screen input and line select keys or other keys on a CDU96.

FIG. 3illustrates a general arrangement of an aircraft cockpit50showing a layout of many of the aircraft systems that interact with the SPMM12. The aircraft cockpit50includes forward windows52, a plurality of flight instruments on a forward instrument panel54, a glareshield panel56and a control pedestal58with various instruments72and electronic display devices74. The forward instrument panel78and the control pedestal58have a number of displays, including multifunction displays88. As shown inFIG. 3, the electronic display devices74include a pair of primary flight displays82, a pair of navigation displays84, and a crew alerting display86. The multifunction display88on the control pedestal58may also be configured to manage datalink communications or other cockpit functions. In addition, the cockpit has a head-up display90, a pair of control display units96, and a pair of electronic flight bag displays92. In addition, a mode control panel94is positioned on the glareshield panel56. The mode control panel94, along with the control display units96and multifunction displays88with interactive capability, may be used to control or modify inputs that influence the speed profile of the aircraft.

Altitude, attitude and airspeed information is graphically displayed on the primary flight displays82. Flight path information, heading, groundspeed, wind direction, actual aircraft position and other types of information are graphically displayed on the navigation displays84. Each navigation display84allows the pilots to have a “bird's eye view” of the flight path and aircraft position. Vertical information has been incorporated into the navigation display84to a limited extent. While the navigation display84has proven to be an invaluable tool for pilots, the navigation display84has been supplemented by the vertical situation display, which displays the vertical flight path graphically just as the navigation display84shows the lateral flight path graphically. The navigation display84and vertical situation display (see, e.g., vertical situation display102inFIG. 5) may be displayed on the same multifunction display88or the vertical situation display may be displayed on a separate electronic display device. For example, the vertical situation display may be implemented on the flight deck as a stand-alone display system. Together, the navigational display84and the vertical situation display give the pilot a more complete picture of the aircraft flight path and any related hazards.

FIG. 4is a block diagram identifying some components of a flight information display system6which may be configured to display a vertical situation display having an interactive speed profile bar. The flight information display system may consist of existing components on a flight deck configured (e.g., arranged and programmed) to perform the functions disclosed herein. In the alternative, the flight information display system6may be a portable system (e.g., a laptop or tablet computer) that can be carried on and off the aircraft by the flight crew.

The flight information display system6depicted inFIG. 4includes a computer62, an electronic entry device64and an electronic display device74. The computer62is configured to cause the electronic display device74to present a vertical situation display that includes symbology representing aircraft vertical positions (e.g., altitudes) for a planned flight path and symbology (e.g., in the form of a speed profile bar) representing speed profile information associated with the planned flight path. The electronic entry device64may be used for user inputs. The user may also input information into the flight information display system6via other aircraft systems. For example, the user may use a flight management computer (not shown inFIG. 5, but see flight management computer108inFIG. 11) to input information and preferences into the flight information display system6. The computer62includes a memory66(also referred to herein as a “a non-transitory tangible computer-readable storage medium”), which stores a database68. The database68may include information on terrain, airspace, flight routes, flight plans, waypoints, instrument approaches, runways and/or any other information that may be needed by an aircraft flight crew. The computer62is programmed to use at least some of the information from the database68to generate a side view of an aircraft flight plan (e.g., a vertical situation display) on an electronic display device74.

A vertical situation display graphically represents a view of the vertical (altitude) profile of an aircraft42. One type of vertical situation display depicts a swath that follows the current track of the aircraft42and therefore is referred to as a track-type vertical situation display. When selected by the flight crew, the vertical situation display may, for example, appear at the bottom of the navigation display84. The basic features of this type of vertical situation display include altitude reference and horizontal distance scales, an aircraft symbol, a vertical flight path vector, terrain depiction, glideslope depiction, and various information selected by the flight crews and flight management computer108, such as the mode control panel-selected altitude, minimum decision altitude, and selected vertical speed predictor. The vertical situation display remains stable during dynamic conditions.

Additional features can be added to the vertical situation display. One example is the depiction of the vertical profile along the entire planned flight path, which vertical profile is referred to as a path-type vertical situation display. Showing the vertical swath along the planned flight path of the aircraft42, instead of just along the current track, provides several benefits. Not only may this enhance awareness of the vertical mode, but VNAV and lateral navigation concepts also may be simplified for training. Other envisioned enhancements include providing weather and traffic information.

FIG. 5shows a typical side-looking vertical situation display102that includes an aircraft symbol100, a straight line representing a projected flight path112, and a chain of connected straight lines representing a planned vertical profile128. A green dot114represents an estimate of a location where the aircraft will reach a target speed. A straight line116representing a glideslope is displayed adjacent to a runway symbol118. Distance is shown on a scale having distance marks120. An altitude scale122is shown for altitude reference. A decision height reference124may be selectable and generally set to a decision height for an instrument approach. An altitude reference “bug”126may also be selectable. The vertical situation display102may also show basic aircraft information. Limited terrain information127may also be shown within a corridor about the projected flight path112.

FIG. 5shows the vertical situation display102in a path mode of operation. The planned vertical profile128is graphically displayed, which may be useful in flight planning. Various waypoints along the planned vertical profile128are indicated by waypoint name indicators130. The lines representing the planned vertical profile128depict the planned altitudes as a function of range (distance) from the current location of the aircraft. The terrain information127displayed is based on the planned vertical profile128. The corridor used for determining terrain information127may be based on the actual flight plan route. This gives pilots an accurate representation of the terrain at each point in the flight, including compensating for changes of direction during the flight.

The path mode may include display of a top-of-climb point134, a top-of-descent point136and/or any other path-based symbology from the navigation display. The top-of-climb point134and top-of-descent point136may be useful in flight planning, especially in determining whether the aircraft will be able to make an altitude restriction which may be shown as one or more altitude restriction triangles132aand132b. The numerical representation of an altitude restriction131is shown under the waypoint named VAMPS. The altitude restriction triangle132awith an apex pointing up represents an at-or-above altitude restriction. The altitude restriction triangle132bwith an apex pointing down represents an at-or-below altitude restriction. Two altitude restriction triangles together132aand132bwith apexes that touch, one pointing up and one pointing down, represent a hard altitude restriction.

The path mode also may include a display of instrument approach information, for example, straight line116representing a glideslope. A 1000-foot decision gate138and a 500-foot decision gate140may also be shown, which correspond to decision gates regularly used by pilots to determine whether the approach will be continued.

The vertical situation display102helps to prevent controlled flight into terrain and approach and landing accidents by enhancing the flight crew's overall situation awareness. In addition, the vertical situation display102is designed to reduce airline operating costs by decreasing the number of missed approaches, tail strikes, and hard landings and by reducing vertical navigation training time.

This disclosure proposes to enhance the utility of a vertical situation display by configuring an electronic display device74to display speed profile information associated with the planned vertical profile128.FIG. 6is a graph representing a simplified preprogrammed speed profile for a flight path of an aircraft. The flight path includes a climb segment, a cruise segment and a descent segment, where the preprogrammed speed profile monotonically increases during the climb segment, levels off at a desired cruise speed, and then monotonically decreases during the descent segment. The adverb “monotonically” as used herein means that there are a series of successive speed increases or successive speed decreases, without substantial oscillation in the relative value of the speed during the segment.

Speed increases during the climb segment and speed decreases during the descent segment may be limited by certain constraint speeds. Such constraint speeds are often set by law for aircraft flying below a certain elevation, such as, for example, a law requiring a plane to fly at 250 knots or less under 10,000 feet. Such a constraint speed would limit the climb speed to 250 knots or less at elevations of 10,000 feet or below during climb and descent segments. Thus, during the climb segment, as illustrated inFIG. 6, the aircraft may accelerate to a speed of 250 knots during portion a, then maintain a constant speed of 250 knots during portion b, until the aircraft reaches 10,000 feet. At that point, the aircraft may begin to accelerate again during portion c of the climb segment. The cruise segment is indicated by portion d in the graph ofFIG. 6. During the descent segment, the aircraft may decrease speed during a portion e in order to comply with the constraint speed of 250 knots at 10,000 ft, then maintain the 250 knots for a period of time during portion f of the speed profile, before reducing speed again during portion g, as the aircraft begins final approach.

The preprogrammed speed profile ofFIG. 6is a simplified profile for illustrative purposes. An actual preprogrammed speed profile may contain any number of suitable constraint speeds. For example, in addition to constraint speeds imposed by law, there may be other constraint speeds imposed for achieving a desired purpose, such as to optimize fuel use during the flight and/or to optimize flight time, or for safety purposes. In some embodiments, constraint speeds are stored in a database as constants, which can be changed if, for example, air traffic regulations change. In addition, certain users, such as airline administrators, can select customized constraint speeds. Constraint speeds may be applied during any segment of the flight path. For example, whileFIG. 6illustrates a constant cruise speed, constraint speeds may cause preprogrammed changes in speed during the cruise segment.

The innovative graphical user interface (GUI) technology disclosed herein is configured to concurrently present a vertical situation display and an interactive speed profile bar. More specifically, the GUI includes interactive speed profile bar software configured to enable a pilot to input speed profile changes into a speed profile management module. The interactive speed profile bar includes a multiplicity of virtual buttons of variable width, referred to hereinafter as “speed bar buttons”. Each speed bar button corresponds to a respective speed segment to be flown by the aircraft when the aircraft is flying in a respective speed mode. The vertical situation display range (and concurrently displayed speed profile bar) may be adjusted to display speed bar buttons corresponding to all or less than all speed segments (and concurrently displayed vertical profile segments) for a particular flight plan.

When the pilot selects a particular speed bar button, symbology representing various available speed segment options is displayed in any one of many possible graphical user interface formats, such as a drop-down list, a dialog box, an array of exclusive selector buttons (virtual), and so forth. The pilot may then select one of the available speed segment options. The speed profile stored in a non-transitory tangible computer-readable storage medium is then updated to incorporate the newly selected speed mode. The pilot or autopilot will then fly the aircraft at the speeds specified by the updated speed profile. It is possible also to manipulate a down path speed segment using the speed bar, not just the active speed. Depending on the speed change, it may only last until the next speed change/inflection point.

Graphical user interface technology designed to enable a pilot to modify the current speed profile while viewing a vertical situation display will now be described in some detail with reference toFIGS. 7A-7E, which show aspects of one proposed implementation of a display system configured to concurrently present a vertical situation display102and an interactive speed profile bar (hereinafter “speed profile bar150”). The speed profile bar150has operator-activatable graphical display elements which are correlated to respective speed segments of the currently active speed profile. In the context of the computerized cockpit display system disclosed herein, each graphical element has associated stored digital data (e.g., a data object in object-oriented programming) representing an identifier (name) and associated parameter values for a corresponding speed segment in a succession of speed segments that make up the speed profile.

FIG. 7Ais a diagram representing a vertical situation display102in accordance with one proposed implementation at an instant in time when the pilot has not yet interacted with the speed profile bar150. In addition to the known elements of a typical vertical situation display described above with reference toFIG. 5, the vertical situation display102depicted inFIG. 7Aincludes a speed profile bar150, which is a graphical user interface the pilot can interact with for the purpose of modifying or adjusting the current speed profile. The speed profile bar150shows changes to the speed profile which are planned to occur along the vertical profile, the location of each speed mode change on the display being correlated with the planned horizontal position of the aircraft at the time of the speed mode change.

As previously mentioned, the interactive speed profile bar150consists of a multiplicity of operator-activatable graphical display elements. The term “operator-activatable display element” refers to display elements that are selectable and/or modifiable via a control input device by, for example, touch interface or aligning a cursor with the operator-activatable element and entering a keystroke, mouse click, or other appropriate signal. Those skilled in the art would understand how operator-activatable elements function; a more detailed description may also be found in U.S. Pat. No. 7,418,319, entitled “Systems and Methods for Handling the Display and Receipt of Aircraft Control Information”.

In accordance with the proposed implementation schematically depicted inFIG. 7A, the operator-activatable display elements of the interactive speed profile bar150take the form of virtual speed bar buttons152a-152dof variable width arranged end to end in a row, each speed bar button displaying a respective label identifying a respective speed segment. More specifically, the capital letters in each label identify the speed mode scheduled to be active during the corresponding leg of the flight having the vertical profile depicted below the speed profile bar150on the vertical situation display102. The numerical portion on the display represents the actual speed target in calibrated airspeed (CAS) or, when displayed with a decimal point, the speed target in Mach number for the identified speed mode. In the instance depicted inFIG. 7A, the interactive speed profile bar150includes the following speed bar buttons: speed bar button152adisplaying the label “ECON 0.821”; speed bar button152bdisplaying the label “ECON 0.835”; speed bar button152cdisplaying the label “SEL 0.850”; and speed bar button152ddisplaying the label “ECON 0.810”.

As seen inFIG. 7A, the widths (hereinafter “button widths”) of speed bar buttons152a-152dare variable. More specifically, the button widths of the speed bar buttons152a-152dvary as a function of the range (distance to be flown) for the corresponding speed segment of the speed profile. For example, if the aircraft were scheduled to fly for 100 miles at an ECON speed of 0.821 (identified in speed bar button152a) and then fly 200 miles at an ECON speed of 0.835 (identified in speed bar button152b), then the speed bar button152awould have a button width W, whereas the speed bar button identifying the ECON speed mode would have a button width 2W. In other words, the button widths of the speed bar buttons152a-152dare correlated to the respective ranges of the speed segments of the current speed profile being identified in the speed profile bar150.

InFIG. 7A, the alphanumeric symbology depicted in speed bar button152ais boldfaced to indicate that the aircraft is currently flying in the ECON speed mode with a target speed of Mach 0.821. InFIG. 7B, the speed bar button152ais shaded to indicate that speed bar button152ahas been selected by the pilot. For example, the pilot may make the selection by touching the speed bar button152a. The speed bar button may change color when selected, which change in color is indicated by the aforementioned shading inFIG. 7B. For example, the speed bar button152amay become green with a magenta outline to indicate pilot selection.

In response to pilot selection of speed bar button152a, a drop-down list154is overlaid on a portion of the vertical situation display102for the pilot to interact with. A drop-down list (also known as a drop-down menu, pull-down list and picklist) is a graphical control element that allows the user to choose one entry from a list of entries. In the example depicted inFIG. 7B, the drop-down list154includes the following elements: a select speed entry field156aidentifying a SEL speed mode having a fillable target speed field (which the pilot may use to select a specific target speed); a maximum-rate-of-climb entry156bidentifying a step climb speed mode in which the maximum rate of climb is 245 feet per minute; and an RTA entry156cidentifying an RTA speed mode having a target speed of Mach 0.819.

In accordance with an alternative embodiment, the drop-down list154may contain exclusive selector buttons (described below with reference toFIG. 14). The items in the drop-down list154may be selected by touch or with a cursor control device (e.g., of a type depicted inFIGS. 13A and 13B) by pushing a select button while the item is highlighted. The drop-down list154may stay open after an item has been selected to allow other another item to be selected (which has the effect of de-selecting the initially selected entry). The drop-down list154may be closed by selecting the speed bar button152aagain, selecting an EXIT button at the bottom of the list (not shown inFIG. 7A), executing the change (not shown in figure), or any other suitable GUI interaction.

InFIG. 7C, select speed entry field156aof drop-down list154is shaded (again representing a color change) to indicate that select speed entry field156ahas been selected by the pilot. The interactive speed profile bar software is configured such that the pilot may then enter a numeric value (e.g., using numeric keys on a CDU96, or other keyboard) specifying a pilot-selected target speed for the aircraft.FIG. 7Dshows the state of the drop-down list154after the pilot has input a target speed of Mach 0.845. Following a further input to the CDU96(seeFIG. 3) or other input device, the drop-down list154disappears and alphanumeric symbology representing the selected speed mode and target speed (in this example, “SEL 0.845”) is displayed in the speed bar button152a, as depicted inFIG. 7E. The pilot or autopilot will thereafter fly the aircraft in a manner that achieves the selected target speed during that speed segment.

The width of a speed bar button152will be referred to herein as the “button width”. The button widths of the speed bar buttons152vary as a function of the range during each speed segment of the currently enabled speed profile. The respective widths of the speed bar buttons to be displayed are calculated by the interactive speed profile bar software, which is also configured to impose a minimum button width constraint.

FIGS. 8A through 8Dare diagrams representing successive example screenshots of a vertical situation display102having an interactive speed profile bar150with variable-width speed bar buttons. In the instance depicted inFIG. 8A, the interactive speed profile bar150includes the following speed bar buttons: a special speed bar button152ehaving symbology indicating that other symbology identifying multiple speed segments is available for viewing; speed bar button152fdisplaying the label “SEL 0.845”; speed bar button152gdisplaying the label “SEL 0.850”; and speed bar button152hdisplaying the label “ECON 0.835”. The symbology displayed in special speed bar button152econsists of ellipses. However, any other predefined symbology may be employed to indicate additional information is available. Each of the speed bar buttons depicted inFIG. 8Ahas a button width equal to or greater than the minimum button width. The minimum button width remains constant, but the range scale of the vertical situation display102may be varied (the altitude scale typically adjusts based on the range scale). This gives rise to the circumstance that the range represented by the minimum button width (hereinafter the “threshold range”) changes as the range scale changes. In other words, the interactive speed profile bar software makes use of a parameter name “threshold range” which has a value which varies in dependence on the range scale of the vertical situation display102.

For example, the range scale is adjustable by the pilot. As used herein, adjusting the range scale means changing the scale of the horizontal axis of the vertical situation display102so that a shorter or longer total range is displayed along the horizontal axis. For example, instead of the virtual situation display102depicting the planned vertical profile for the next 640 miles to be flown by the aircraft (as seen inFIGS. 8A and 8B), only the portion of the planned vertical profile for the next 160 miles is depicted along the same horizontal axis (as seen inFIGS. 8C and 8D). This change results in a more zoomed in range scale.

In the vertical situation display102with interactive speed profile bar150disclosed herein, the length of the speed profile bar and the length of the horizontal axis of vertical situation display102are equal when displayed on the same screen. Thus the speed profile bar150represents that portion of the speed profile that will govern the speed of the aircraft as the aircraft flies the total range represented by the horizontal axis. This means that, if the minimum button width is a unit length along the speed profile bar150, then there is a unit length of range (referred to herein as the “threshold range”) corresponding to the minimum button width. (That threshold range will vary as the range scale is varied.)

A spatial display restriction arises when the current speed segment being flown by the aircraft has a range which is less than the threshold range. Any attempt to display a speed bar button having a width corresponding to that range would be blocked by the imposition (by an algorithm of the interactive speed profile bar software) of the minimum button width constraint. More specifically, the interactive speed profile bar software identifies instances wherein speed bar buttons corresponding to short-range speed segments (speed segments having a range less than a settable threshold range) cannot be displayed because their widths would not meet the minimum button width constraint. In response to a determination that the current range is less than the threshold range, the interactive speed profile bar software is configured to cause the display of a special speed bar button152ethat does not identify a specific speed segment and instead displays symbology indicating that other symbology identifying multiple speed segments is available for viewing.

To resolve instances wherein speed segments cannot be identified on the speed profile bar150because their ranges are less than the threshold range, means for speed bar button decluttering are provided which enable a pilot to view speed bar buttons identifying speed segments having ranges less than the threshold range. This is accomplished by automatically adjusting the zoom level of the range scale of the vertical situation display102(see change in the range scale by first viewingFIG. 8Band then viewingFIG. 8C) in response to the pilot selecting the special speed bar button152e. This change in the range scale produces an inversely proportional decrease in the threshold range corresponding to the fixed minimum button width. A speed segment having a range greater than the decreased threshold range (which range was previously less than the initial threshold range) may now be identified by its own speed bar button having a button width proportional to the range of the speed segment.

InFIG. 8B, the special speed bar button152eis shaded to indicate that special speed bar button152ehas been selected by the pilot. For example, the pilot may make the selection by touching the special speed bar button152e. The special speed bar button152emay change color when selected, which change in color is indicated by the aforementioned shading inFIG. 8B. For example, the color of special speed bar button152emay change to green with a magenta outline to indicate pilot selection.

In response to pilot selection of special speed bar button152e, the scale of the horizontal axis of the vertical situation display102is reduced so that a shorter range is displayed along the horizontal axis. For example, instead of the virtual situation display102depicting the planned vertical profile for the next 640 miles to be flown by the aircraft (as seen inFIG. 8B), only the portion of the planned vertical profile128for the next 160 miles is depicted along the same horizontal axis (as seen inFIG. 8C). In addition, a return-to-previous-range button158is displayed (see upper left-hand corner of the screenshot presented inFIG. 8C), which the pilot can touch or click on to restore the previous scale of the horizontal axis of the vertical situation display102.

At the same time (also in response to pilot selection of special speed bar button152e), the displayed speed profile bar150is reconfigured such that the following changes occur: (1) the width of the speed bar button152fis expanded and relocated to conform to the change in range scale; (2) the special speed bar button152eis removed; and (3) two new pilot-activatable speed bar buttons152iand152jare displayed, each of the speed bar buttons152iand152jhaving a respective button width equal to or greater than the minimum button width and reflecting their respective speed segment range. Thus, in the instance depicted inFIG. 8C, the interactive speed profile bar150includes the following speed bar buttons: speed bar button152idisplaying the label “MAX RT 245” (which is the currently active speed segment); speed bar button152jdisplaying the label “SEL 0.798”; and speed bar button152fdisplaying the label “SEL 0.845”. InFIG. 8C, the alphanumeric symbology depicted in speed bar button152iis boldfaced to indicate that the aircraft is currently flying a maximum rate of climb with a target speed of 245 knots.

InFIG. 8D, the speed bar button152iis shaded to indicate that speed bar button152ihas been selected by the pilot. For example, the pilot may make the selection by touching the speed bar button152i. The speed bar button152imay change color when selected, which change in color is indicated by the aforementioned shading inFIG. 8D. For example, the speed bar button152imay become green with a magenta outline to indicate pilot selection.

In accordance with the proposed implementation schematically depicted inFIG. 8D, in response to pilot selection of speed bar button152i, the vertical axis of the vertical situation display102is compressed upward and a dialogue box170is displayed in the vacated space underneath the vertically compressed vertical situation display102. The dialogue box170is a window that contains graphical control elements that allow the pilot to choose one option from an array of mutually exclusively selectable options. In the example depicted inFIG. 8D, the dialogue box170includes the following graphical control elements: a selected speed entry field172identifying a SEL speed mode having a fillable target speed field (which the pilot may use to select a specific target speed); a maximum-rate-of-climb button174identifying the currently active climb speed mode in which the maximum rate of climb target speed is 245 knots; a pilot-selectable RTA speed mode button176identifying an RTA speed mode having a target speed of Mach 0.819; and a pilot-selectable ECON speed mode button178identifying an ECON speed mode having a target speed of Mach 0.821.

If the pilot wishes to enter alphanumeric information in the select speed entry field172, the pilot first enters the alphanumeric information from the scratchpad area310(seeFIG. 12). If the selected speed mode option is then selected, a speed is entered, and the information is acceptable to the select speed entry field172(the speed profile management application that owns the select speed entry field172determines whether the entry is acceptable), the information is transferred to the select speed entry field172(seeFIG. 8D). More specifically, when the cursor2is moved within the active area4of the entry box and the selection switch164a,164b(seeFIGS. 13A and 13B) is pressed, the alphanumeric information is transferred from the scratchpad area310into the select speed entry field172. If the information is not acceptable to the entry box, the information is not transferred and the scratchpad is not cleared. This may also be accomplished by touching the select speed entry field172and typing directly into the entry field.

In response to pilot selection of one of the available speed segments identified inFIG. 8Dother than the currently active “MAX RT 245” speed segment, alphanumeric symbology identifying the selected speed mode and indicating the target speed will be displayed inside speed bar button152ein place of the label “MAX RT 245”. By touching or clicking on the return-to-previous-range button158, the pilot may return the vertical situation display102and interactive speed profile bar150to the states depicted inFIG. 8A.

As previously mentioned, the interactive speed profile bar software is configured to display special symbology in a speed bar button corresponding to multiple speed segments having a sum of their ranges which is less than a threshold range associated with a minimum button width.FIG. 9is a flowchart identifying steps of a method200for determining when to display a special speed bar button having symbology indicating that other symbology identifying multiple speed segments is available for viewing. First, a threshold range corresponding to the minimum speed bar button width is set (step202). For example, a minimum speed bar button width of one inch may correspond to a speed segment range of 50 NM. This may be a default setting or a setting selected by the flight crew. In other words, the interactive speed profile bar150is calibrated relative to the horizontal axis of the vertical situation display102so that a speed bar button having a button width in excess of the minimum button width would represent a speed segment having a range in excess of the threshold range.

The next step is to retrieve the current range of the current speed segment from the random access memory where the current speed profile is stored (step204). Then the processor executing the interactive speed profile bar software determines whether the current range of the current speed segment is less than the threshold range corresponding to the minimum button width (step206). On the one hand, if the processor determines that the current range is not less than the threshold range, then the processor sends instructions to a graphics processor (not shown in the drawings) to display a speed bar button having symbology that identifies the current speed segment and having a button width that is proportional to the current range of current speed segment (step208). On the other hand, if the processor determines that the current range is less than the threshold range, then the processor retrieves the next range of the next speed segment from random access memory (step210) and then sums all of the retrieved ranges (step212), which in this instance is the sum of the current range and the next range.

Still referring toFIG. 9, the processor then determines whether the sum of all retrieved ranges is greater than the threshold range (step214). On the one hand, if the processor determines that the sum of all retrieved ranges is greater than the threshold range, then the processor sends instructions to the graphics processor to display the special speed bar button152e(step216). As previously described, the special speed bar button152eincludes symbology that indicates to the pilot that other symbology identifying multiple speed segments is available for viewing. Also the width of the special speed bar button152ewill be proportional to the sum of all retrieved ranges. For example, if the current range and the next range are both less than the threshold range, the width of special speed bar button152ewill be proportional (in accordance with the initial calibration) to the sum of the current and next ranges.

FIG. 10is a flowchart identifying steps of a method220for enabling a pilot to change the zoom level of the range scale of the vertical situation display102so that previously undisplayable speed bar buttons may be viewed in a format that satisfies a minimum button width constraint. First, the pilot selects the special speed bar button152ethat indicates the availability of multiple speed segments for selection and modification (step222). In response to that selection, the range scale of the vertical situation display102is zoomed in automatically such that the range of the speed segment of shortest range corresponds to the minimum button width and respective speed bar buttons are displayed which correspond to the multiple speed segments previously not identified (step224). Also a return-to-previous-range button158is displayed (see upper left-hand corner of the screenshot presented inFIG. 8C) (step226). Next the user selects a desired speed segment by touching or clicking on the speed bar button corresponding to the desired speed segment (step228). As previously described, the dialogue box170is then displayed in a space vacated by vertically compressing the vertical situation display102(step230). The pilot then interacts with the dialogue box to change the speed segment or cancels the changes or selects the return-to-previous-range button158(step232). In response to performance of step232, the original zoom level of the range scale of the vertical situation display102is restored (step234).

The flight management computer is generally connected to some sort of display unit, such as, for example, a control display unit, which displays flight management information for use by the pilots. The CDU96generally has an area on the screen, called a scratchpad, which displays information that is available for selection into an entry field. The scratchpad displays characters as they are entered on a keyboard by the pilot. Thus, the pilot is able to check his/her data entry work prior to entry into the FMS. For example, when interacting with a navigation system, the pilot generally enters any needed data into the FMS via the keyboard. Another implementation may support direct entry into the selected field. Flight plan information generally includes, but is not limited to, waypoint and leg information. When the pilot needs to modify, add, and/or delete flight plan data, he/she generally enters waypoint information into the FMS and views the information on the scratchpad area of the CDU. The pilot generally must enter alphanumeric characters of some sort to identify the waypoint.

An aircraft navigational system with a graphical scratchpad may be provided, such system including a processor which runs a software program, an electronic display which displays navigational data, a flight management computer including a central display unit with a scratchpad area, and a cursor control device. The user may use the cursor control device to control a cursor on the electronic display, or a touch screen, and select entry fields on the electronic display for entry from the scratchpad area of the CDU.

FIG. 11schematically depicts one embodiment of a flight information display system104which enables a pilot to interact with a speed profile bar150on a vertical situation display102. The flight information display system104includes a flight management computer108that includes a display controller (not shown) for controlling an electronic display device74. The flight management computer108includes a memory142containing a software program144configured for performing a speed profile management function. More specifically, that speed profile management function is configured to convert signals representing pilot interactions with the graphical user interface shown inFIGS. 7A-7Einto a new speed schedule in a digitized format for storage in memory142. The memory142also includes a database146which may include waypoint information. The flight information display system104further includes a control display unit96(hereinafter “CDU96”) and a cursor control device106, both of which are operatively coupled to the flight management computer108. The cursor control device106enables the pilots to control a cursor on a vertical situation display102(not shown inFIG. 11) being displayed on the electronic display device74for selection and entry of information into the flight management system. For example, a pilot may first use the cursor control device106to interact with the interactive speed profile bar150on the vertical situation display102(see, e.g.,FIG. 7A) to select a fillable field and then use a scratchpad area310displayed on a display screen302of the CDU96(seeFIG. 12) to enter data into in the fillable field. Another implementation may support direct entry.

Referring toFIG. 12, the CDU96has a display screen302that include a scratchpad area310, line select keys304and data entry keys306. Generally, flight management information is displayed on the CDU96for reference and manipulation by the pilot. The pilot enters data into the flight management computer108via the line select keys304and the data entry keys306. The line select keys304allow the pilot to select options or choices represented by alphanumeric characters visible on the display screen302. If the pilot needs to enter data into the flight management computer, for example, new waypoint data, the data entry keys306, which may represent alphanumeric characters similar to a keyboard, may be used for data entry. When the pilot enters data via the data entry keys306(and in some cases the line select keys), the entries appear in the scratchpad area310, and this allows the pilot to check his/her work prior to execution. Final entry of data from the scratchpad area310into the flight management computer108may be accomplished with an execute key or an enter key (neither shown), or by selecting one of the line select keys304.

The cursor control device106or a touch interface provides for a pilot to interact with the interactive speed profile bar150presented on the vertical situation display102. The cursor control device106allows the pilot to point to and select objects on the displays. The cursor provides the user with a visual cue of the current position of the input focus. The cursor is represented by one symbol out of a standard set. The particular symbol displayed at a given time may be dependent on the context of the task (pointing, waypoint picking, or map centering). Users are required to take a separate, explicit action, distinct from cursor positioning, for the actual selection and entry (into the flight management computer108) of a speed option.

As used herein, the term “cursor” means a symbol on a display which can be moved by the cursor control device. Its shape is dependent on the function that it is currently performing. As used herein, the term “the cursor control device” means the hardware which moves the cursor on the display. The cursor control device106may take any one of many forms, including a trackball, a rotary knob tabber and a touchpad. These cursor control devices interact with display features and enable the pilots to perform functions such as selecting menu items on multifunction displays, choosing data to display on the vertical situation display102, and so forth. In accordance with one proposed implementation, each pilot may have tabbers and a touchpad.

FIGS. 13A and 13Bare diagrams representing a top and side views respectively of a touchpad cursor control device160in accordance with one proposed implementation. The touchpad cursor control device160includes a touchpad162made of capacitive glass, a pair of selection switches164a,164band a palm support166.

A symbol, called a cursor, moves around on the vertical situation display102as the touchpad cursor control device160is manipulated. The pilot moves the cursor symbol by moving a finger over the touchpad162of the touchpad cursor control device160. Active areas on the vertical situation display102are areas which will cause something to happen when selected. To select an active area, the cursor symbol must be moved over an active area on the vertical situation display102(a highlight will appear around the active area) and then a selection switch164aor164bon the touchpad cursor control device160is pressed. Active areas on the vertical situation display102may be shown with a gray background and a bezel to produce a three-dimensional appearance, so that it is easy to see at a glance which functions are available on the vertical situation display102at any time. The pilot can select an active area by pressing one of the selection switches164a,164bon the touchpad cursor control device160using a thumb when the following conditions are met: (1) the cursor symbol is in the active area; and (2) the highlight box is displayed.

In addition or in the alternative, the cursor control device106identified inFIG. 11may be a rotary cursor control device (not shown in the drawings) sometimes referred to as a “tabber”. The pilot moves the cursor symbol by turning a rotary cursor control device (CCD) either clockwise or counter-clockwise. The cursor symbol will then move from one active area to another on the vertical situation display102. The pilot can select an active area by pressing the select button in the center of the rotary CCD when the highlight box is displayed around the active area.

In addition or in the alternative, a touch screen (not shown in the drawings) may be used for interacting with the display. The pilot selects buttons by tapping on the surface of the display equipped with a touch sensor.

In accordance with the proposed implementation schematically depicted inFIGS. 7A-7E, a drop-down list154is overlaid on a portion of the vertical situation display102for the pilot to interact with. In accordance with the proposed implementation schematically depicted inFIGS. 8A-8D, a vertical situation display102is compressed vertically to occupy less space and a dialogue box170is presented in an area below the vertically compressed vertical situation display102. In either case, the drop-down list154or the dialogue box170may contain entry boxes or radio selection buttons or both. Any entry boxes may be filled using a scratchpad or direct entry using a keyboard (physical or virtual).

FIG. 14is a diagram representing an unselected exclusive selector button8with a cursor2inside the associated active area4, the exclusive selector button being of a type suitable for use with the speed segment option interfaces (e.g., drop-down list154and dialogue box170) disclosed herein. Each exclusive selector button is accompanied by a label that identifies what speed mode and speed target each button represents.

Exclusive selector buttons and nonexclusive selector buttons are controls that allow the user to change settings to modify future actions. Exclusive selector buttons are mutually exclusive. A group is defined as a set of a minimum of two mutually exclusive buttons. Selecting one exclusive selector button8deselects any other exclusive selector button in that group. All exclusive selector buttons in one group are displayed on the same page. A group of these buttons can be used to force the user to select between a defined set of alternatives.

Exclusive selector buttons are selected and deselected by touching the button on a touchscreen or clicking the cursor selection button when the cursor is within the active area4of the exclusive selector button8. When an exclusive selector button is selected, the inside of the button is filled to show that the exclusive selector button is selected. When the cursor2moves within the active area4of an exclusive selector button8, the exclusive selector button is highlighted. The active area4may be rectangular and encompass the area around the button symbol, the exclusive selector button label, and the area between the label and the button. In one proposed implementation, the active area is not visible to the user.

While systems and methods for enabling a pilot to manage a speed profile using an interactive speed profile bar that is viewable in conjunction with a vertical situation display have been described with reference to various embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the teachings herein. In addition, many modifications may be made to adapt the teachings herein to a particular situation without departing from the scope thereof. Therefore it is intended that the claims not be limited to the particular embodiments disclosed herein.

The methods described herein may be encoded as executable instructions embodied in a non-transitory tangible computer-readable storage medium, including, without limitation, a storage device and/or a memory device. Such instructions, when executed by a processing or computing system, cause the system device to perform at least a portion of the methods described herein. The embodiments described in some detail above may include computer-executable instructions, such as routines executed by a programmable computer. Other computer system configurations may be employed, such as a special-purpose computer or a data processor that is specifically programmed, configured, or constructed to perform one or more of the computer-executable instructions described below.

As used herein, the term “computer system” should be construed broadly to encompass a system having at least one computer or processor, and which may have multiple computers or processors that communicate through a network or bus. As used in the preceding sentence, the terms “computer” and “processor” both refer to devices comprising a processing unit (e.g., a central processing unit) and some form of memory (i.e., computer-readable medium) for storing a program which is readable by the processing unit. More specifically, the term “computer” as used herein refers to any data processor that can be engaged in a cockpit, including computers for cockpit display systems, flight management computers, flight control computers, electronic flight bags, notebook computer, tablet computer, or other hand-held devices.

The process claims set forth hereinafter should not be construed to require that the steps recited therein be performed in alphabetical order (any alphabetical ordering in the claims is used solely for the purpose of referencing previously recited steps) or in the order in which they are recited unless the claim language explicitly specifies or states conditions indicating a particular order in which some or all of those steps are performed. Nor should the process claims be construed to exclude any portions of two or more steps being performed concurrently or alternatingly unless the claim language explicitly states a condition that precludes such an interpretation.