Indicating systems, devices and methods for high-lift flight control surfaces of aircraft

Systems, devices and methods a for use with one or more high-lift flight control surfaces (24) of aircraft are disclosed. One exemplary method comprises receiving data representative of a commanded configuration (48) for a high-lift flight control surface (24); and on a display device (14) of the aircraft, showing an indicator (30) indicating the commanded configuration and a corresponding commanded position (50) for the high-lift flight control surface (24). The indicator (30) graphically indicates a correlation between the commanded configuration (48) and the corresponding commanded position (50) for the high-lift flight control surface (24).

TECHNICAL FIELD

The disclosure relates generally to aircraft operation, and more particularly to systems, devices and methods for assisting with the operation of high-lift flight control surfaces of an aircraft.

BACKGROUND OF THE ART

High-lift flight control surfaces are typically used to increase the lift of an aircraft wing during the take-off and/or landing phases. Such high-lift flight control surfaces typically comprise one or more trailing edge devices also known as flaps and can sometimes also comprise one or more leading edge devices also known as slats on larger aircraft. Different configurations of flap and slat deployment is typically achieved via a lever in the flight deck that can be positioned at discrete positions corresponding to specific commanded configurations for the flaps and slats. Since both flaps and slats typically move to different positions (measured in degrees) for a commanded configuration, it has become a common practice to identify those configurations through a discrete number (e.g., 0, 1, 2, 3 and 4) corresponding to specific lever positions. On some aircraft, the same number can correspond to different flaps and/or slats positions depending on whether the aircraft is about to take-off or about to land. Even though the lever has discrete positions, the high-lift flight control surface(s) move to attain corresponding commanded position(s) typically measured in degrees.

Existing methods for presenting information to the flight crew about the operation of high-lift flight control surfaces require a significant amount of the flight crew's attention during phases of high workload and can potentially lead to misinterpretation of the information. Improvement is desirable.

SUMMARY

In one aspect, the disclosure describes an indicating system for one or more high-lift flight control surfaces of an aircraft. The system comprises:a data processor; andmachine-readable memory storing instructions executable by the processor and configured to cause the processor to:using data representative of a commanded configuration for a high-lift flight control surface and data representative of a corresponding commanded position for the high-lift flight control surface, generate an output for causing a display device of the aircraft to show an indicator indicating the commanded configuration and the corresponding commanded position for the high-lift flight control surface, the indicator graphically indicating a correlation between the commanded configuration and the corresponding commanded position for the high-lift flight control surface.

The commanded configuration may correspond to a high-lift configuration number.

The commanded configuration may correspond to a position of a lever.

The instructions may be configured to cause the processor to, using data representative of an actual position of the high-lift flight control surface, generate the output for causing the indicator to indicate the actual position of the high-lift flight control surface.

The commanded position may be indicated using an analog scale.

The instructions may be configured to cause the processor to, using data representative of an actual position of the high-lift flight control surface, generate the output for causing the indicator to indicate the actual position of the high-lift flight control surface.

The actual position may be indicated using the analog scale.

The actual position may be indicated using a progress bar along the analog scale.

The commanded position may be indicated using a marker along the analog scale.

The indicator may comprise a graphical connector between the indicated commanded configuration and the indicated commanded position for the high-lift flight control surface to indicate the correlation between the commanded configuration and the commanded position for the high-lift flight control surface.

The graphical connector may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The progress bar may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The marker may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The instructions may be configured to cause the processor to: using data representative of a corresponding commanded position for another high-lift flight control surface, generate the output for causing the indicator to indicate the corresponding commanded position for the other high-lift flight control surface, the indicator graphically indicating another correlation between the commanded configuration and the corresponding commanded position for the other high-lift flight control surface.

The instructions may be configured to cause the processor to, using data representative of an actual position of the other high-lift flight control surface, generate the output for causing the indicator to indicate the actual position of the other high-lift flight control surface.

The indicated commanded configuration may comprise a textual element representing the commanded configuration. The textual element may have a variable position that is dependent on the commanded configuration.

In another aspect, the disclosure describes an aircraft comprising a system as described herein.

In another aspect, the disclosure describes a display device for one or more high-lift flight control surfaces of an aircraft. The display device comprises:

a display area; and

an indicator shown in the display area, the indicator indicating a commanded configuration for a high-lift flight control surface and a corresponding commanded position for the high-lift flight control surface, the indicator graphically indicating a correlation between the commanded configuration and the corresponding commanded position for the high-lift flight control surface.

The commanded configuration may correspond to a high-lift configuration number.

The commanded configuration may correspond to a position of a lever.

The indicator may indicate the actual position of the high-lift flight control surface.

The commanded position may be indicated using an analog scale.

The indicator may indicate the actual position of the high-lift flight control surface.

The actual position may be indicated using the analog scale.

The actual position may be indicated using a progress bar along the analog scale.

The commanded position may be indicated using a marker along the analog scale.

The indicator may comprise a graphical connector between the indicated commanded configuration and the indicated commanded position for the high-lift flight control surface to indicate the correlation between the commanded configuration and the commanded position for the high-lift flight control surface.

The graphical connector may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The progress bar may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The marker may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The indicator may indicate a corresponding commanded position for another high-lift flight control surface. The indicator may graphically indicate a correlation between the commanded configuration and the corresponding commanded position for the other high-lift flight control surface.

The indicator may indicate an actual position of the other high-lift flight control surface.

The indicated commanded configuration may comprise a textual element representing the commanded configuration. The textual element may have a variable position that is dependent on the commanded configuration.

In another aspect, the disclosure describes an aircraft comprising a display device as described herein.

In another aspect, the disclosure describes a method for use with one or more high-lift flight control surfaces of an aircraft. The method comprises:

receiving data representative of a commanded configuration for a high-lift flight control surface; and

on a display device of the aircraft, showing an indicator indicating the commanded configuration and a corresponding commanded position for the high-lift flight control surface, the indicator graphically indicating a correlation between the commanded configuration and the corresponding commanded position for the high-lift flight control surface.

The commanded configuration may correspond to a high-lift configuration number.

The commanded configuration may correspond to a position of a lever.

The method may comprise receiving data representative of an actual position of the high-lift flight control surface and causing the indicator to indicate the actual position of the high-lift flight control surface.

The method may comprise indicating the commanded position using an analog scale.

The method may comprise receiving data representative of an actual position of the high-lift flight control surface and causing the indicator to indicate the actual position of the high-lift flight control surface.

The method may comprise indicating the actual position using the analog scale.

The method may comprise indicating the actual position using a progress bar along the analog scale.

The method may comprise indicating the commanded position using a marker along the analog scale.

The indicator may comprise a graphical connector between the indicated commanded configuration and the indicated commanded position for the high-lift flight control surface to indicate the correlation between the commanded configuration and the commanded position for the high-lift flight control surface.

The graphical connector may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The progress bar may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The marker may comprise: a first color when the actual position of the high-lift flight control surface substantially corresponds to the commanded position for the high-lift flight control surface; a second color when the actual position of the high-lift flight control surface is transitioning toward the commanded position for the high-lift flight control surface; and a third color when the actual position of the high-lift flight control surface has failed to reach the commanded position for the high-lift flight control surface.

The method may comprise receiving data representative of a corresponding commanded position for another high-lift flight control surface and causing the indicator to indicate the corresponding commanded position for the other high-lift flight control surface where the indicator graphically indicates a correlation between the commanded configuration and the corresponding commanded position for the other high-lift flight control surface.

The method may comprise receiving data representative of an actual position of the other high-lift flight control surface and causing the indicator to indicate the actual position of the other high-lift flight control surface.

The indicated commanded configuration may comprise a textual element representing the commanded configuration. The textual element may have a variable position that is dependent on the commanded configuration.

Further details of these and other aspects of the subject matter of this application will be apparent from the detailed description and drawings included below.

DETAILED DESCRIPTION

The present disclosure describes systems, display devices, methods and computer program products useful for assisting a flight crew with the operation of one or more high-lift flight control surfaces of an aircraft. In various aspects, an indicator is presented to the flight crew to simultaneously indicate a commanded configuration (e.g., lever position) and one or more corresponding commanded positions (e.g., degrees) for one or more high-lift flight control surfaces respectively. In some embodiments, the indicator graphically indicates a correlation (e.g., graphical link) between the commanded configuration and the corresponding commanded position(s) for the high-lift flight control surface(s). In some embodiments, the indicator also simultaneously indicates the actual position(s) of the high-lift flight control surface(s). In some embodiments, the indicator graphically indicates the presence of a system degradation (e.g., failure) affecting the operation of one or more of the high-lift flight control surfaces.

The indicator provides relevant information about the operation of one or more high-lift flight control surfaces to the flight crew in a clear and integrated manner that is also intuitive and relatively easy to interpret by the flight crew. This may contribute toward reducing pilot workload during critical phases of flight such as take-off and landing.

Aspects of various embodiments are described through reference to the drawings.

FIG. 1shows an exemplary aircraft10and a partial schematic representation of flight deck12which may be part of aircraft10. Aircraft10may be a corporate, private, commercial or any other type of aircraft. For example, aircraft10may be a fixed-wing aircraft. In some embodiments, aircraft10may be a narrow-body, twin engine jet airliner. Flight deck12may comprise additional or fewer elements than those shown and described herein. Flight deck12may comprise left portion12A intended to be used by a pilot (sometimes referred as “captain”) of aircraft10and right portion12B intended to be used by a co-pilot (sometimes referred as “first officer”) of aircraft10. Left portion12A and right portion12B may comprise functionally identical components so that at least some operational redundancy may be provided between left portion12A and right portion12B of flight deck12.

Flight deck12may comprise one or more display devices14providing respective display areas16. In the particular configuration of flight deck12shown, left portion12A and right portion12B may each comprise two display devices14and an additional display device14may be provided in pedestal region18of flight deck12. Display device14provided in pedestal region18may be shared between the captain and the first officer during normal operation of aircraft10. Display devices14may include one or more cathode-ray tubes (CRTs), liquid crystal displays (LCDs), plasma displays, light-emitting diode (LED) based displays or any known or other type of display device that may be suitable for use in flight deck12. Display devices14may be used to display operational and status information about various systems of aircraft10, information related to flight/mission planning, maps and any other information that may be useful for the flight crew (e.g., pilots) during the operation of aircraft10. Display devices14may facilitate dialog between the flight crew and various systems of aircraft10via suitable graphical user interfaces. Flight deck12may comprise one or more data input devices such as, for example, one or more cursor control devices20, one or more multi-function keypads22and one or more (e.g., standalone or multifunction) controllers23that may permit data entry by the flight crew. For example, such controller(s)23may be disposed in the glare shield above one or more display devices14.

Aircraft10may comprise one or more high-lift flight control surfaces24(referred hereinafter as “high-lift devices24”) of aircraft10. High-lift devices24may comprise actuatable aerodynamic surfaces which may serve to increase an amount of lift generated by aircraft10during certain phases of operation such as during take-off and landing for example. Depending on the specific configuration of aircraft10, high-lift devices24may comprise one or more trailing edge flaps24A and/or one or more leading edge slats24B. High-lift devices24may be part of main wings26of aircraft10. Alternatively or in addition, high-lift devices24may be located elsewhere on aircraft10. The systems, devices and methods disclosed herein are not intended to be limited to the specific type and number of high-lift devices24shown herein. In various embodiments, the systems, devices and methods disclosed herein may be useful in the operation of a single high-lift device24or of a plurality of high-lift devices24.

Flight deck12may comprise lever28, which may serve to control the operation of one or more high-lift devices24. Lever28may be also known as a “flap lever” even though it may be used to control the operation of both flaps24A and slats24B. Lever28may be used to receive an input from the flight crew representative of a commanded configuration of high-lift devices24. Lever28may be movable to discrete positions (e.g., 0, 1, 2, 3 and 4) corresponding to particular commanded configurations for flaps24A and slats24B. Depending on the type of aircraft10and its current phase of operation, the same configuration number may correspond to different position settings in degrees for flaps24A and/or slats24B. For example, the same configuration number may correspond to different position settings depending on whether aircraft10is about to take-off, about to land and/or performing a steep approach. Even though lever28may have discrete positions, high-lift devices24may move to attain the respective commanded positions in degrees. High-lift devices24may be operated so that the deployment/retraction of high-lift devices24is substantially symmetric on both wings26.

A commanded configuration (e.g., 0, 1, 2, 3 and 4) input via lever28may correspond to a commanded position (e.g., in degrees) of flaps24A and to a commanded position (e.g., in degrees) of slats24B. Even though the commanded configuration may apply to both flaps24A and slats24B, the commanded position of flaps24A in degrees may not necessarily correspond to the same commanded position of slats24B in degrees for the same configuration commanded via lever28.

One or more of display devices14may comprise indicator30displayed in respective display areas16during one or more phases of flight of aircraft10. In some embodiments, a single instance of indicator30may be displayed on a display device14that is conveniently located to be visible by both the captain and the first officer. For example, an instance of indicator30may be displayed on a display device14on which other indications relating to an engine-indicating and crew-alerting system (EICAS) of aircraft10may also be displayed. Alternatively, indicator30may be displayed on a display device14considered a primary flight display (PFD) of flight deck12. For example, one instance of indicator30may be displayed on the captain's PFD and another instance of indicator30may be displayed on the first officer's PFD for example. As explained further below, indicator30may provide relevant information about the operation of one or more high-lift devices24to the flight crew in a clear and integrated manner that is also intuitive and relatively easy to interpret by the flight crew. Indicator30may be displayed during approach, landing, take-off and/or climb phases of operation of aircraft10. In various embodiments, indicator30may be temporarily displayed or alternatively may be permanently displayed. In some embodiments, indicator30may be selectively displayed based on input from the flight crew.

FIGS. 2A and 2Bare cross-section views of wing26of aircraft10taken along line2-2inFIG. 1.FIG. 2Ashows high-lift devices24in a retracted configuration andFIG. 2Bshows high-lift devices24in a deployed configuration. The retracted and deployed configurations may correspond to two different discrete positions of lever28. High-lift devices24may be actuatable via suitable actuation mechanisms32of known or other types. One or more sensors34may be used to monitor the deployment/retraction of high-lift devices24. For example, sensors34may comprise position sensors for acquiring measurement(s) representative of actual position(s) (e.g., in degrees) of high-lift device(s)24.

FIG. 3shows an exemplary indicating system36for one or more high-lift devices24of aircraft10. System36may be integrated with flight deck12. System36may comprise one or more computers38(referred hereinafter as “computer38”) operatively coupled to display device14of flight deck12. Computer38may comprise one or more data processors40(referred hereinafter as “data processor40”) and one or more computer-readable memories42(referred hereinafter as “memory42”) storing machine-readable instructions44executable by data processor40and configured to cause data processor40to generate one or more outputs46(referred hereinafter as “output46”). Output46may comprise one or more signals for causing display device14of aircraft10to show indicator30. The configuration of indicator30may be based on data representative of a commanded configuration48(e.g., position of lever28) for high-lift device24and a corresponding commanded position50for high-lift device24. Commanded position50may be determined based on commanded configuration48using instructions44. For example, commanded position50may be obtained from a look-up table based on commanded configuration48. For example, commanded position50may be a position in degrees for high-lift device24corresponding to a particular commanded configuration48. Indicator30may also indicate data representative of an actual position52of high-lift device24acquired via sensor(s)34. The information displayed by indicator30may be substantially real-time information about commanded configuration48, commanded position50and actual position52. Accordingly, indicator30may be dynamic so that current (i.e., up-to-date) information may be presented to the flight crew. The information representative of commanded configuration48, commanded position50and actual position52may be indicated by indicator30substantially simultaneously.

Computer38may be part of an avionics suite of aircraft10. For example, in some embodiments, computer38may carry out additional functions than those described herein including the management of one or more graphic user interfaces of flight deck12and/or other part(s) of aircraft10. In various embodiments, computer38may comprise more than one computer or data processors where the methods disclosed herein (or parts thereof) could be performed in parts using a plurality of computers or data processors, or, alternatively, be performed entirely using a single computer or data processor. In some embodiments, computer38could be physically integrated with (e.g., embedded in) display device14.

Processor40may comprise any suitable device(s) to cause a series of steps to be performed by computer38so as to implement a computer-implemented process such that instructions44, when executed by computer38or other programmable apparatus, may cause the functions/acts specified in the methods described herein to be executed. Processor40may comprise, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.

Various aspects of the present disclosure may be embodied as systems, devices, methods and/or computer program products. Accordingly, aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects. Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more non-transitory computer readable medium(ia) (e.g., memory42) having computer readable program code (e.g., instructions44) embodied thereon. The computer program product may, for example, be executed by computer38to cause the execution of one or more methods disclosed herein in entirety or in part.

Computer program code for carrying out operations for aspects of the present disclosure in accordance with instructions44may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the “C” programming language or other programming languages. Such program code may be executed entirely or in part by computer38or other data processing device(s).

FIGS. 4A-4Eshow exemplary configurations of indicator30generated by system36for one or more high-lift devices24where high-lift device(s)24have reached their commanded position(s)50. Indicator30may provide indications in a graphical (e.g., pictorial) manner so as to facilitate the interpretation of the indications provided to the flight crew. The term “graphical” is intended to encompass any non-textual indications such as, for example, pictures, diagrams, curves, segments, carets, connectors, markers, progress bars and colors. The use of graphical indications may also reduce the risk of misinterpretation that may occur with text-based indications that comprise alphabetical characters. In various embodiments as described below, indicator30may utilize a graphical language to intuitively indicate a correlation between commanded configuration48, commanded position(s)50, and optionally, actual position(s)52for one or more high-lift devices24.

The exemplary configurations of indicator30illustrated in the figures is adapted for both flaps24A and slats24B, however, it is understood that indicator30could be adapted for only flaps24A or only slats24B. Indicator30may comprise flap region30A and/or slat region30B. Flap region30A and slat region30B are labelled using the terms “FLAP” and “SLAT” in the figures but other graphical means of indication could be used instead or in addition. For example, image53of a wing cross-section could be included in indicator30instead of or in addition to the labels. Both regions (e.g., sides)30A and30B may comprise functionally equivalent elements. For example: flap region30A and slat region30B may respectively comprise analog scales54A and54B with optional tick marks; and, flap region30A and slat region30B may respectively comprise markers56A and56B disposed along the respective analog scales54A and54B. Depending on commanded configuration48and actual position(s)52, one or both of regions30A and30B may comprise a respective progress bar58A and58B (SeeFIGS. 4B-4E) disposed along the respective analog scales54A and54B. The lengths of analog scales54A and54B may be proportional to amounts of total deployment (e.g., in degrees) associated with each respective high-lift device24. Accordingly, in some embodiments analog scale54A and analog scale54B may have different lengths.

Indicator30may comprise configuration indication60comprising a textual element representing commanded configuration48(e.g., configuration number 0, 1, 2, 3 or 4) commanded via lever28or other means. In some embodiments, commanded configuration48may be entered into system36by the flight crew via input means such as cursor control device20, keypad22and controller23for example. In some embodiments, commanded configuration48could alternatively be provided by an auto-pilot system of aircraft10. Configuration indication60may have a variable position that is dependent on commanded configuration48. For example, configuration indication60may have an uppermost position as shown inFIG. 4Awhen commanded configuration48is equal to zero (0) and subsequent commanded configurations48(e.g., 1 to 4) may cause configuration indication60to have a progressively lower position on indicator30as shown inFIGS. 4B-4E.

Indicator30may comprise graphical connectors62A and62B extending between configuration indication60and respective analog scales54A and54B. For example, graphical connector62A may extend between configuration indication60and marker56A disposed along analog scale54A. Similarly, graphical connector62B may extend between configuration indication60and marker56B disposed along analog scale54B. Graphical connectors62A and62B may graphically indicate a correlation between commanded configuration60and corresponding commanded positions50respectively indicated by markers56A and56B disposed along respective analog scales54A and54B. Each marker56A and56B may be disposed on and/or beside its respective analog scale54A and54B so as to indicate commanded position50in relation to its respective analog scale54A and54B.

Since flap region30A and slat region30B have functionally equivalent elements, description provided herein in relation to flap region30A of indicator30may also be applicable to flap region30B and vice versa. Analog scale54A may be used to graphically indicate commanded position50and also actual position52of high-lift device24. For example, a position at an uppermost extremity of analog scale54A may be representative of high-lift device24being fully retracted and a position at a lowermost extremity of analog scale54A may be representative of high-lift device24being fully deployed. Marker56A disposed along analog scale54A may be indicative of an amount of deployment (i.e., commanded position50) of high-lift device24that is being requested via lever28or otherwise. Graphical connector62A extending between marker56A and configuration indication60may provide a graphical correlation between commanded configuration48and commanded position50indicated by marker56A. Such graphical correlation may convey relevant information to the flight crew in an intuitive manner that is relatively easy to interpret. The graphical correlation may also provide an indication of the intent of the flight crew with respect to the deployment of high-lift device24.

Actual position52may also be indicated by indicator30via progress bar58A along analog scale54A. In reference toFIG. 4Dfor example, progress bar58A graphically indicates that the flap24A has been deployed from its fully retracted position to its commanded position50as indicated by marker56A. Progress bar58A may be disposed on, beside and/or substantially parallel to analog scale54A to indicate actual position52in relation to respective analog scale54A.

Indicator30may also make use of color to graphically communicate information to the flight crew. For example, different elements of indicator30such as marker56A, progress bar58A and graphical connector62A may have different colors at different times to communicate different conditions associated with high-lift device24. Different colors are illustrated using different fill patterns in the figures. InFIGS. 4A-4E, marker56A, progress bar58and graphical connector62A are shown in a “position reached” color (e.g., green) to indicate that actual position52of high-lift device24substantially corresponds to commanded position50for high-lift device24. In other words, the “position reached” color may be used to indicate that high-lift device24has reached its commanded position50indicated by marker56A. Graphical connector62A may graphically correlate commanded position50and actual position52of flap24A to commanded configuration48based on the position of lever28for example.

FIG. 4Aillustrates a configuration of indicator30where commanded configuration48is zero (0), corresponding commanded position50is fully retracted for both flap24A and slat24B, and, actual position52of both flap24A and slat24B correspond to commanded positions50as shown by the lack of progress bars58A and58B inFIG. 4A.

FIG. 4Billustrates a configuration of indicator30where commanded configuration48is one (1), corresponding commanded position50for flap24A is fully retracted and corresponding commanded position50for slat24B is deployed to marker56B. Actual position52of flap24A corresponds to commanded position50of flap24A as shown by the lack of progress bar58A, and, actual position52of slat24B corresponds to commanded position50of slat24B as shown by progress bar58B and marker56B.

FIG. 4Cillustrates a configuration of indicator30where commanded configuration48is two (2), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. Actual position52of flap24A corresponds to commanded position50of flap24A as shown by progress bar58A and marker56A, and, actual position52of slat24B corresponds to commanded position50of slat24B as shown by progress bar58B and marker56B.

FIG. 4Dillustrates a configuration of indicator30where commanded configuration48is three (3), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. Actual position52of flap24A corresponds to commanded position50of flap24A as shown by progress bar58A and marker56A, and, actual position52of slat24B corresponds to commanded position50of slat24B as shown by progress bar58B and marker56B.

FIG. 4Eillustrates a configuration of indicator30where commanded configuration48is four (4), corresponding commanded position50for flap24A is deployed to marker56A (i.e., fully deployed) and corresponding commanded position50for slat24B is deployed to marker56B (i.e., fully deployed). Actual position52of flap24A corresponds to commanded position50of flap24A as shown by progress bar58A and marker56A, and, actual position52of slat24B corresponds to commanded position50of slat24B as shown by progress bar58B and marker56B.

FIGS. 5A-5Eshow exemplary configurations of indicator30where one or more high-lift devices24is/are transitioning toward commanded position(s)50(i.e., position(s) intended by the flight crew). For example, the configuration of indicator30shown inFIG. 5Ais indicative of a retraction scenario of slat24B where commanded position50is the fully retracted position but slat24B is transitioning toward commanded position50indicated by marker56B and by the dynamic shortening of progress bar58B. When slat24B is transitioning, the color of marker56B and graphical connector62B may be shown in a “pilot intent” color (e.g., cyan). When slat24B is transitioning, the color of progress bar58B may be shown in an “in transit” color (e.g., white). In various embodiments, the “pilot intent” color of marker56B and graphical connector62B and “in transit” color of progress bar58B may be the same or different as shown inFIGS. 5A-5E. InFIG. 5A, commanded configuration48is zero (0) where corresponding commanded position50for flap24A is fully retracted and corresponding commanded position50for slat24B is also fully retracted. Actual position52of flap24A corresponds to commanded position50of flap24A as shown by the lack of progress bar58A and also by marker56A and graphical connector62A being shown in the “position reached” color.

FIG. 5Billustrates a configuration of indicator30where commanded configuration48is one (1), corresponding commanded position50for flap24A is fully retracted and corresponding commanded position50for slat24B is deployed to marker56B. Actual position52of flap24A corresponds to commanded position50of flap24A as shown by the lack of progress bar58A, and, slat24B is shown to be transitioning toward commanded position50of slat24B as shown by progress bar58B dynamically extending (e.g., in real time) toward marker56B and being shown in its “in transit” color while marker56B and graphical connector62B are also shown in their “pilot intent” color.

FIG. 5Cillustrates a configuration of indicator30where commanded configuration48is two (2), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. Flap24A is shown to be transitioning toward commanded position50of flap24A as shown by progress bar58A dynamically extending toward marker56A and being shown in its “in transit” color while marker56A and graphical connector62A are also shown in their “pilot intent” color. Slat24B is shown to be transitioning toward commanded position50of slat24B as shown by progress bar58B dynamically extending toward marker56B and being shown in its “in transit” color while marker56B and graphical connector62B are also shown in their “pilot intent” color.

FIG. 5Dillustrates a configuration of indicator30where commanded configuration48is three (3), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. Flap24A is shown to be transitioning toward commanded position50of flap24A as shown by progress bar58A dynamically extending toward marker56A and being shown in its “in transit” color while marker56A and graphical connector62A are shown in their “pilot intent” color. Slat24B is shown to having reached commanded position50of slat24B as shown by progress bar58B being shown in its “position reached” color while marker56B and graphical connector62B are also shown in their “position reached” color.

FIG. 5Eillustrates a configuration of indicator30where commanded configuration48is four (4), corresponding commanded position50for flap24A is deployed to marker56A (i.e., fully deployed) and corresponding commanded position50for slat24B is deployed to marker56B (i.e., fully deployed). Flap24A is shown to be transitioning toward commanded position50of flap24A as shown by progress bar58A dynamically extending toward marker56A and being shown in its “in transit” color while marker56A and graphical connector62A are also shown in their “pilot intent” color. Slat24B is shown to be transitioning toward commanded position50of slat24B as shown by progress bar58B dynamically extending toward marker56B and being shown in its “in transit” color while marker56B and graphical connector62B are also shown in their “pilot intent” color.

FIGS. 6A-6Bshow exemplary configurations of indicator30where one or more high-lift devices24have failed to reach their commanded positions50. For example, the configuration of indicator30shown inFIG. 6Ais indicative of a situation where commanded configuration48is two (2), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. However, due to some system degradation or failure, both flap24A and slat24B have failed to reach their respective commanded positions50. The situation illustrated inFIG. 6Amay be indicative of a jam of both flap24A and slat24B. In such situation, one or more elements of indicator30may be shown in a “failure” color (e.g., yellow). For example, markers56A,56B, graphical connectors62A,62B and progress bars58A,58B may be shown in their “failure” color when appropriate. The presence of a failure may be determined by computer38via instructions44by determining that high-lift device24has failed to reach its commanded position50within a predetermined time threshold. Alternatively or in addition, the presence of a failure may be determined based on system health monitoring data that may be received at computer38. The “failure” color may be indicative of the type of event or condition that is associated with the degradation or failure. For example, a “failure” color may be associated with a level of alert. For example a “failure” color of red may be associated with a higher level of alert than a “failure” color of yellow.

In some embodiments, indicator30may also comprise actual configuration indicators64A,64B indicating the actual configuration reached by flap24A and slat24B respectively. In the case of failure, such indication may inform the flight crew of the last achieved configuration of high-lift device(s)24and may be indicative of landing performance of aircraft10. Accordingly, in case of a failure affecting the deployment and/or retraction of high-lift device24, indicator30may provide a clear overview of: (1) the actual (i.e., current) position52of high-lift device24; (2) what was commanded configuration48(i.e., pilot intent); and (3) what is the delta between actual position52and commanded position50as indicated by the gap between progress bar58A and marker56A.

FIG. 6Billustrates a configuration of indicator30where commanded configuration48is three (3), corresponding commanded position50for flap24A is deployed to marker56A and corresponding commanded position50for slat24B is deployed to marker56B. Due to some system degradation or failure, flap24A has failed to reach its commanded positions50as illustrated by progress bar58A, marker56A and graphical connector62A being shown in their “failure” color. Actual position52of slat24B corresponds to commanded position50of slat24B as illustrated by progress bar58B, marker56B and graphical connector62B being shown in their “position reached” color.

The amount of deployment of high-lift device24may depend on the phase of operation of aircraft10. For example, in the case of a steep approach, high-lift device24may be permitted to be deployed by a greater amount than during a regular approach or a take-off for example. Accordingly, the lengths of analog scales54A,54B may vary depending on the specific situation. For example, indicator30shown inFIG. 6Amay represent a situation where flap24A may be deployed by a greater amount than in the situation represented by indicator30inFIG. 6Bbecause analog scale54A inFIG. 6Ais longer than analog scale54A inFIG. 6B.

FIG. 7is a flowchart illustrating an exemplary method700for use with one or more high-lift devices24. Method700may be executed in entirety or in part using indicating system36based on machine-readable instructions44. Method700or part(s) thereof may be combined with other methods or steps disclosed herein. Method700may comprise: receiving data representative of commanded configuration48for high-lift device24(see block702); and on display device14of aircraft10, showing indicator30indicating commanded configuration48and corresponding commanded position50for high-lift flight device24(see block704). Method700may also comprise graphically indicating a correlation (e.g., graphical connector62A and/or62B) between commanded configuration48and corresponding commanded position50for high-lift device24(see block706). Commanded position50may be indicated using analog scale54A and/or54B via marker56A and/or56B for example.

As explained above, commanded configuration48may correspond to a high-lift configuration number (e.g., 0, 1, 2, 3 or 4), which may correspond to a discrete position of lever28.

Method700may be used in conjunction with one or more high-lift devices24and also with one or more types of high-lift devices24. In other words, method700and indicator30may be used with flaps24A or slats24B, or, with both flaps24A and slats24B. Also, separate indicators30may be used for high-lift devices24of different wings26to permit the indication of asymmetry between high-lift devices24of the different wings26.

Method700may comprise showing the indicated commanded configuration60in the form of a textual element representing commanded configuration48. As explained above, such textual element may have a variable position that is dependent on commanded configuration48.

The above description is meant to be exemplary only, and one skilled in the relevant arts will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. For example, the blocks and/or operations in the flowcharts and drawings described herein are for purposes of example only. There may be many variations to these blocks and/or operations without departing from the teachings of the present disclosure. For instance, the blocks may be performed in a differing order, or blocks may be added, deleted, or modified. The present disclosure may be embodied in other specific forms without departing from the subject matter of the claims. Also, while the systems, devices and methods disclosed and shown herein may comprise a specific number of elements/components, the systems, devices and methods could be modified to include additional or fewer of such elements/components.

The present disclosure is also intended to cover and embrace all suitable changes in technology. Modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure, and such modifications are intended to fall within the appended claims. The scope of the claims should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole.