Methods and systems for displaying predicted downpath parameters in a vertical profile display

Methods and systems are provided for presenting operating information for an aircraft in a vertical profile displayed on a display device associated with the aircraft. The vertical profile graphically depicts at least a portion of a flight plan for the aircraft, wherein the portion of the flight plan comprises a plurality of reference points. The method comprises calculating, for each reference point of the plurality of reference points, a predicted value of a first operating parameter for the aircraft at the respective reference point based at least in part on current status information for the aircraft, resulting in predicted values for the first operating parameter, and displaying the predicted values for the first operating parameter in the vertical profile.

TECHNICAL FIELD

The subject matter described herein relates generally to avionics systems, and more particularly, embodiments of the subject matter relate to avionics systems and related cockpit displays adapted for displaying predicted downpath values for one or more operating parameters in a vertical profile.

BACKGROUND

In general, when operating an aircraft, it is desirable to minimize costs or otherwise maximize the efficiency of operation while ensuring the safety of operation. Various strategic parameters, such as, for example, optimum altitude, maximum range speed, and the like, may be utilized to achieve more efficient operation of the aircraft without compromising safety of operation (e.g., due to insufficient fuel). In practice, these strategic parameters are optimized using a desired cost function to achieve a desired level of performance (e.g., a desired tradeoff between fuel usage, flight time, and other costs).

Some prior art systems calculate and display optimized values for various strategic parameters at an instant in time. However, these systems fail to provide information regarding how these optimized strategic parameters are expected to vary during operation of the aircraft as various aircraft parameters (e.g., altitude, speed, gross weight, and the like) change during operation. Additionally, much of the display area on the electronic display in an aircraft is already utilized or reserved for other display processes (e.g., navigational maps, profile views, synthetic vision displays, flight management windows, and the like). Thus, there is limited available space to display the optimized values for the strategic parameters without interfering with or otherwise obscuring these other display processes.

BRIEF SUMMARY

A method is provided for presenting operating information for an aircraft in a vertical profile displayed on a display device associated with the aircraft. The vertical profile graphically depicts at least a portion of a flight plan for the aircraft, wherein the portion of the flight plan comprises a plurality of reference points. The method comprises calculating, for each reference point of the plurality of reference points, a predicted value of a first operating parameter for the aircraft at the respective reference point based at least in part on current status information for the aircraft, resulting in predicted values for the first operating parameter, and displaying the predicted values for the first operating parameter in the vertical profile.

In another embodiment, a system onboard an aircraft is provided. The system comprises a display device and a flight management system coupled to the display device. The flight management system is configured to display a vertical profile display on the display device, the vertical profile display corresponding to an altitude profile for a portion of a flight plan for the aircraft, calculate, for each reference point of a plurality of reference points within the portion of the flight plan, a predicted value of a first operating parameter for the aircraft at the respective reference point based at least in part on current status information for the aircraft, resulting in predicted values for the first operating parameter, and display the predicted values for the first operating parameter in the vertical profile display.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and is not intended to limit the subject matter of the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

Techniques and technologies may be described herein in terms of functional and/or logical block components, and with reference to symbolic representations of operations, processing tasks, and functions that may be performed by various computing components or devices. It should be appreciated that the various block components shown in the figures may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. For example, an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.

The following description refers to elements or nodes or features being “coupled” together. As used herein, unless expressly stated otherwise, “coupled” means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically. Thus, although the drawings may depict one exemplary arrangement of elements, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter. In addition, certain terminology may also be used in the following description for the purpose of reference only, and thus are not intended to be limiting. For example, terms such as “first,” “second” and other such numerical terms referring to structures do not imply a sequence or order unless clearly indicated by the context.

Technologies and concepts discussed herein relate to display systems adapted for displaying, on a display device associated with an aircraft, downpath predicted values for one or more strategic operating parameters in a vertical profile for an aircraft. The downpath predicted values for selected strategic operating parameters for the upcoming portion of the flight plan are computed based at least in part on current and/or real-time status information for the aircraft, and then displayed on the vertical profile. Thus, a user, such as a pilot or crew member, may review and/or analyze the predicted values (and anticipated fluctuations thereof) for the strategic operating parameters during operation of an aircraft in a manner that does not degrade the situational awareness provided by the vertical profile, the navigational map or other display process, while improving the situational awareness regarding the selected strategic operating parameter(s).

FIG. 1depicts an exemplary embodiment of a display system100, which may be located onboard an aircraft118. In an exemplary embodiment, the display system100includes, without limitation, a display device102, a navigation system104, a communications system106, a flight management system108(FMS), a sensor system120, a processing architecture112, and a graphics module114. The display system100may further include a user interface110for enabling interactivity with the display system100and a database116suitably configured to support operation of the display system100, as described in greater detail below.

In an exemplary embodiment, the display device102is coupled to the graphics module114. The graphics module114is coupled to the processing architecture112, and the processing architecture112and the graphics module114are cooperatively configured to display, render, or otherwise convey one or more graphical representations or images associated with operation of the aircraft118on the display device102, as described in greater detail below. The processing architecture112is coupled to the navigation system104for obtaining real-time navigational data and/or information regarding operation of the aircraft118to support operation of the display system100. In an exemplary embodiment, the communications system106is coupled to the processing architecture112and configured to support communications to and/or from the aircraft118, as described in greater detail below. The processing architecture112is also coupled to the flight management system108, which in turn, is coupled to the navigation system104and the communications system106for providing real-time data and/or information regarding operation of the aircraft118to the processing architecture112to support operation of the display system100. The sensor system120is coupled to the processing architecture112and/or flight management system108for obtaining real-time information regarding operation of the aircraft118, as described in greater detail below. In an exemplary embodiment, the user interface110is coupled to the processing architecture112, and the user interface110and the processing architecture112are cooperatively configured to allow a user to interact with the display device102and other elements of display system100, as described in greater detail below.

In an exemplary embodiment, the display device102is realized as an electronic display configured to graphically display flight information or other data associated with operation of the aircraft118under control of the graphics module114. In an exemplary embodiment, the display device102is located within a cockpit of the aircraft118. It will be appreciated that althoughFIG. 1shows a single display device102, in practice, additional display devices may be present onboard the aircraft118. In an exemplary embodiment, the user interface110is also located within the cockpit of the aircraft118and adapted to allow a user (e.g., pilot, co-pilot, or crew member) to interact with the display system100and enables a user to indicate, select, or otherwise manipulate content displayed on the display device102, as described in greater detail below. In various embodiments, the user interface110may be realized as a keypad, touchpad, keyboard, mouse, touch panel (or touchscreen), joystick, microphone, or another suitable device adapted to receive input from a user. It should be appreciated that althoughFIG. 1shows the display device102and the user interface110as being located within the aircraft118, in some embodiments, the display device102and/or user interface110may be located outside the aircraft118(e.g., on the ground as part of an air traffic control center or another command center) and communicatively coupled to the remaining elements of the display system100(e.g., via a data link).

In an exemplary embodiment, the navigation system104is configured to obtain one or more navigational parameters associated with operation of the aircraft118. The navigation system104may be realized as a global positioning system (GPS), inertial reference system (IRS), or a radio-based navigation system (e.g., VHF omni-directional radio range (VOR) or long range aid to navigation (LORAN)), and may include one or more navigational radios or other sensors suitably configured to support operation of the navigation system104, as will be appreciated in the art. In an exemplary embodiment, the navigation system104is capable of obtaining and/or determining the instantaneous position of the aircraft118, that is, the current location of the aircraft118(e.g., the latitude and longitude) and the altitude or above ground level for the aircraft118. In some embodiments, the navigation system104may also obtain and/or determine the heading of the aircraft118(i.e., the direction the aircraft is traveling in relative to some reference).

In an exemplary embodiment, the communications system106is suitably configured to support communications between the aircraft118and another aircraft or ground location (e.g., air traffic control, navigational ground stations, and the like). In this regard, the communications system106may be realized using a radio communication system or another suitable data link system. The sensor system120includes one or more sensors configured to sense or otherwise obtain real-time information regarding operation of the aircraft118, such as, for example, the current amount of fuel remaining onboard the aircraft118, the current fuel flow rate, the airspeed of the aircraft118, the current wind speed and/or wind direction proximate the aircraft118, and the like.

In an exemplary embodiment, the flight management system108maintains information pertaining to a current flight plan (or alternatively, a route or travel plan). As used herein, a flight plan should be understood as a sequence of reference points that define a flight path or route for the aircraft118. In an exemplary embodiment, the current flight plan comprises a flight plan that is either selected or otherwise designated for execution, selected for review on the display device102, and/or currently being executed by the aircraft118. Depending on the particular flight plan and type of air navigation being used, the reference points may comprise one or more of the following: navigational aids, such as VHF omni-directional ranges (VORs), distance measuring equipment (DMEs), tactical air navigation aids (TACANs), and combinations thereof (e.g., VORTACs), landing and/or departure locations (e.g., airports, airstrips, runways, landing strips, heliports, helipads, and the like), waypoints, points of interest, features on the ground, user-defined (or custom) waypoints (e.g., a particular latitude and longitude), beam intercept locations, itinerary termination points, performance termination points, as well as position fixes (e.g., initial approach fixes (IAFs) and/or final approach fixes (FAFs)) or other navigational reference points used in area navigation (RNAV). For example, a flight plan may include an initial or beginning reference point (e.g., a departure or takeoff location), a final reference point (e.g., an arrival or landing location), and one or more intermediate navigational reference points (e.g., waypoints, positional fixes, and the like) that define the desired flight path or route for the aircraft118from the initial reference point to the final reference point. The intermediate navigational reference points may define one or more airways for the aircraft118en route to the final reference point.

The processing architecture112generally represents the hardware, software, and/or firmware components configured to facilitate the display and/or rendering of operating information for the aircraft118on the display device102and perform additional tasks and/or functions described in greater detail below. Depending on the embodiment, the processing architecture112may be implemented or realized with a general purpose processor, a content addressable memory, a digital signal processor, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof, designed to perform the functions described herein. The processing architecture112may also be implemented as a combination of computing devices, e.g., a combination of a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other such configuration. In practice, the processing architecture112includes processing logic that may be configured to carry out the functions, techniques, and processing tasks associated with the operation of the display system100, as described in greater detail below. AlthoughFIG. 1depicts the processing architecture112and the flight management system108as separate elements, in some practical embodiments, the features and/or functionality of the processing architecture112may be implemented as part of the flight management system108. Furthermore, the steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in firmware, in a software module executed by the processing architecture112, or in any practical combination thereof.

The graphics module114generally represents the hardware, software, and/or firmware components configured to control the display and/or rendering of operating information for the aircraft118on the display device102and perform additional tasks and/or functions described in greater detail below. In an exemplary embodiment, the graphics module114accesses one or more databases116suitably configured to support operations of the graphics module114, as described below. In this regard, the database116may comprise a terrain database, an obstacle database, a navigational database, a geopolitical database, or other information for rendering and/or displaying content related to the current flight plan being reviewed on the display device102, as described below.

It should be understood thatFIG. 1is a simplified representation of a display system100for purposes of explanation and ease of description, andFIG. 1is not intended to limit the application or scope of the subject matter in any way. In practice, the display system100and/or aircraft118will include numerous other devices and components for providing additional functions and features, as will be appreciated in the art. For example, in practice, the flight management system108may be coupled to one or more additional modules or components as necessary to support navigation, flight planning, and other aircraft control functions in a conventional manner.

Referring now toFIG. 2, in an exemplary embodiment, the display system100is configured to perform a display process200and additional tasks, functions, and operations described below. The various tasks may be performed by software, hardware, firmware, or any combination thereof. For illustrative purposes, the following description may refer to elements mentioned above in connection withFIG. 1. In practice, the tasks, functions, and operations may be performed by different elements of the described system, such as the display device102, the navigation system104, the communications system106, the flight management system108, the user interface110, the processing architecture112, the graphics module114and/or the database116. It should be appreciated that any number of additional or alternative tasks may be included, and may be incorporated into a more comprehensive procedure or process having additional functionality not described in detail herein.

Referring again toFIG. 2, and with continued reference toFIG. 1, the display process200may be performed present predicted values for strategic operating parameters for an upcoming portion of a flight plan on a vertical profile displayed on a display device. This enables a user, such as a pilot or crew member, to review and/or analyze the predicted values (and fluctuations thereof) for the strategic operating parameters during operation of an aircraft. In an exemplary embodiment, the display process200initializes by displaying a navigational map relating to operation of the aircraft on a display device associated with the aircraft (task202). For example, referring now toFIG. 3, and with continued reference toFIG. 1andFIG. 2, the display process200may display and/or render a navigational map300associated with a current (or instantaneous) location of an aircraft on a display device102onboard the aircraft118. In this regard, the graphics module114may be configured to control the rendering of the navigational map300, which may be graphically displayed on the display device102. The display process200may also be configured to render a graphical representation of the aircraft302on the map300, which may be overlaid or otherwise rendered on top of a background304. In an exemplary embodiment, the background304comprises a graphical representation of the terrain, topology, or other suitable items or points of interest corresponding to (or within a given distance of) a location of the aircraft118, which may be maintained in a terrain database, a navigational database, a geopolitical database, or another suitable database (e.g., database116).

It should be appreciated that although the subject matter may be described herein in the context of a navigational map, the subject matter is not intended to be limited to a particular type of content displayed on the display device and the display process200may be implemented with other types of content, such as, for example, an airport map or terminal map. AlthoughFIG. 3depicts a top view (e.g., from above the aircraft302) of the navigational map300, in practice, alternative embodiments may utilize various perspective views, such as three-dimensional views (e.g., a three-dimensional synthetic vision display), angular or skewed views, and the like. Depending on the embodiment, the aircraft302may be shown as traveling across the map300, or alternatively, as being located at a fixed position on the map300, andFIG. 3is not intended to limit the scope of the subject matter in any way. In an exemplary embodiment, the map300is associated with the movement of the aircraft, and the background304refreshes or updates as the aircraft travels, such that the graphical representation of the aircraft302is positioned over the terrain background304in a manner that accurately reflects the current (e.g., instantaneous or substantially real-time) real-world positioning of the aircraft118relative to the earth. In accordance with one embodiment, the map300is updated or refreshed such that it is centered on and/or aligned with the aircraft302. Depending on the embodiment, the navigational map300may be oriented north-up (i.e., moving upward on the map300corresponds to traveling northward) or track-up or heading-up (i.e., aligned such that the aircraft302is always traveling in an upward direction and the background304adjusted accordingly), as will be appreciated in the art. As shown inFIG. 3, the navigational map300may also include a graphical representation of the flight path305defined by the current flight plan for the aircraft302.

In an exemplary embodiment, the display process200continues by displaying a vertical profile (or alternatively, a vertical profile display or vertical situation display) on the display device (task204). Depending on the embodiment, the vertical profile may be rendered and/or displayed overlying the content displayed on the display device or adjacent to the content displayed on the display device. For example, as shown inFIG. 3, the vertical profile308may be rendered and/or displayed overlying (or adjacent to) the bottom (or lower) portion of the navigational map300. It should be appreciated that in other embodiments, the vertical profile308may be rendered and/or displayed overlying (or adjacent to) the top (or upper) portion of the displayed content (e.g., navigational map300), and the subject matter is not intended to be limited to any particular arrangement of the vertical profile with respect to other displayed content.

In an exemplary embodiment, the vertical profile comprises a graphical representation of the altitude profile for the portion of the flight plan for the aircraft that is displayed in the vertical profile. For example, as shown inFIG. 3, in accordance with one or more embodiments, the vertical profile308comprises a graphical representation of the portion of the flight plan305for the aircraft302that is concurrently displayed on a corresponding navigational map300. In this regard, the horizontal dimension of the vertical profile308may correspond to the real-world horizontal along-track distance for the portion of the flight plan305displayed in the navigational map300. In an exemplary embodiment, the flight management system108and/or processing architecture112determines a forward predicted trajectory that comprises the altitude profile for the displayed portion of the flight plan using predicted altitudes of the aircraft118for when the location of the aircraft118traverses or otherwise corresponds to upcoming reference points of the flight plan while accounting for any speed constraints (e.g., a maximum speed) and/or altitude constraints (e.g., minimum altitude) at the upcoming reference points. The flight management system108may determine the forward predicted trajectory, for example, by determining lateral and vertical profiles of the flight plan, subdividing the flight plan into flight phases (e.g., takeoff, climb, cruise, descent, approach, and the like), subdividing the flight phases into segments defined by reference points of the flight plan, and determining and/or predicting the altitude of the aircraft118along each segment of the flight plan based at least in part on one or more of the following: the anticipated flight phase for the segment, the anticipated aerodynamic state (e.g., the anticipated thrust, drag, and/or lift) of the aircraft118in that flight phase, anticipated atmospheric conditions (e.g., wind speed, wind bearing, temperature, atmospheric pressure, tropopause pressure, tropopause temperature, etc.) along that segment, and any applicable trajectory rules (e.g., thrust constraints, speed constraints, altitude constraints, and the like). The predicted altitudes of the aircraft118at the upcoming reference points of the flight plan may then be determined from the forward predicted trajectory. As shown inFIG. 3, after determining the forward predicted trajectory, the display process200renders a graphical representation of the forward predicted trajectory310in the vertical profile308. In some embodiments, the display process200may also display and/or render a graphical representation of terrain312associated with the vertical profile, that is, the altitude (or elevation) profile of the terrain underlying the flight plan305and/or forward predicted trajectory310.

In an exemplary embodiment, the display process200also displays and/or renders a graphical representation of the aircraft314within the vertical profile308. In this regard, the display process200may obtain the instantaneous position (e.g., location and altitude) of the aircraft and display and/or render a graphical representation of the aircraft314corresponding to the aircraft's position in the vertical profile308. For example, as shown in the navigational map300ofFIG. 3, the aircraft302has just traversed the LFBO reference point of the flight plan305, and thus, a second graphical representation of the aircraft314is rendered and/or displayed in the vertical profile308and positioned horizontally within the vertical profile308such that the position of the aircraft314corresponds to the relative real-world position of the aircraft between the LFBO reference point and a subsequent reference point of the flight plan (e.g., the TOU reference point). In an exemplary embodiment, the aircraft314is positioned vertically such that it corresponds to the instantaneous altitude of the aircraft. In this manner, the aircraft314is vertically and horizontally positioned with respect to the terrain312in a manner that reflects the relative real-world positioning of the aircraft with respect to the underlying real-world terrain. The display process200may continue to update the positioning of the aircraft302,314with respect to the terrain304,312as the aircraft travels.

In an exemplary embodiment, the display process200continues by identifying one or more strategic operating parameters to be displayed in the vertical profile (task206). As used herein, a strategic operating parameter should be understood as referring to a parameter, variable, or other criterion that relates to the efficiency of the operation of the aircraft. Depending on the embodiment, the value of the strategic operating parameter may be optimized using a cost function in order to satisfy particular performance requirements or to otherwise achieve a desired level of performance. In this regard, the cost function may specify a desired tradeoff between fuel usage, flight time and/or other costs, for example, to minimize overall cost, minimize fuel usage, minimize flight time, or achieve an optimal combination of fuel usage, flight time, distance (or range), and the like.

In some embodiments, the strategic operating parameter may comprise an altitude criterion for the aircraft, such as, for example, an altitude that is optimized based on a particular cost function (e.g., optimum altitude, recommended cruise flight level, optimum step altitude, or the like), a maneuver limit altitude, a level off altitude, or an altitude that is otherwise optimized to satisfy particular performance requirements (e.g., maximum altitude, engine out maximum altitude, theoretical descent path altitude, or the like). In this regard, the optimized altitude criterion represents the altitude that achieves the desired tradeoff (e.g., satisfies the cost function) or otherwise satisfies particular performance requirements at a given location (e.g., a reference point) within the flight plan. In other embodiments, the strategic operating parameter may comprise a speed criterion for the aircraft, such as, for example, a speed that is optimized based on a particular cost function or a speed that is otherwise optimized to satisfy particular performance requirements (e.g., maximum operating speed, stall speed, maximum range speed, maximum endurance speed, or other safety and/or operational envelope speeds). In yet other embodiments, the strategic operating parameter may comprise the fuel flow rate, the fuel remaining, the difference between the thrust and drag (or thrust/drag variation), or the gross weight.

As shown inFIG. 3, in an exemplary embodiment, the display process200is configured to display and/or render a graphical user interface element316, such as a pop-up menu, that comprises a list of possible strategic operating parameters. For example, in the illustrated embodiment, the menu316includes a list of possible strategic operating parameters comprising optimum altitude (OPT ALT) which corresponds to an altitude criterion optimized for a particular cost function, maximum altitude (MAX ALT) which corresponds to an altitude criterion optimized to satisfy particular performance requirements, a recommended cruise flight level (REC CRUISE FL) which corresponds to an optimal cruise flight level, fuel flow rate for the aircraft, thrust/drag variation, and the gross weight of the aircraft. A user may manipulate the user interface110and indicate or otherwise select one or more strategic operating parameters from the menu316to be displayed on the vertical profile308, for example, by positioning a cursor or pointer over a desired strategic operating parameter and clicking or otherwise selecting the strategic operating parameter from the list. For example, as shown inFIG. 3, the user may select the optimum altitude and the fuel flow rate for display in the vertical profile308. In alternative embodiments, the display process200may automatically identify strategic operating parameters to be displayed in the vertical profile, for example, based on the current flight phase and/or operating state of the aircraft, based on the most frequently selected strategic operating parameter(s), or based on the most recently selected strategic operating parameter(s).

Referring again toFIG. 2, in an exemplary embodiment, the display process200continues by obtaining current status information for the aircraft (task208). In this regard, the current status information comprises substantially real-time values for various operating parameters of the aircraft, such as, for example, the current altitude of the aircraft, the current location of the aircraft, the current gross weight of the aircraft, the current amount of fuel remaining onboard the aircraft, the current airspeed of the aircraft, the current heading of the aircraft, the current aerodynamic state of the aircraft anticipated flight phase for the segment, the current atmospheric conditions (e.g., wind speed, wind bearing, temperature, etc.) at the current location and/or altitude of the aircraft. The current status information for the aircraft118is obtained from the sensor system120, the navigation system104and/or the flight management system108.

In an exemplary embodiment, the display process200continues by calculating or otherwise determining downpath predicted values for the selected strategic operating parameter(s) in a manner that is influenced by the current status information for the aircraft and displaying the downpath predicted values for the selected strategic parameter(s) on the vertical profile (tasks210,212). In this regard, the downpath predicted values for a strategic operating parameter comprise predicted, anticipated, or otherwise estimated values for the strategic operating parameter at locations (e.g., reference points) within the current flight plan that are ahead of (or forward from) the current location of the aircraft with respect to the flight plan. Additionally, in accordance with one or more embodiments, the display process200may calculate or otherwise determine one or more pseudo-reference points between downpath reference points of the flight plan (e.g., by interpolating between adjacent reference points of the flight plan) and determine downpath predicted values of selected strategic operating parameter(s) at the pseudo-reference points. In an exemplary embodiment, for each reference point (or pseudo-reference point) of the flight plan that is downpath from the current location of the aircraft, the display process200calculates a predicted value of selected strategic operating parameter(s) at the respective reference point based at least in part on current status information for the aircraft. In this manner, as current status information for the aircraft changes during flight, the downpath predicted values for the selected strategic operating parameter(s) may vary dynamically to reflect the most recent status information for the aircraft. Thus, when the vertical profile308is updated (e.g., in response to sufficient change in the aircraft location and/or altitude or after a predetermined amount of time), the downpath predicted values for the selected strategic operating parameter(s) may be updated to reflect changes to the current status information of the aircraft, thereby presenting accurate downpath predicted values for the selected strategic operating parameter(s) as the aircraft travels. In some embodiments, the display process200may calculate predicted values of selected strategic operating parameter(s) only for reference points and/or pseudo-reference points corresponding to the portion of the flight plan displayed in the vertical profile308(e.g., reference points and/or pseudo-reference points that are within sufficient distance of the aircraft to be displayed in the vertical profile308).

In an exemplary embodiment, the display process200displays the downpath predicted values for the selected strategic operating parameter(s) by performing a curve-fitting technique to construct a curve through the downpath predicted values (e.g., by performing least squares or another regression analysis method) for a respective strategic operating parameter, and displaying the curve on the vertical profile. For example, in the illustrated embodiment ofFIG. 3, the display process200calculates downpath predicted values for the optimum altitude of the aircraft and displays a curve320corresponding to the optimum altitude. In this regard, for each downpath location (e.g., a reference point and/or pseudo-reference point of the flight plan) from the current location of the aircraft302,314, the display process200calculates or otherwise determines an altitude criterion for the respective downpath location that satisfies a particular cost function (e.g., to minimize costs) based at least in part on one or more of the following: the current aircraft altitude, the current aircraft gross weight, the current aircraft center of gravity, the ISA temperature deviation at the current location of the aircraft, the ceiling altitude for the aircraft at the current location of the aircraft, and the tropopause altitude at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective downpath location, the anticipated aerodynamic state of the aircraft at the respective downpath location, and the anticipated atmospheric conditions at the respective downpath location. The display process200may then perform a curve-fitting technique to obtain the optimum altitude curve320and display the optimum altitude320on the vertical profile308concurrently with the forward predicted trajectory310. As described above, the current status information (e.g., the current aircraft altitude, the current aircraft gross weight, the current aircraft center of gravity, the ISA temperature deviation at the current location of the aircraft) for the aircraft118may obtained from the sensor system120, the navigation system104and/or the flight management system108.

Additionally, in the illustrated embodiment ofFIG. 3, the display process200calculates downpath predicted values for the fuel flow rate of the aircraft and displays a curve322corresponding to the fuel flow rate. In this regard, for each downpath reference point and/or pseudo-reference point from the current location of the aircraft302,314, the display process200calculates or otherwise determines a predicted fuel flow for the respective reference point based at least in part on one or more of the following: the current aircraft gross weight, the current aerodynamic state of the aircraft, the anticipated flight phase for the aircraft at the respective downpath location (e.g., the flight phase for the segment preceding and/or traversing the respective downpath reference point), the anticipated aerodynamic state of the aircraft at the respective downpath location, and the anticipated atmospheric conditions at the respective downpath location. The display process200may then perform a curve-fitting technique to obtain the fuel flow curve322and display the fuel flow curve322on the vertical profile308concurrently with the forward predicted trajectory310and the optimum altitude curve320. As described in greater detail below in the context ofFIG. 4, the downpath predicted values for a respective strategic operating parameter may be displayed and/or rendered with respect to a vertical axis associated with the respective strategic operating parameter, wherein the scale of the vertical axis is configured such that the curve corresponding to the downpath predicted values is not truncated and/or cutoff at the top and/or bottom of the vertical profile308.

FIG. 4depicts another exemplary embodiment of a vertical profile400suitable for display on a display device (e.g., display device102). The embodiment ofFIG. 4illustrates the display process200in response to identifying the optimum altitude, the recommended cruise flight level, the maximum altitude, and the gross weight of the aircraft as the strategic operating parameters to be displayed on the vertical profile400(e.g., task206). The vertical profile400may be displayed on the display device102proximate a navigational map (e.g., navigational map300) or other suitable content as described above. As shown, the vertical profile400includes a forward predicted trajectory410based on the flight plan for the aircraft, as well as a graphical representation of the terrain412underlying the forward predicted trajectory410, in a similar manner as described above. In an exemplary embodiment, the vertical profile400also includes a graphical representation of the aircraft414that is positioned with respect to the forward predicted trajectory410and the terrain412in a manner that accurately reflects the real-time altitude and location of the aircraft.

As described above, the flight management system108and/or processing architecture112obtains the current status information for the aircraft, and for each reference point (or pseudo-reference point) of the flight plan that is downpath from the current location of the aircraft414(e.g., points P1-P14), calculates or otherwise determines predicted values for the selected strategic parameters. In this regard, the optimum altitude comprises an altitude criterion for a respective reference point that satisfies a particular cost function and is determined based at least in part on one or more of the following: the current aircraft altitude, the current aircraft gross weight, the current aircraft center of gravity, the ISA temperature deviation at the current location of the aircraft, the ceiling altitude for the aircraft at the current location of the aircraft, and the tropopause altitude at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective reference point, the anticipated aerodynamic state of the aircraft at the respective reference point, and the anticipated atmospheric conditions at the respective reference point.

The recommended cruise flight level comprises a cruise flight level at a respective reference point (or pseudo-reference point) that satisfies a particular cost function and is determined based at least in part on one or more of the following: the current aircraft altitude, the current aircraft gross weight, the current aircraft center of gravity, the ISA temperature deviation at the current location of the aircraft, the ceiling altitude for the aircraft at the current location of the aircraft, and the tropopause altitude at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective reference point, the anticipated aerodynamic state of the aircraft at the respective reference point, and the anticipated atmospheric conditions at the respective reference point, while accounting for flight level restrictions and the predicted or anticipated wind parameters (e.g., wind speed and wind bearing) at the downpath reference points and/or pseudo-reference points. In this regard, the flight management system108and/or processing architecture112may obtain measured wind parameters for downpath reference points (e.g., via communications system106), and interpolate the measured wind parameters to obtain predicted wind parameters for the downpath reference points and/or pseudo-reference points as a function of the location and altitude at a respective reference point and/or pseudo-reference point. The flight management system108and/or processing architecture112then calculates predicted values for the recommended cruise flight level using a cost function that accounts for the predicted downpath wind parameters.

The maximum altitude comprises a maximum altitude at a respective reference point (or pseudo-reference point) that satisfies a particular cost function and is determined based at least in part on one or more of the following: the current aircraft altitude, the current aircraft gross weight, the ISA temperature deviation at the current location of the aircraft, the ceiling altitude for the aircraft at the current location of the aircraft, and the tropopause altitude at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective reference point, the anticipated aerodynamic state of the aircraft at the respective reference point, and the anticipated atmospheric conditions at the respective reference point. The predicted values for the gross weight of the aircraft are calculated based at least in part on the current aircraft gross weight, the current aerodynamic state of the aircraft, the current fuel flow rate the anticipated flight phase for the aircraft at the respective downpath reference point, the anticipated aerodynamic state of the aircraft at the respective downpath reference point, and the anticipated fuel flow rate at the respective downpath reference point.

As described above, after calculating or otherwise determining predicted values for the selected strategic operating parameters, the display process200continues by displaying the predicted values for the selected strategic operating parameters on the vertical profile400(e.g., task210). As shown inFIG. 4and described above, the display process200performs a curve-fitting technique to obtain the optimum altitude curve420and displays the optimum altitude curve420on the vertical profile400concurrently with the forward predicted trajectory410. Similarly, the display process200performs a curve-fitting technique to obtain the maximum altitude curve421and displays the maximum altitude curve421on the vertical profile400concurrently with the forward predicted trajectory410and the optimum altitude curve420.

In an exemplary embodiment, the display process200performs a curve-fitting technique to obtain the recommended cruise flight level curve422and displays the recommended cruise flight level curve422on the vertical profile400concurrently with the forward predicted trajectory410and the optimum altitude curve420. In an exemplary embodiment, the curve-fitting technique for obtaining the recommended cruise flight level curve422accounts for the maximum rate of ascent for the aircraft at the particular altitude and/or speed, such that the recommended cruise flight level curve422provides an accurate and reliable indication of an optimal location where the pilot of the aircraft414should initiate an ascent and/or descent to another flight level. Thus, the location424where the recommended cruise flight level curve422transitions from a lower flight level (FL320) to a higher flight level (FL340) provides an accurate and reliable indication of the optimal location where the pilot of the aircraft414should initiate the transition to the higher flight level. In this regard, a location where the recommended cruise flight level curve422intersects the optimum altitude curve420comprises a predicted optimum step point for the aircraft, wherein the display process200may graphically indicate the predicted optimum step point426on the vertical profile408.

In a similar manner, the display process200performs a curve-fitting technique to obtain the predicted gross weight curve428and displays the gross weight curve428on the vertical profile400concurrently with the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422. As shown inFIG. 4, in an exemplary embodiment, because the predicted values for the gross weight have a different unit of measurement than predicted values for the forward predicted trajectory, the optimum altitude, the maximum altitude, and the recommended cruise flight level, the display process200displays and/or renders the vertical profile400with a first vertical axis430corresponding to the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422, and a second vertical axis432corresponding to the gross weight curve428. In this regard, the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422are displayed concurrently with respect to the same vertical axis and the same horizontal axis, such that the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422each have the same vertical scale and horizontal scale. In an exemplary embodiment, the display process200determines the scale of the first vertical axis430to accommodate the range of values for the downpath predicted values of the optimum altitude and the recommend cruise flight level and taking into account the forward predicted trajectory410such that the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422are displayed without being truncated or otherwise cutoff at the top and/or bottom of the vertical profile400. The forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, the recommended cruise flight level curve422, and the gross weight curve428are displayed concurrently with respect to the same horizontal axis, however, the gross weight curve428is displayed and/or rendered with respect to a different vertical axis. In this manner, the display process200may determine the scale of the second vertical axis432to accommodate the range of values for the downpath predicted values of the gross weight such that the gross weight curve428is not truncated and/or cutoff at the top and/or bottom of the vertical profile400. Thus, the gross weight curve428may have the same horizontal scale as the forward predicted trajectory410, the optimum altitude curve420, the maximum altitude curve421, and the recommended cruise flight level curve422but a different vertical scale.

FIG. 5depicts another exemplary embodiment of a vertical profile500suitable for display on a display device (e.g., display device102). The vertical profile500may be displayed on the display device102proximate a navigational map (e.g., navigational map300) or other suitable content as described above. As shown, the vertical profile500includes a forward predicted trajectory510based on the flight plan for the aircraft, as well as a graphical representation of the terrain512underlying the forward predicted trajectory510, in a similar manner as described above. In an exemplary embodiment, the vertical profile500also includes a graphical representation of the aircraft514that is positioned with respect to the forward predicted trajectory510and the terrain512in a manner that accurately reflects the real-time altitude and location of the aircraft.

The embodiment ofFIG. 5illustrates the display process200in response to identifying the fuel flow rate and the drag of the aircraft as the strategic operating parameters to be displayed on the vertical profile500(e.g., task206). As described above, the flight management system108and/or processing architecture112obtains the current status information for the aircraft, and for each reference point and/or pseudo-reference point of the flight plan that is downpath from the current location of the aircraft514, calculates or otherwise determines predicted values for the fuel flow rate and the drag of the aircraft. The predicted values for the fuel flow rate are calculated as described above in the context ofFIG. 3. In an exemplary embodiment, the predicted values for the drag of the aircraft are calculated based at least in part on one or more of the following: the current aircraft gross weight, the current aircraft center of gravity, the current flight phase and/or aerodynamic state of the aircraft, the wind parameters (e.g., wind speed and wind bearing) at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective downpath location, the anticipated aerodynamic state of the aircraft at the respective downpath location, and the anticipated wind parameters (e.g., wind speed and wind bearing) at the respective reference point (or pseudo-reference point).

As described above, after calculating or otherwise determining predicted values for the selected strategic operating parameters, the display process200continues by displaying the predicted values for the selected strategic operating parameters on the vertical profile500(e.g., task210). In the illustrated embodiment ofFIG. 5, the display process200constructs a drag curve520by connecting a plurality of line segments between downpath predicted drag values in a piecewise linear manner and constructs a fuel flow rate curve522by connecting a plurality of line segments between downpath predicted fuel flow rate values in a piecewise linear manner. As shown inFIG. 5, in an exemplary embodiment, the display process200displays and/or renders the vertical profile500with a first vertical axis530corresponding to the forward predicted trajectory510, a second vertical axis532corresponding to the drag curve520, and a third vertical axis534corresponding to the fuel flow rate curve522because the forward predicted trajectory values, the drag values, and the fuel flow rate values each have different units of measurement. In this regard, the forward predicted trajectory510, the drag curve520, and the fuel flow rate curve522are displayed concurrently with respect to the same horizontal axis with each having a different vertical axis530,532,534. Additionally, the curves510,520,522may each be displayed in a different color to further aid in distinguishing between the curves510,520,522, the each axis530,532,534may be displayed in a corresponding color to further aid in associating a curve510,520,522with the appropriate axis530,532,534. For example, the forward predicted trajectory510and axis530may be displayed in a first color, the drag curve520and axis532may be displayed in a second color, and the fuel flow rate curve522and axis534may be displayed in a third color.

FIG. 6depicts another exemplary embodiment of a vertical profile600suitable for display on a display device (e.g., display device102) proximate a navigational map (e.g., navigational map300) or other suitable content. As shown, the vertical profile600includes a forward predicted trajectory610based on the flight plan for the aircraft, as well as a graphical representation of the terrain612underlying the forward predicted trajectory610, in a similar manner as described above. In an exemplary embodiment, the vertical profile600also includes a graphical representation of the aircraft614that is positioned with respect to the forward predicted trajectory610and the terrain612in a manner that accurately reflects the real-time altitude and location of the aircraft.

The embodiment ofFIG. 6illustrates the display process200in response to identifying the theoretical descent path altitude as the strategic operating parameter to be displayed on the vertical profile600(e.g., task206). The theoretical descent path altitude comprises an altitude criterion for a reference point (or pseudo-reference point) of the flight plan that corresponds to the altitude at the location of the respective reference point based on an ideal and/or optimal descent path from a top of the descent to the bottom of the descent (e.g., the landing location) that satisfies any speed constraints, altitude constraints, and other trajectory rules. In this regard, the flight management system108and/or processing architecture112obtains the current status information for the aircraft, and for each reference point and/or pseudo-reference point of the flight plan that is downpath from the current location of the aircraft614, calculates or otherwise determines predicted values for the theoretical descent path altitude using the current location and altitude of the aircraft614as the top of the descent for purposes of determining the ideal and/or optimal descent path. As described above, the display process200constructs a curve through the predicted values for the theoretical descent path altitude and displays the theoretical descent path curve620(alternatively, the theoretical descent path) on the vertical profile600(e.g., task210). In an exemplary embodiment, the display process200is configured to highlight portions of the theoretical descent path620that the aircraft is not able to follow. For example, as shown inFIG. 6, a portion622of the theoretical descent path620is highlighted to indicate that it is too steep for the aircraft to follow. In this regard, a portion622of the theoretical descent path620is too steep for the aircraft to follow when the aircraft cannot follow that portion622of the theoretical descent path620based on the anticipated aircraft speed and the maximum descent rate of the aircraft while satisfying an altitude constraint at one of the downpath reference points.

FIG. 7depicts another exemplary embodiment of a vertical profile700suitable for display on a display device (e.g., display device102). The vertical profile700may be displayed on the display device102proximate a navigational map (e.g., navigational map300) or other suitable content as described above. As shown, the vertical profile700includes a forward predicted trajectory710based on the flight plan for the aircraft, as well as a graphical representation of the terrain712underlying the forward predicted trajectory710, in a similar manner as described above. In an exemplary embodiment, the vertical profile700also includes a graphical representation of the aircraft714that is positioned with respect to the forward predicted trajectory710and the terrain712in a manner that accurately reflects the real-time altitude and location of the aircraft.

The embodiment ofFIG. 7illustrates the display process200in response to identifying the calibrated airspeed and the minimum calibrated airspeed as the strategic operating parameters to be displayed on the vertical profile700(e.g., task206). As described above, the flight management system108and/or processing architecture112obtains the current status information for the aircraft, and for each reference point and/or pseudo-reference point of the flight plan that is downpath from the current location of the aircraft714, calculates or otherwise determines predicted values for the calibrated airspeed and the minimum calibrated airspeed. In an exemplary embodiment, the predicted values for the calibrated airspeed and the minimum calibrated airspeed of the aircraft are calculated based at least in part on one or more of the following: the current aircraft gross weight, the current aircraft center of gravity, the current flight phase and/or aerodynamic state of the aircraft, the wind parameters (e.g., wind speed and wind bearing) at the current location of the aircraft, the anticipated flight phase for the aircraft at the respective downpath reference point, the anticipated aerodynamic state of the aircraft at the respective downpath reference point, and the anticipated wind parameters (e.g., wind speed and wind bearing) at the respective downpath reference point (or pseudo-reference point).

As described above, after calculating or otherwise determining predicted values for the selected strategic operating parameters, the display process200continues by displaying the predicted values for the selected strategic operating parameters on the vertical profile700(e.g., task210). In the illustrated embodiment ofFIG. 7, the display process200constructs a calibrated airspeed curve720by connecting a plurality of line segments between downpath predicted airspeed values in a piecewise linear manner and constructs a minimum calibrated airspeed curve722by connecting a plurality of line segments between downpath predicted minimum calibrated airspeed values in a piecewise linear manner. As shown inFIG. 7, in an exemplary embodiment, the display process200displays and/or renders the vertical profile700with a first vertical axis730corresponding to the forward predicted trajectory710, a second vertical axis732corresponding to the airspeed curves720,722because the forward predicted trajectory values and the calibrated airspeed values have different units of measurement.

One advantage of the systems and/or methods described above is that downpath predicted values for one or more strategic operating parameter(s) may be displayed on a vertical profile. The downpath predicted values are based on current and/or real-time status information for the aircraft, such that the downpath predicted values accurately reflect the optimal values based on the current state of the aircraft. The vertical profile may be positioned with respect to a navigational map or other displayed content in a manner that allows the user to maintain situational awareness while simultaneously reviewing the downpath predicted values for the strategic operating parameter(s).