Aircraft flight management systems and methods

An aircraft management system and method includes a flight plan diversion prediction system including a rerouting control unit that is configured to generate one or more reroute options for an aircraft based on an analysis of a current position of the aircraft, a predicted future position of the aircraft, a current position of an in-flight hazard, and a predicted future position of the in-flight hazard.

FIELD OF THE DISCLOSURE

Embodiments of the present disclosure generally relate to aircraft flight management systems and methods, and more particularly to systems and methods for predicting various aspects of flight plan diversion options for aircraft within an airspace.

BACKGROUND OF THE DISCLOSURE

Various types of aircraft are used to transport passengers and cargo between various locations. Each aircraft typically flies between different locations according to a defined flight plan or path. For example, a dispatcher may determine a particular flight plan for an aircraft between two different locations.

During a flight, a pilot may decide to divert from a current or original flight plan. For example, hazardous weather (such as a thunderstorm) that is ahead of an aircraft within the current flight plan may prompt a pilot to divert from the current flight plan to avoid the hazardous weather. As another example, air turbulence that is ahead of the aircraft within the original flight plan may also cause the pilot to divert from the current flight plan.

Typically, when a pilot diverts an aircraft from a current flight plan into a different heading, the pilot is not aware of an amount of fuel the aircraft will have at a landing destination until the aircraft links back into the original flight plan. As such, upon diverting from the original flight plan, the pilot may not be fully confident that the fuel onboard the aircraft at the landing destination will be within a predetermined safe range. That is, the pilot may be required to declare that the aircraft at the landing destination has a predetermined minimum remaining amount of fuel, but may not be sure that such declaration may be made due to the length of the diversion.

Further, rejoining the original route from a diversion may not provide an efficient path to the landing destination. For example, the diversion path may be sufficiently far away from the original flight plan that linking back up to the original flight plan may burn more fuel than another route into the landing destination.

SUMMARY OF THE DISCLOSURE

A need exists for a system and method of accurately predicting various flight path aspects of an aircraft that has diverted from an original flight plan. Further, a need exists for a system and method of allowing a pilot to assess how much fuel an aircraft will have at a destination before and/or after diverting from a flight plan. Moreover, a need exists for a system and method that provides flight path diversion options.

With those needs in mind, certain embodiments of the present disclosure provide an aircraft management system that includes a flight plan diversion prediction system including a rerouting control unit that is configured to generate one or more reroute options for an aircraft based on an analysis of a current position of the aircraft, a predicted future position of the aircraft, a current position of an in-flight hazard, and a predicted future position of the in-flight hazard.

In at least one embodiment, the flight plan diversion prediction system includes a monitor in communication with the rerouting control unit. The rerouting control unit is configured to show the reroute option(s) on the monitor. The rerouting control unit shows a reroute information indicator for the reroute option(s) on the monitor. The reroute information indicator includes one or more of predicted landing weight, predicted fuel on board (FOB), predicted fuel remaining, and predicted estimated time of arrival (ETA). The flight plan diversion prediction system may be onboard the aircraft.

The aircraft management system may include a tracking system that is configured to track the current position of the aircraft. A flight plan database may store a current flight plan of the aircraft. The flight plan database may also store the reroute option(s).

In at least one embodiment, an in-flight hazard tracking system is configured to track the current position of an in-flight hazard. The in-flight hazard tracking system may include a weather tracking sub-system that tracks weather. The in-flight hazard may include a weather cell. The in-flight hazard tracking system may include an air turbulence tracking sub-system that tracks air turbulence. The in-flight hazard may include the air turbulence. The in-flight hazard tracking system may include a restricted airspace tracking sub-system that tracks restricted airspace. The in-flight hazard may include the restricted airspace.

In at least one embodiment, the rerouting control unit is configured to determine a clearpoint for the reroute option(s). The clearpoint is a location at which the aircraft will be clear of the in-flight hazard. The rerouting control unit may be configured to determine the clearpoint by comparing the future position of the aircraft and the future position of the in-flight hazard.

The reroute option(s) may include one or more flight aspects for the aircraft at a destination location. The flight aspect(s) may include one or more of remaining fuel and weight of the aircraft.

In at least one embodiment, the rerouting control unit is further configured to generate the reroute option(s) based on an analysis of flight plans (including actual flight paths) of previous aircraft.

Certain embodiments of the present disclosure provide an aircraft management method that includes determining a current position of an aircraft within an airspace, determining a current position of an in-flight hazard within the airspace, predicting (by a rerouting control unit of a flight plan diversion prediction system) a predicted future position of the aircraft, predicting (by the rerouting control unit) a predicted future position of the in-flight hazard, and generating one or more reroute options for the aircraft based on an analysis of the current position of the aircraft, the predicted future position of the aircraft, the current position of an in-flight hazard, and the predicted future position of the in-flight hazard.

The aircraft management method may also include showing the reroute option(s) on a monitor that is communication with the rerouting control unit. The showing may include showing a reroute information indicator for the reroute option(s) on the monitor.

DETAILED DESCRIPTION OF THE DISCLOSURE

Certain embodiments of the present disclosure provide flight plan diversion prediction systems and methods that predict various aircraft aspects (such as remaining fuel and aircraft weight) of an aircraft upon arrival at a destination after the aircraft is diverted from an original flight plan.

The flight plan diversion prediction systems and methods utilize real-time analytics to evaluate in-flight options for re-routing around in-flight hazards, such as hazardous weather, turbulence, restricted airspace, and/or the like. In at least one embodiment, the flight plan diversion prediction systems and methods provide multiple diversion path options, and visually display the different options along with associated decision-making information, to a pilot to allow the pilot to make an informed decision in relation to the options. The flight plan diversion prediction systems analyze various types of information, such as weight of an aircraft, fuel burn, and/or wind and time over a waypoint to determine in-flight reroutes to a destination.

As described herein, a flight plan diversion prediction system includes a rerouting control unit that is configured to generate one or more reroute options for an aircraft based on an analysis of a current position of the aircraft, a predicted future position of the aircraft, a current position of an in-flight hazard, and a predicted future position of an in-flight hazard. The reroute option may also be based on the destination for the aircraft.

FIG. 1is a schematic block diagram of a flight plan diversion prediction system100in communication with a flight management system102and one or more aircraft104within an airspace106, according to an embodiment of the present disclosure. An aircraft management system101includes the flight plan diversion prediction system100, the flight management system102, and the aircraft104. The flight plan diversion prediction system100includes a rerouting control unit108in communication with a monitor110and a communication device112, such as through one or more wired or wireless connections. The monitor110may be a display screen, such as a touchscreen display, a computer display screen, a television, and/or the like. The communication device112may be or include one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like. The communication device112allows the flight plan diversion prediction system100to communicate with the flight management system102and one or more of aircraft104within the airspace106.

In at least one embodiment, the flight plan diversion prediction system100may be contained within a housing114, such as a computer workstation, a handheld device (such as a smart phone or pad), and/or the like. As shown, the flight plan diversion prediction system100may be separate and distinct from the aircraft104and the flight management system102. For example, the flight plan diversion prediction system100may be located at a monitoring station (such as at an air traffic control tower, flight operations center, and/or the like) that is remotely located from the aircraft104.

In at least one other embodiment, the flight plan diversion prediction system100may be onboard an aircraft104. For example, one or more of the aircraft104within the airspace106may include a flight plan diversion prediction system100. As an example, a flight computer116of an aircraft104may include the flight plan diversion prediction system100. As another example, the flight plan diversion prediction system100may be configured to be conveyed into and out of the aircraft104. For example, the flight plan diversion prediction system100may be a separate and distinct computing device (such as a handheld device) of flight personnel, such as a pilot.

The flight management system102may be remotely located from the flight plan diversion prediction system100, or may be collocated with the flight plan diversion prediction system100. For example, both the flight management system102and the flight plan diversion prediction system100may be located at a flight operations center, an air traffic control tower, or the like. In at least one embodiment, the flight management system102may include the flight plan diversion prediction system100. As noted, as another option, the flight plan diversion prediction system100may be onboard an aircraft104or at another location that is remote from the flight management system102.

The flight management system102may include a tracking system118, a flight plan database120, an in-flight hazard tracking system122, and a communication device124, such as one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like that allow for communication with the flight plan diversion prediction system100and the aircraft104. The flight management system102may include the tracking system118, the flight plan database120, the in-flight hazard tracking system122, and the communication device124at a common location, such as at an flight operations center or an air traffic control tower. In at least one other embodiment, at least one of the tracking system118, the flight plan database120, and the in-flight hazard tracking system122may be remotely located from one another.

The tracking system118is configured to track positions of the aircraft104within the airspace106. For example, the aircraft104may include a position sensor126that outputs a position signal that is received and tracked by the tracking system118. In at least one embodiment, the position signal is an automatic dependent surveillance-broadcast (ADS-B) signal and the tracking system118is an ADS-B tracking system. The position signal includes one or more position parameters, such as speed, altitude, heading, and the like. In at least one other embodiment, the aircraft104may be tracked through radar (for example, the tracking system118may be or include a radar system).

The flight plan database120stores flight plans (which may include future planned routes and/or current or previous actual flight paths flown) for the aircraft104. For example, the flight plan database120may store the current flight plan for the aircraft104. The flight plan database120may also store one or more reroute options (to a particular destination) for the aircraft104, whether or not the reroute options are chosen by a pilot. The flight plans may include original flight plans for the aircraft104that include flight paths between departure locations and arrival or destination locations. In at least one other embodiment, each aircraft104may include a flight plan database120, which may store an original flight plan for the aircraft104from a departure location to an arrival location. In at least one other embodiment, the flight plan database120may be separate and distinct from the flight management system102.

The in-flight hazard tracking system122is configured to track in real time one or more types of in-flight hazards within the airspace106. The in-flight hazard tracking system122includes one or more of a weather tracking sub-system128, an air turbulence tracking sub-system130, and a restricted airspace tracking sub-system132. The in-flight hazard tracking system122may be part of the flight management system102, as shown, or may be remotely located from and in communication with the flight management system102, such as through one or more communication devices.

The weather tracking sub-system128may be any type of system that tracks current weather. For example, the weather tracking sub-system128may include a Doppler radar, a weather forecasting service, and/or the like. The weather tracking sub-system128is configured to monitor and track weather within the airspace106in real time, and may also provide weather predictions for the future.

The air turbulence tracking sub-system130is configured to track and/or predict locations of air turbulence within the airspace106. The air turbulence tracking sub-system130may include a reporting service or system that determines locations of air turbulence within the airspace106, such as through reports from pilots. Optionally, the in-flight hazard tracking system122may not include the air turbulence tracking sub-system130.

The restricted airspace tracking sub-system132is configured to track and/or predict locations of restricted airspace within the airspace106. The restricted airspace tracking sub-system132may include a reporting service or system that determines locations of restricted airspace within the airspace106, such as through airport or governmental notices, reports, and/or the like. Optionally, the in-flight hazard tracking system122may not include the restricted airspace tracking sub-system132.

In at least one embodiment, the weather tracking sub-system128, the air turbulence tracking sub-system130, and/or the restricted airspace tracking sub-system132are separate, distinct, and remote from the flight management system102. The weather tracking sub-system128, the air turbulence tracking sub-system130, and/or the restricted airspace tracking sub-system132may be separately in communication with the flight plan diversion prediction system100.

The aircraft104includes the flight computer116and the position sensor126, as noted above. The aircraft104also includes a communication device134, such as one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like, that allow the aircraft104to communicate with the flight plan diversion prediction system100and the flight management system102.

The flight computer116assesses a current amount of fuel136and weight138of the aircraft104. The flight computer116determines the amount of fuel136burned by comparing the total amount of fuel136before takeoff to the current level of fuel136. Further, the flight computer116determines a remaining amount of fuel136(that is, the current amount of fuel136onboard the aircraft104). Similarly, the flight computer116determines the current weight138of the aircraft104, and determines the difference between the current weight138and the weight138before takeoff.

During a flight, the aircraft104may divert from an original flight plan to a diverted flight plan based on an in-flight hazard as determined by the in-flight hazard tracking system122. For example, the weather tracking sub-system128may detect hazardous weather within the airspace106. The aircraft104may receive the weather report alert from the weather tracking sub-system128, and the pilot may decide to divert around the weather. As another example, the aircraft104may divert from the original flight plan to a diverted plan due to air turbulence within the airspace106, as determined by the air turbulence tracking sub-system130, or a restricted airspace within the airspace106, as determined by the restricted airspace tracking sub-system132. Hazardous weather (as detected and/or determined by the weather tracking sub-system128), air turbulence (as detected and/or determined by the air turbulence tracking sub-system130), and a restricted airspace (as detected and/or determined by the restricted airspace tracking sub-system132) are examples of in-flight hazards within the airspace106that a pilot may decide to divert around (that is, deviate from a current flight plan to a diverted flight plan to avoid such in-flight hazards).

In response to the aircraft104diverting from the original flight plan, the rerouting control unit108analyzes the current position of the aircraft104. For example, the rerouting control unit108detects a current heading, position, and airspeed of the aircraft104, such as determined by the tracking system118. The rerouting control unit108may also analyze a current location of the in-flight hazard, such as hazardous weather as detected by the weather tracking sub-system128. The rerouting control unit108analyzes the position of the aircraft104within the airspace106, and the in-flight hazard, and determines one or more reroute options for the aircraft104. The reroute options provide one or more diverted flight plan options that connect to a landing location, such as the arrival or destination location within the current or original flight plan.

The reroute options include a predicted amount of fuel and weight of the aircraft at the landing location. For example, the rerouting control unit108may communicate with the flight computer116to determine a current fuel136and weight138of the aircraft104and determine the predicted amount of fuel136and weight138at the landing location based on the determined reroute path and the current fuel consumption rate (that is, fuel burn) of the aircraft104. The reroute option(s), including the predicted amount of fuel136and the predicted aircraft weight138at the landing location, are shown on the monitor110.

As used herein, the term “control unit,” “central processing unit,” “unit,” “CPU,” “computer,” or the like may include any processor-based or microprocessor-based system including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of executing the functions described herein. Such are exemplary only, and are thus not intended to limit in any way the definition and/or meaning of such terms. For example, the rerouting control unit108may be or include one or more processors that are configured to control operation thereof, as described herein.

The rerouting control unit108is configured to execute a set of instructions that are stored in one or more data storage units or elements (such as one or more memories), in order to process data. For example, the rerouting control unit108may include or be coupled to one or more memories. The data storage units may also store data or other information as desired or needed. The data storage units may be in the form of an information source or a physical memory element within a processing machine.

The diagrams of embodiments herein may illustrate one or more control or processing units, such as the rerouting control unit108. It is to be understood that the processing or control units may represent circuits, circuitry, or portions thereof that may be implemented as hardware with associated instructions (e.g., software stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like) that perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuits that include and/or are connected to one or more logic-based devices, such as microprocessors, processors, controllers, or the like. Optionally, the rerouting control unit108may represent processing circuitry such as one or more of a field programmable gate array (FPGA), application specific integrated circuit (ASIC), microprocessor(s), and/or the like. The circuits in various embodiments may be configured to execute one or more algorithms to perform functions described herein. The one or more algorithms may include aspects of embodiments disclosed herein, whether or not expressly identified in a flowchart or a method.

As used herein, the terms “software” and “firmware” are interchangeable, and include any computer program stored in a data storage unit (for example, one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are exemplary only, and are thus not limiting as to the types of memory usable for storage of a computer program.

FIG. 2is a diagrammatic representation of a front view of the monitor110of the flight plan diversion prediction system100, according to an embodiment of the present disclosure. Referring toFIGS. 1 and 2, the weather tracking sub-system128detects a weather cell200having a vector202(including airspeed and direction). The flight plan diversion prediction system100receives data regarding the weather cell200from the weather tracking sub-system128and shows the weather cell200on the monitor110. The monitor110also shows a portion of an original flight plan204(which the flight plan diversion prediction system100may receive from the flight plan database120) to a destination location206.

As shown, based on the weather cell200, the aircraft104has diverted into a diverted flight plan208. The current position of the aircraft104(as detected by the tracking system118) is shown on the monitor110by a current position indicator210.

A clearpoint212is also shown on the monitor110. The clearpoint212is a location on the diverted flight plan208at which the aircraft104will be clear of the weather cell200(or other such in-flight hazard) based on the current course, airspeed and heading at a particular time. In at least one embodiment, a pilot may manually determine and locate the clearpoint212along the diverted flight plan208. As another option, the clearpoint212may be determined as a predetermined position along the diverted flight plan, such as a point10miles away from the current position of the aircraft104as shown by the current position indicator210based on the current heading of the aircraft104and/or a predetermined future time, such as where the aircraft104will be in 5 minutes based on the current heading and airspeed of the aircraft104.

In at least one other embodiment, the rerouting control unit108determines the location of the clearpoint212. For example, the rerouting control unit108may analyze the weather cell200and the vector202to determine a location of the weather cell200at a particular time. The rerouting control unit108may compare the predicted location of the weather cell200and the vector202with the current position (as shown by the current position indicator210) of the aircraft104to determine the clearpoint212. For example, based on the diverted flight plan208, the current position of the aircraft along the diverted flight plan208, the movement of the weather cell200, and the predicted motion of the weather cell200based on the vector202, the rerouting control unit108determines the clearpoint212. In particular, the rerouting control unit108assesses the current position, heading, and airspeed of the aircraft104on the diverted flight plan208(such as detected by the tracking system118). The rerouting control unit108then compares the current position, heading, and airspeed (and optionally previous position, heading, and airspeed for a predetermined time) of the aircraft104with the location of the weather cell200and predicted location of the weather cell200at a future, later time based on the motion of the weather cell200as determined via the vector202, and determines the location at which the aircraft104will be clear of the weather cell200at a future, later time (that is, the clearpoint212).

As described, the clearpoint212may be determined and manually picked by a pilot of the aircraft104, arbitrarily determined by the rerouting control unit108, and/or dynamically and automatically determined by the rerouting control unit108, such as based on the current location, heading, and airspeed of the aircraft104in relation to the current location and vector202of the weather cell200(the analysis of which allows the rerouting control unit108to predict the future positions of the aircraft104and the weather cell200). After the clearpoint212is determined, the rerouting control unit108determines one or more reroute options214,216, and218for the aircraft104. The reroute options214,216, and218may link or join back to the original flight plan204. Optionally, at least one of the reroute options214,216, or218may not link or join back to the original flight plan204. For each reroute option,214,216, and218, the rerouting control unit108predicts or otherwise determines one or more flight path aspects (such as predicting remaining fuel, weight, or the like) for the aircraft104at the destination location206(if the aircraft104were to fly according to the particular reroute option214,216, and218). The rerouting control unit108determines and predicts the flight path aspect(s) based on the current flight path aspect(s) of the aircraft104at the current location (such as remaining fuel, current airspeed, and current consumption level of fuel) and the length of the reroute options214,216, and218.

For each reroute option214,216, and218, the rerouting control unit108provides reroute information indicator220, such as a box or area229(which may be expandable, such as through a swipe, slide, tap or the like of a finger, stylus, or the like). An individual may expand the reroute information indicator220, such as by tapping with a finger (when the monitor is a touchscreen interface, for example), pointing and clicking with an engagement device (such as a stylus or mouse), and/or the like. Each reroute information indicator220that may list one or more predicted flight path aspects, such as a predicted landing weight222, predicted fuel on board (FOB)224, predicted fuel remaining226at the destination, and/or a predicted estimated time of arrival (ETA)228at the destination location206if the pilot chooses to fly according to a particular reroute option214,216, and218. The reroute information indicator220may also include the FOB as of the current time. The pilot may then compare the predicted flight path aspects for each of the reroute options214,216, and218to make an informed decision as to an efficient and/or safe reroute option214,216, or218to choose.

As shown inFIG. 2, the rerouting control unit108determines and shows three reroute options on the monitor110. Optionally, the rerouting control unit108may determine and show more or less than three reroute options. For example, the rerouting control unit108may determine 4 or more reroute options to the destination location206from the clearpoint212.

The rerouting control unit108indicates the clearpoint212on the monitor110and provides one or more reroute options214,216, and/or218, each of which includes reroute information indicator220listing one or more flight path aspects, thereby allowing a pilot of the aircraft104to know a predicted amount of fuel and weight at the destination location206. Further, the rerouting control unit108provides a point in future time and space (that is, the clearpoint212) from which a new route (such as the reroute options214,216, and218) are determined. Accordingly, the flight plan diversion prediction system100provides a pilot with the ability to perform an informed and tactical flight plan diversion and reroute from the original flight plan204. The flight plan diversion prediction system100allows the pilot to determine a tactical reroute without losing insight into how much fuel will be onboard the aircraft104upon landing at the destination location206.

The reroute options214,216,218may be received by the flight management system102, and stored in the flight plan database120. A reroute option214,216, or218that is chosen by a pilot may be stored in the flight plan database120as an active reroute option. A reroute option214,216, or218that is not chosen by a pilot may be stored in the flight plan database as an inactive reroute option, or, alternatively discarded.

The reroute options214,216,218include the clearpoint212. The reroute options214,216,218may each start from the clearpoint212. In at least one other embodiment, each reroute option214,216, and218may include a separate clearpoint. The reroute options214,216, and218may or may not begin from a respective clearpoint. For example, each reroute option214,216, and218may include a diversion point from the flight plan204, which may or may not be a clearpoint.

FIG. 3is a diagrammatic representation of a front view of the monitor110of the flight plan diversion prediction system100, according to an embodiment of the present disclosure. Referring toFIGS. 1 and 3, the current location of an aircraft104is shown by current position indicator210. The current position indicator210is along an original flight plan204. A future point along the original flight plan204is shown by a future position indicator300. The future position indicator300is correlated with a predicted position at a future time along the original flight plan204if the aircraft104continues to fly according to the original flight plan204. The rerouting control unit108shows the predicted position of the weather cell200and vector202(based on past motion and current position of the weather cell200) on the monitor110, and determines a predicted position of the aircraft104as indicated by the future position indicator300on the original flight plan204. A time selector302(such as a slide bar on a touchscreen interface of the monitor110) may be operated by an individual to illustrate relative positions of the weather cell200and the future position indicator300. For example, a pilot may see the current position of the weather cell200, and may move the time selector302to a position thirty minutes into the future, at which the rerouting control unit108shows the predicted position of the weather cell200along with the future position indicator300at the selected future time. If the rerouting control unit108determines and shows that the aircraft104will avoid the predicted position of the weather cell200at the selected future time, the pilot may opt to remain on the original fight plan204.

If, however, the rerouting control unit108determines and shows that the aircraft104will be within the weather cell200at the selected future time, the pilot may choose a diverted flight path. For example, the pilot may choose from a first heading change that provides a first reroute option304(showing a first diverted flight path) starting from a diversion point205from the flight plan204, and a second heading change that differs from the first heading change that provides a second reroute option306(showing a second diverted flight path) starting from the diversion point205. Clearpoints212aand212bmay be determined for each of the reroute options304and306, respectively, as explained above. As shown, each of the first reroute option304and the second reroute option306includes a separate and distinct clearpoint212aand212b, respectively. For each of the reroute options304and306, the rerouting control unit108may determine and show on the monitor110reroute information indicator220that may list one or more predicted flight path aspects. Based on the predicted flight path aspects, as shown in the reroute information indicator220, the pilot may make an informed decision as to an efficient and/or safe reroute option304or306to pick. As shown inFIG. 3, the first reroute option304may add five minutes of flight time and burn two hundred extra pounds of fuel in relation to the original fight plan204, while the second reroute option306may add ten minutes of flight time and burn three hundred extra pounds of fuel in relation to the original flight plan204. As such, the pilot may opt for the first reroute option304(assuming the first reroute option304and the second reroute option306are substantially equally as safe), as it takes less total flight time and burns less fuel as compared to the second reroute option306.

In at least one embodiment, the rerouting control unit108may monitor other aircraft104that are closer (and/or already landed) to the destination location in addition to monitoring the aircraft104indicated at the current position indicator210. The rerouting control unit108may determine the rerouted flight paths chosen by the previous aircraft104. For example, pilots of one or more previous aircraft104may have chosen a rerouted flight path to the North of the weather cell200, while other aircraft104later in time may have chosen a rerouted flight path to the South of the weather cell200. The rerouting control unit108may analyze the previously rerouted flight paths to determine the reroute options304and306, including the diverted flight paths. The rerouting control unit108may determine the reroute options304and306based on weighted averages (such as of actual fuel and weight at the destination location, fuel burn, and/or the like) of the previous rerouted flight paths, for example.

The rerouting control unit108of the flight plan diversion prediction system100shows tactically on the monitor110an efficient (or relatively efficient as compared to others) and/or safe (or relatively safe as compared to others) diverted flight path via a comparison of the reroute options304and306. The rerouting control unit108may analyze the flight path data of previous aircraft in front of the aircraft104denoted by the current position indicator210either in real time or via historical data to predict a time and fuel burn of the aircraft104for the reroute options304and306. By having access to real time tracking data (such as through the tracking system118), the rerouting control unit108is able to determine additional time and fuel approximations, and also if additional delays are present such as due to in-flight holding (for example, holding patterns).

FIG. 4illustrates a flow chart of an aircraft management method, according to an embodiment of the present disclosure. Referring toFIGS. 1-4, at400, a current position of an aircraft104is tracked, such as via the tracking system118. At402, a current position of an in-flight hazard (such as a weather cell, location of air turbulence, or restricted airspace) is tracked, such as via the in-flight hazard tracking system122.

At404, the rerouting control unit108determines whether the in-flight hazard is (and/or will be) within a current flight plan of the aircraft104. Optionally, an individual, such as a pilot, may determine whether the in-flight hazard is within the current flight plan. If not, the method proceeds from404to406, at which the aircraft is maintained on the current flight plan, and then the method returns to400.

If, however, the in-flight hazard is (and/or will be) within the current flight plan, the method proceeds from404to408, at which the rerouting control unit108predicts the location of the aircraft104at a future time (that is, a time later than the current time). For example, the rerouting control unit108may predict the location of the aircraft104at the future time by analyzing the past and current position, heading, direction, airspeed and/or the like of the aircraft, and making the prediction of the location of the aircraft based thereon.

At410, the rerouting control unit108predicts a location of the in-flight hazard at the future time. For example, the rerouting control unit108may predict the location of the in-flight hazard at the future time by analyzing the past and current position and vector of the in-flight hazard, and making the prediction of the location of the in-flight hazard based thereon.

At412, the rerouting control unit108determines whether the aircraft104will be proximate to (for example, at and/or within a predetermined range) the in-flight hazard at the future time, based on the predicted location of the aircraft104and the predicted location of the in-flight hazard at the future time. If the aircraft104will not be proximate to the in-flight hazard at the future time, the method proceeds from412to406, and then back to400.

If, however, the aircraft104will be proximate to the in-flight hazard a the future time, the method proceeds from412to414, at which the rerouting control unit108determines one or more reroute options having one or more clearpoints. At416, the rerouting control unit108displays the reroute options including reroute information indicator on the monitor110.

At418, the flight plan is adapted (for example, changed) based on a reroute option that is chosen by a pilot. At420, the rerouting control unit108determines if the aircraft104has landed at a location. If so, the method ends at422. If the aircraft104has not yet landed, the method returns to400.

The flight plan diversion prediction system100includes the rerouting control unit108that generates one or more reroute options for an aircraft104based on an analysis of a current position of the aircraft104, a predicted future position (that is, a position at a future time) of the aircraft104, a current position of an in-flight hazard, and a predicted future position (that is, a position at the future time) of an in-flight hazard.

FIG. 5is a diagrammatic representation of a front perspective view of an aircraft104, according to an exemplary embodiment of the present disclosure. The aircraft104includes a propulsion system512that may include two turbofan engines514, for example. Optionally, the propulsion system512may include more engines514than shown. The engines514are carried by wings516of the aircraft104. In other embodiments, the engines514may be carried by a fuselage518and/or an empennage520. The empennage520may also support horizontal stabilizers522and a vertical stabilizer524. The fuselage518of the aircraft104defines an internal cabin, which may include a cockpit530that includes the flight computer116(shown inFIG. 1), for example. Further, the flight plan diversion prediction system100(shown inFIG. 1) may be within the cockpit530.

The aircraft104may be sized, shaped, and configured other than shown inFIG. 5. For example, the aircraft104may be a non-fixed wing aircraft, such as a helicopter. As another example, the aircraft104may be an unmanned aerial vehicle (UAV).

Referring toFIGS. 1-5, embodiments of the present disclosure provide systems and methods that allow large amounts of data to be quickly and efficiently analyzed by a computing device. For example, numerous aircraft104may be scheduled to fly within the airspace106. As such, large amounts of data are being tracked and analyzed. The vast amounts of data are efficiently organized and/or analyzed by the rerouting control unit108, as described herein. The rerouting control unit108analyzes the data in a relatively short time in order to quickly and efficiently output and/or display reroute information for the aircraft104. For example, the rerouting control unit108analyzes current locations of the aircraft104and in-flight hazards in real or near real time to determine reroute options for one or more of the aircraft104based on predicted positions of the aircraft104and the in-flight hazards at future times. A human being would be incapable of efficiently analyzing such vast amounts of data in such a short time. As such, embodiments of the present disclosure provide increased and efficient functionality with respect to prior computing systems, and vastly superior performance in relation to a human being analyzing the vast amounts of data. In short, embodiments of the present disclosure provide systems and methods that analyze thousands, if not millions, of calculations and computations that a human being is incapable of efficiently, effectively and accurately managing.

As described herein, embodiments of the present disclosure provide systems and methods for accurately predicting various flight path aspects of an aircraft that has diverted from an original flight plan. Further, the systems and methods allow pilots to predict how much fuel an aircraft might have at a destination before and after diverting from a flight plan. Moreover, the systems and methods provide and display one or more flight path diversion options.