Abstract:
A method for providing a display to a flight crew of an aircraft includes providing a horizontal navigation display that includes data regarding the movement of the aircraft in a horizontal direction and an aircraft icon indicating a position of the aircraft in the horizontal direction. The method further includes providing a vertical navigation display that includes data regarding the movement of the aircraft in a vertical direction and an aircraft icon indicating a position of the aircraft in the vertical direction. The horizontal and vertical navigation displays are disposed adjacent to one another on a single display device. The method further includes receiving a first input to the display device indicating a selection of the horizontal navigation display aircraft icon, and, in response to the selection of the horizontal navigation display aircraft icon, engaging a horizontal navigation control feature of an autopilot system of the aircraft.

Description:
TECHNICAL FIELD 
     The present disclosure generally relates to display systems, including aircraft display systems, and methods for providing displays. More particularly, the present disclosure relates to display systems and methods for providing displays having an integrated autopilot functionality. 
     BACKGROUND 
     Modern aircraft display systems are capable of displaying a considerable amount of information such as aircraft position, attitude, navigation, and terrain information. Most such displays additionally allow a flight plan to be displayed from different views, such as a perspective view or primary flight display, a vertical situation display, and/or a lateral situation display, which may be displayed individually or simultaneously. When displayed simultaneously, the display is often referred to as an interactive navigation display (INAV). The vertical situation display and the lateral situation display are two-dimensional views of the aircraft flight plan, and may include, for example, an aircraft symbol, waypoint symbols, line segments that interconnect the waypoint symbols, and/or range rings. These views may also include various map features including, for example, weather information, terrain information, political boundaries, and navigation aids. 
     The vertical situation display and lateral situation display may also provide a user interface that allows the pilot or co-pilot of the aircraft to monitor and/or change the flight plan and/or path. For example, the pilot or co-pilot may maneuver a cursor to select a waypoint symbol on one of these views, resulting in the creation of a pop-up menu. The pilot or co-pilot can then interact with various menus to view the details of, or modify, an existing waypoint. Further, the pilot or co-pilot is able to utilize the user interface to create additional waypoints. For example, the pilot or co-pilot might interact with a selectable menu on the second image to provide the information necessary (e.g., latitude, longitude, and altitude) to set the waypoint. A new waypoint symbol would then appear in the appropriate location on the second image. Alternatively, the pilot or co-pilot might maneuver the cursor to the desired location of the vertical situation display or the lateral situation display and provide an input (e.g., click a button) resulting in the generation of a pop-up menu. The pilot or co-pilot may then interact with various pop-up menus to create the new waypoint. 
     While the vertical situation display and the lateral situation display include functionalities that allow the pilot to change the flight plan, the pilot must still use a separate mode control panel (MCP) or guidance panel (GP) to change the autothrottle (A/T) and autopilot (A/P) functions of the autopilot flight director system (AFDS). Thus, in order to change the course of an aircraft, a pilot is often required to use the vertical and/or lateral situation display to program a flight path change, followed by a separate input on the MCP or GP to make a corresponding command change to the A/T and/or A/P system. Thus, the pilot is often forced to divert his/her attention by having to look at and make inputs at multiple input sources along the flight control panel. 
     Accordingly, it is desirable to provide improved display systems and methods for providing displays that overcome the deficiencies in the prior art. It is further desirable to provide system integrations that will reduce the pilot dependency on multiple avionic systems and provide a more intuitive graphical manner of performing and controlling the various autopilot and autothrottle modes. Furthermore, other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description of the inventive subject matter and the appended claims, taken in conjunction with the accompanying drawings and this background of the inventive subject matter. 
     BRIEF SUMMARY 
     Display systems and methods for providing displays are disclosed. In one exemplary embodiment, a method for providing a display to a flight crew of an aircraft includes providing a horizontal navigation display that includes data regarding the movement of the aircraft in a horizontal direction, a virtual compass including an aircraft heading indicator indicating a current heading of the aircraft and an autopilot heading selector, and an aircraft icon indicating a position of the aircraft in the horizontal direction. The method further includes providing a vertical navigation display that includes data regarding the movement of the aircraft in a vertical direction, an altitude target indicator line, and an aircraft icon indicating a position of the aircraft in the vertical direction. The horizontal and vertical navigation displays are disposed adjacent to one another on a single display device. The method further includes receiving a first input to the display device indicating a selection of the horizontal navigation display aircraft icon, and, in response to the selection of the horizontal navigation display aircraft icon, engaging a horizontal navigation control feature of an autopilot system of the aircraft. The method further includes receiving a second input to the display device indicating a selection of the vertical navigation display aircraft icon, and, in response to the selection of the vertical navigation display aircraft icon, engaging a vertical navigation control feature of the autopilot system of the aircraft. The method further includes receiving a third input to the display device indicating a selection of the autopilot heading selector, the third input including a movement of the autopilot heading selector along the virtual compass to a desired heading, and, in response to the movement of the autopilot heading selector, actuating a flight heading control system of the horizontal navigation control feature to cause the aircraft to fly at the desired heading. Still further, the method includes receiving a fourth input to the display device indicating a selection of the altitude target indicator line, the fourth input including a movement of the altitude target indicator line in either an up or a down vertical direction to indicate a desired altitude, and, in response to the movement of the altitude target indicator line, actuating an altitude control system of the vertical navigation control feature to cause the aircraft to fly at the desired altitude. 
     In another exemplary embodiment, a display system configured to provide a display to a flight crew of an aircraft includes an image display device, a cursor control device in operable electronic communication with the image display device, a data storage device that stores navigation information and runway information, and a computer processor device in operable electronic communication with the image display device and the data storage device. The computer processor device is configured to provide a horizontal navigation display that includes data regarding the movement of the aircraft in a horizontal direction, a virtual compass comprising an aircraft heading indicator indicating a current heading of the aircraft and an autopilot heading selector, and an aircraft icon indicating a position of the aircraft in the horizontal direction. The computer processor device is further configured to provide a vertical navigation display that includes data regarding the movement of the aircraft in a vertical direction, an altitude target indicator line, and an aircraft icon indicating a position of the aircraft in the vertical direction. The horizontal and vertical navigation displays are disposed adjacent to one another on a single display device. The computer processor device is further configured to receive a first input to the display device indicating a selection of the horizontal navigation display aircraft icon, and, in response to the selection of the horizontal navigation display aircraft icon, engage a horizontal navigation control feature of an autopilot system of the aircraft. The computer processor device is further configured to receive a second input to the display device indicating a selection of the vertical navigation display aircraft icon, and, in response to the selection of the vertical navigation display aircraft icon, engage a vertical navigation control feature of the autopilot system of the aircraft. The computer processor device is further configured to receive a third input to the display device indicating a selection of the autopilot heading selector, the third input including a movement of the autopilot heading selector along the virtual compass to a desired heading, and, in response to the movement of the autopilot heading selector, actuate a flight heading control system of the horizontal navigation control feature to cause the aircraft to fly at the desired heading. Still further, the computer processor device is configured to receive a fourth input to the display device indicating a selection of the altitude target indicator line, the fourth input including a movement of the altitude target indicator line in either an up or a down vertical direction to indicate a desired altitude, and, in response to the movement of the altitude target indicator line, actuate an altitude control system of the vertical navigation control feature to cause the aircraft to fly at the desired altitude. 
     This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein: 
         FIG. 1  is a block diagram of an exemplary flight display system in accordance with various embodiments of the present disclosure; and 
         FIGS. 2A and 2B  illustrate lateral and vertical navigation control functionalities integrated into the flight display system shown in  FIG. 1 ; 
         FIGS. 3A ,  3 B, and  3 C illustrate heading selection control functionalities integrated into the flight display system shown in  FIG. 1 ; 
         FIGS. 4A ,  4 B, and  4 C illustrate vertical speed and flight path angle control functionalities integrated into the flight display system shown in  FIG. 1 ; 
         FIGS. 5A and 5B  illustrate airspeed control functionalities integrated into the flight display system shown in  FIG. 1 ; 
         FIGS. 6A and 6B  illustrate altitude control functionalities integrated into the flight display system shown in  FIG. 1 ; and 
         FIGS. 7A ,  7 B, and  7 C illustrate approach and back course control functionalities integrated into the flight display system shown in  FIG. 1 . 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely illustrative in nature and is not intended to limit the embodiments of the subject matter or the application and uses of such embodiments. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. 
     Embodiments of the present disclosure provide an enhancement to known INAV display systems that allow the pilot to perform and control most of the A/P and A/T modes, which currently performed through the MCP or GP, directly on the INAV display system. The described embodiments thus allow the pilot to control the A/P and A/T mode control panel operations on a graphical user interface. This also allows the pilot to concentrate on a single integrated navigation display to deduce information and control the current autopilot modes without diverting her concentration by having to look out for information from multiple sources. 
     The present disclosure may be described in terms of functional block diagrams and various processing steps. It should be appreciated that such functional blocks may be realized in many different forms of hardware, firmware, and/or software components configured to perform the various functions. For example, the present disclosure may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, look-up tables, and the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices. Such general techniques are known to those skilled in the art and are not described in detail herein. Moreover, it should be understood that the exemplary process illustrated may include additional or fewer steps or may be performed in the context of a larger processing scheme. Furthermore, the various methods presented in the drawing, figures, or the specification are not to be construed as limiting the order in which the individual processing steps may be performed. It should be appreciated that the particular implementations shown and described herein are illustrative of exemplary embodiments and are not intended to otherwise limit the scope of the disclosure in any way. 
     Turning now to the description, and with reference to  FIG. 1 , an exemplary display system  100  for a vehicle will be described. As used herein, the term “vehicle” refers to any type of vehicle that is configured to travel above a terrain, such as a manned or unmanned aircraft, rocket, missile, space vehicle, or a submerged vessel. The embodiment described herein will be with regard to an aircraft that is flying over a terrain, but it will be understood by one who is skilled in the art that embodiments of the present disclosure may also be used in connection with other vehicles. The display system  100  includes a user interface  102 , a processor  104 , one or more terrain databases  106 , one or more navigation databases  108 , a source of weather data  110 , a terrain avoidance and warning system (TAWS)  112 , a traffic and collision avoidance system (TCAS)  114 , various sensors  116 , and at least one electronic display  118 . 
     The user interface  102  is in operable communication with the processor  104  and is configured to receive input from a user  120  (e.g., a pilot or a co-pilot) and, in response, to supply command signals to the processor  104 . The user interface  102  includes a cursor control device (CCD)  124 , a secondary interface  126 , and additional user input interface  127 . The CCD  124  may be any one, or a combination, of various known cursor control devices, including, but not limited to, a trackball, a joystick, and/or one or more buttons, switches, or knobs. As described further below, the CCD  124  supplies command signals to the processor  104  for controlling the movement of at least one movable cursor on the at least one electronic display  118 . 
     The secondary interface  126  includes a plurality of controls for providing command signals to the processor  104  regarding the position and other characteristics of a cursor on the at least one electronic display  118 . In the illustrated embodiment, the secondary interface  126  includes an altitude control  128 , a heading control  129 , and a speed control  130 . These controls  128 - 130  are integrated with the electronic display, and are each described in greater detail below. The secondary interface  126  is combined with the CCD  124  such that the functions of the secondary interface  126  may be controlled in association with the CCD  124 . For example, in one embodiment, the altitude, heading, and speed controls  128 - 130  are combined with one or more controls on the electronic display that the pilot  120  uses to provide input to the flight director (described below) regarding the desired altitude, heading, or speed of the aircraft. In this embodiment, a separate guidance panel or mode control panel may or may not be provided. 
     The processor  104  is in operable communication with the terrain databases  106 , the navigation databases  108 , and the at least one electronic display  118 , and is coupled to receive various types of inertial data from the various sensors  116 , and various other avionics-related data from one or more other external systems, which are briefly described further below. The processor  104  is configured, in response to the inertial data, to selectively retrieve terrain data from one or more of the terrain databases  106  and navigation data from one or more of the navigation databases  108 , and to supply appropriate display commands to the at least one electronic display  118 , so that the retrieved terrain and navigation data are appropriately displayed on the at least one electronic display  118 . As  FIG. 1  additionally shows, the processor  104  is also in operable communication with the source of weather data  110 , the TAWS  112 , the TCAS  114 , and is additionally configured to supply appropriate display commands to the at least one electronic display  118  so that the avionics data, weather data  110 , data from the TAWS  112 , data from the TCAS  114 , and data from the previously mentioned external systems may also be selectively displayed on the electronic display  118 . 
     The processor  104  may be any one of numerous known general-purpose microprocessors or an application specific processor that operates in response to program instructions. In the depicted embodiment, the processor  104  includes on-board RAM (random access memory)  132  and on-board ROM (read only memory)  134 , and/or other non-transitory data storage devices. The program instructions that control the processor  104  may be stored in either or both the RAM  132  and the ROM  134 . For example, the operating system software may be stored in the ROM  134 , whereas various operating mode software routines and various operational parameters may be stored in the RAM  132 . It will be appreciated that this is merely exemplary of one scheme for storing operating system software and software routines, and that various other storage schemes may be implemented. It will also be appreciated that the processor  104  may be implemented using various other circuits, not just a programmable processor. For example, digital logic circuits and analog signal processing circuits could also be used. 
     The terrain databases  106  include various types of data, including elevation data, representative of the terrain over which the aircraft is flying, and the navigation databases  108  include various types of navigation-related data. This navigation-related data includes various flight plan related data such as, for example, waypoints, distances between waypoints, headings between waypoints, data related to different airports, navigational aids, obstructions, special use airspace, political boundaries, communication frequencies, and aircraft approach information. It will be appreciated that, although the terrain databases  106  and the navigation databases  108  are, for clarity and convenience, shown as being stored separate from the processor  104 , all or portions of either or both of these databases  106 ,  108  could be loaded into the on-board RAM  132 , or integrally formed as part of the processor  104 , and/or RAM  132 , and/or ROM  134 . The terrain databases  106  and navigation databases  108  could also be part of a device or system that is physically separate from the display system  100 . 
     The avionics data that is supplied from the sensors  116  includes data representative of the state of the aircraft such as, for example, aircraft speed, altitude, and heading. The weather data  110  supplied to the processor  104  is representative of at least the location and type of various weather cells. The data supplied from the TCAS  114  includes data representative of other aircraft in the vicinity, which may include, for example, speed, direction, altitude, and altitude trend. In a preferred embodiment, the processor  104 , in response to the TCAS data, supplies appropriate display commands to the at least one electronic display  118  such that a graphic representation of each aircraft in the vicinity is displayed on the at least one electronic display  118 . The TAWS  112  supplies data representative of the location of terrain that may be a threat to the aircraft. The processor  104 , in response to the TAWS data, preferably supplies appropriate display commands to the at least one electronic display  118  such that the potential threat terrain is displayed in various colors depending on the level of threat. 
     As was previously alluded to, one or more other external systems (or subsystems) may also provide avionics-related data to the processor  104  for display on the electronic display  118 . In the depicted embodiment, these external systems include a flight director  136 , an instrument landing system (ILS)  138 , a runway awareness and advisory system (RAAS)  140 , and a navigation computer  142 . The flight director  136 , as is generally known, supplies command data representative of commands for piloting the aircraft in response to flight crew entered data, or various inertial and avionics data received from external systems. For example, as previously mentioned, the pilot  120  may utilize the electronic display  118  and CCD  124  to provide input regarding the desired speed, altitude, and/or heading of the aircraft, in place of the conventional guidance panel or mode control panel. In response, the flight director  136  supplies command data that is representative of that user input. The command data supplied by the flight director  136  may be supplied to the processor  104  and displayed on the at least one electronic display  118  for use by the pilot  120  and the data may further be supplied to an autopilot and autothrottle (not illustrated). The autopilot and autothrottle, in turn, produce appropriate control signals which are applied to the aircraft&#39;s flight control surfaces to cause the aircraft to fly in accordance with the flight crew entered data, or the inertial and avionics data. 
     The ILS  138  is a radio navigation system that provides aircraft with horizontal and vertical guidance just before and during landing and, at certain fixed points, indicates the distance to the reference point of landing. The system includes ground-based transmitters (not illustrated) that transmit radio frequency signals. The ILS  138  on board the aircraft receives these signals and supplies appropriate data to the processor for display of, for example, an ILS feather (not illustrated in  FIG. 1 ) on the electronic display  118 . The ILS feather represents two signals, a localizer signal that is used to provide lateral guidance, and a glide slope signal that is used for vertical guidance. 
     The RAAS  140  provides improved situational awareness to help lower the probability of runway incursions by providing timely aural advisories to the flight crew during taxi, takeoff, final approach, landing and rollout. The RAAS  140  uses GPS data to determine aircraft position and compares aircraft position to airport location data stored in the navigation database  108 . Based on these comparisons, the RAAS  140 , if necessary, issues appropriate aural advisories. The aural advisories the RAAS  140  may issue inform the pilot  120 , among other things of when the aircraft is approaching a runway—either on the ground or from the air, when the aircraft has entered and is aligned with a runway, when the runway is not long enough for the particular aircraft, the distance remaining to the end of the runway as the aircraft is landing or during a rejected takeoff, when the pilot  120  inadvertently begins to take off from a taxiway, and when an aircraft has been immobile on a runway for an extended time. 
     The navigation computer  142  is used, among other things, to allow the pilot  120  to program a flight plan from one destination to another. The navigation computer  142  may be in operable communication with the flight director  136 . As was mentioned above, the flight director  136  may be used to automatically fly, or assist the pilot  120  in flying, the programmed route. The navigation computer  142  is in operable communication with various databases including, for example, the terrain database  106 , and the navigation database  108 . The processor  104  may receive the programmed flight plan data from the navigation computer  142  and cause programmed flight plan, or at least portions thereof, to be displayed on the electronic display  118 . 
     The electronic display  118  is used to display various images and data, in both a graphical and a textual format, and to supply visual feedback to the pilot  120  in response to the user input commands supplied by the pilot  120  to the user interface  102 . It will be appreciated that the at least one electronic display  118  may be any one of numerous known displays suitable for rendering image and/or text data in a format viewable by the pilot  120 . Non-limiting examples of such displays include various cathode ray tube (CRT) displays, and various flat panel displays such as, various types of LCD (liquid crystal display) and TFT (thin film transistor) displays. The display may additionally be based on a panel mounted display, a HUD projection, or any known technology. In an exemplary embodiment, the at least one electronic display  118  includes a panel display. 
       FIGS. 2-7  illustrate various aspects of the electronic display  118  that incorporates the functionalities of a conventional GP or MCP. 
     Vertical and Lateral Navigation Controls 
       FIG. 2A  illustrates a conventional mode control panel that includes a lateral navigation (LNAV) button  201  and a vertical navigation (VNAV) button  202 . The LNAV button  201  is used to select and deselect the lateral navigation mode. LNAV is responsible for the lateral path of the aircraft. In LNAV, the FMS guidance component uses the data from the performance and navigation components to calculate the necessary maneuvers (thrust and roll) to maintain the lateral path. The VNAV button is used to select and deselect the vertical navigation mode. VNAV is responsible for the vertical path of the aircraft. In VNAV, the FMS guidance component uses the data from the navigation and performance components to calculate the necessary maneuvers (thrust and pitch) in order to maintain the vertical path while meeting any crossing restrictions. 
       FIG. 2B  illustrates an LNAV and VNAV functionality integrated into an interactive navigation (INAV) display in accordance with various embodiments of the present disclosure. As shown therein, the INAV display is separated into an LNAV portion  241  and a VNAV portion  242 . The LNAV portion  241  includes an airplane symbol  231  that acts as a virtual button and a cursor control  220  that may be used to select and de-select the virtual button  231  to engage and disengage LNAV. Likewise, VNAV portion  242  includes an airplane symbol  232  that acts as a virtual button and a cursor control  220  that may be used to select and de-select the virtual button  232  to engage and disengage VNAV. The engagement status can be indicated by displaying a different and/or brighter color for the airplane symbols  231  and  232 , or any other suitable visual indication (e.g., a change in size, a change in shape, etc.). In this manner, the functionality of buttons  201  and  202  shown in  FIG. 2A  are integrated into the display shown in  FIG. 2B . 
     Heading Dial, Heading Select, and Heading Sync Controls 
       FIG. 3A  illustrates a conventional mode control panel that includes a heading sync button  203 , a heading dial knob  204 , a heading indicator window  205 , and a heading select button  206 . The heading dial knob  204  is used to set the heading value. The selected heading is displayed in the HEADING indicator window  205 , and the heading “bug” on the display is changed to indicate the selected heading. The sync button  203 , incorporated in the knob  204 , syncs the heading bug to the current aircraft heading. When the heading select button  206  is pushed and it annunciates ON, the heading select function is engaged. Simultaneously, LNAV disengages and the airplane controls to the selected heading. 
       FIG. 3B  illustrates a heading select and sync functionality integrated into an NAV display in accordance with various embodiments of the present disclosure. As shown therein, the heading bug  235  on the LNAV display  241  may function as a virtual button and control in conjunction with the cursor control  220  for heading dial and heading select functionalities. The bug  235  may be moved along the virtual compass  239  circle, as indicated by arrows  260 , to dial a specific heading, and pushing the button (bug  235 ) will cause the heading mode to be selected. Heading select status can be indicated by choosing a different/brighter color for the heading bug  235 , or any other suitable visual indication (e.g., a change in size, a change in shape, etc.). Further, as shown in  FIG. 3C , the current heading marker  236  may function as a virtual button and may be used for the heading sync function to move the heading bug to align with the current airplane heading. 
     Vertical Speed and Flight Path Angle Controls 
       FIG. 4A  illustrates a conventional mode control panel that includes a vertical speed/flight path angle (VS-FPA) control button  207 , a VS-FPA dial knob  208 A, a mode change button  208 B, and a VS-FPA indicator window  209 . The VS-FPA function is used to control both the VS and FPA modes. The VS and FPA modes are mutually exclusive. The VS mode is entered pushing the mode change button  208 B while in the FPA mode, and vice. The VS-FPA indicator window  209  value may be changed by rotating the VS-FPA dial knob  208 A. VS is displayed in units of feet per minute. The FPA mode is entered by pushing the mode change button  208 B while in the VS mode. Once the FPA mode is entered, the window  209  value can be changed using the VS-FPA dial knob  208 A. FPA is displayed in units of degrees and is limited to ±9.9°. 
       FIG. 4B  illustrates a VS-FPA functionality integrated into an INAV display in accordance with various embodiments of the present disclosure. As shown therein, the airplane symbol  232  on the vertical navigation display  242  may function as a virtual button in conjunction with the cursor control  220 . Dragging the airplane symbol  232  up or down will bring up a virtual arrow  260  that may be used to increase or decrease the VS by pulling it above or below the current airplane position, respectively. The value of increasing or decreasing VS may be displayed above or below the arrow  260 . A brighter color for the arrow button  260  may be used to indicate that the VS is selected, or any other suitable visual indication (e.g., a change in size, a change in shape, etc.). Further, as shown in  FIG. 4C , the same virtual arrow  260  centered at the nose of the airplane  232  and rotating in a semi-circular plane in front of the airplane  232  may be used to control the FPA. Changing between VS and FPA modes may be accomplished by successive selection of the airplane button  232 . 
     Airspeed Controls 
       FIG. 5A  illustrates a conventional mode control panel that includes an autothrottle (A/T) control button  210 , an airspeed dial knob  211 , and an airspeed indicator window  212 . When the control button  210  is pushed, and the manual (MAN) annunciator in the button lights, the pilot can manually input an airspeed target, using the airspeed dial knob  211 A. The selected speed is displayed in the airspeed indicator window  212 . The speed values are used for the VNAV functionality and all A/T operations. The FMS automatically displays the speed value in the window  212  when the control button  210  is not selected. 
       FIG. 5B  illustrates an A/T functionality integrated into an INAV display in accordance with various embodiments of the present disclosure. As shown therein, the aircraft symbol  231  on the lateral navigation display  241  may be used as a virtual button in conjunction with the cursor control  220 . Dragging the aircraft symbol  231  in the forward or reverse direction of the aircraft, as shown by the arrows  260 , may be used to increase or decrease the speed target. The value of the increasing or decreasing speed target may be displayed against the airplane symbol  231 . 
     Altitude Controls 
       FIG. 6A  illustrates a conventional mode control panel that includes an altitude control button  213 , an altitude dial knob  214 , and an altitude indicator window  215 . Pushing the altitude control button  213  below the knob  214  engages the altitude hold (ALT HOLD) mode of the autopilot. The altitude dial knob  214  controls the preselect altitude displayed in the altitude indicator window  215  and on the PFD. When the ALT HOLD mode is engaged, the button annunciates on. 
       FIG. 6B  illustrates an altitude control functionality integrated into an INAV display in accordance with various embodiments of the present disclosure. As shown therein, an altitude target indicator line  265  on the VNAV display  242  may be used as a virtual button in conjunction with the cursor control  200 . Dragging the altitude target indicator line  265  up or down may be used to increase or decrease the altitude target, as shown by arrows  260 . The value of increasing or decreasing altitude target may be displayed against the cursor  220 . Once the desired altitude target is selected, pressing the altitude target line may cause the ALT HOLD mode to be selected. A brighter color for the altitude target indicator line may be used to indicate that the ALT HOLD mode is active, or any other suitable visual indication (e.g., a change in size, a change in shape, etc.). 
     Approach Mode and Back Course Mode Controls 
       FIG. 7A  illustrates a conventional mode control panel that includes an approach (APR) control button  216  and a back course (BC) control button  217 . The APR control button  216  is used to select and deselect the approach mode. It is used for microwave landing system (MLS), VOR, TCN, and ILS approaches. The approach mode is selected to arm ILS vertical path captures. When pushed, the BC control button  217  selects or deselects the ILS approach back course function and display. When BC is selected, the button annunciates on. 
       FIG. 7B  illustrates an approach and back course control functionality integrated into an INAV display in accordance with various embodiments of the present disclosure. As shown therein, a localizer/glide slope (GS) symbol  271  displayed against the runway symbol  280  displayed on the LNAV display  241  can act as a virtual button in conjunction with a cursor control  220 . Selecting the localizer/GS symbol may be used to enable the APR mode. A brighter color for the localizer/GS mode symbol  271  may be used to indicate that the APR mode is active, or any other suitable visual indication (e.g., a change in size, a change in shape, etc.). Further, as shown in  FIG. 7C , a similar method may be used with localizer/GS symbol  272  in the opposite direction of the selected runway  280  to enable the BC mode. 
     As such, the present disclosure has set forth an improved flight display system with numerous benefits over the prior art. For example, the benefits of the presently described embodiments include the following: The user will be able to visualize and control the autopilot through the interactive navigation display itself without diverging himself/herself to additional panels. It provides a richer and easier user experience on touch screens. The controls are readily available on the nearest pilot interface through the interactive navigation display instead of the overhead glare shield. Further, it reduces the avionics onboard if all of the mode control panel and/or guidance panel operations are integrated with the interactive navigation display. Thus, the described embodiments provide improved user interactivity on various modes of pilot interaction with the flight control computers, which enhances the productivity of the pilot. It also allows the pilot to get an integrated view and perform operations without having to concentrate on multiple avionics in the cockpit. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description of the inventive subject matter, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the inventive subject matter in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the inventive subject matter. It being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the inventive subject matter as set forth in the appended claims.