Patent Publication Number: US-9847031-B2

Title: Ground based system and methods for providing multiple flightplan re-plan scenarios to a pilot during flight

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a divisional of U.S. patent application Ser. No. 13/786,751, filed on Mar. 6, 2013, and the relevant content of the above application is incorporated by reference herein. This application also relates to co-pending U.S. application Ser. No. 13/228,760 filed on Sep. 9, 2011, which issued as U.S. Pat. No. 8,538,669. 
    
    
     TECHNICAL FIELD 
     The present invention generally relates to ground based aircraft flight advisory systems, and more particularly relates to an automated module for providing re-routing options and corresponding micro flight plans to in-flight aircraft based on preconfigured pilot preferences. 
     BACKGROUND 
     The three phases of commercial flight include pre-flight, in-flight, and post-flight. During the pre-flight phase, the pilot and/or dispatcher reviews the preparation checklist and identifies any issues that could impact the aircraft during takeoff, landing, or cause problems in flight. These activities are part of the pre-flight phase and are advisory in nature. 
     In the in-flight phase, pilots primarily rely upon on-board systems and ground-based support for updated information regarding airspace information. Pilot requests for information from ground based systems are event based and at the pilot&#39;s discretion. In addition, dispatchers monitoring flights for airlines and corporate aircraft fleets may also send updates based on their tracking of the in-flight aircraft. 
     As the aircraft takes-off there are numerous possibilities of localized and unexpected situations along the flight-path. These changes might be caused due to one or all of the factors including weather, air and ground traffic, fuel level, winds, turbulence, electric/mechanical problems, airspace restrictions, and diversion to an alternate airport. 
     Presently known systems for in-flight re-planning and re-routing are limited in several respects. On-board systems are costly and typically have a limited range. Uplinked messages are event based and must be initiated by the pilot. Moreover, they generally relate to current position and do not have the ability to predict upcoming issues along the flight path. 
     Presently known flight operation systems are further limited in that ground based flight operation specialists can only monitor a certain number of aircraft at a time, for example in the range of 8-20 aircraft. They are labor intensive and thus costly, and are not easily scalable. 
     Additionally, based on pilot surveys it is believed that the most common conditions leading to heading changes are deviations around weather systems. Altitude changes are most commonly induced by unfavorable winds, icing, or turbulence. Air speed changes are typically initiated in response to turbulence or schedule adherence (i.e., the aircraft running ahead of or behind schedule). 
     Accordingly, it is desirable to provide in-flight re-routing options which overcome the foregoing limitations. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description of the invention and the appended claims, taken in conjunction with the accompanying drawings and this background of the invention. 
     BRIEF SUMMARY 
     Systems and methods are provided for providing a plurality of re-routing options and associated micro flight plans to a plurality of in-flight aircraft in accordance with preconfigured pilot preferences. The system includes a data store module containing data sets against which the pilot preferences are evaluated during flight, including weather, airspace and flight restrictions, ground delay programs, and air traffic information. The system further includes a flight path module containing route and position information for each aircraft, and an incursion alert processing module configured to evaluate the flight path information, data store, and pilot preferences and to generate incursion alerts and transmit them to the aircraft during flight. Once the pilot selects an optimum or desired one of the proposed re-routing options, a corresponding micro flight plan is uploaded directly into the on-board flight management system (FMS). 
     A method is provided for uplinking re-routing options to a plurality of aircraft during flight. The method involves configuring a set of pilot preferences for each aircraft during a pre-flight configuration phase, and applying the preconfigured sets to an incursion alert processing module. A data store of conditions impacting the aircraft during takeoff, landing, and in-flight is maintained, and the flight path for each aircraft is monitored. The flight path information and the data store are applied to the incursion alert processing module. The method further involves evaluating the sets of pilot preferences against the data store for each aircraft and its associated flight path, generating an incursion alert for each aircraft based on the evaluation, and transmitting incursion alerts to the various aircraft during flight. Once the re-routing options are evaluated by the pilot, the pilot selects a desired re-routing option, whereupon a corresponding micro flight plan is uploaded directly onto the on-board flight management system (FMS). 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and 
         FIG. 1  is a block diagram of an exemplary incursion alert system in accordance with the subject matter described herein; 
         FIG. 2  is a block diagram of an exemplary data store module for use in connection with the incursion alert system of  FIG. 1 ; 
         FIG. 3  is a block diagram illustrating various modes for transmitting incursion alerts to in-flight aircraft; 
         FIG. 4  is a flow chart diagram illustrating a method for generating incursion alerts and transmitting them to in-flight aircraft in accordance with an embodiment; and 
         FIG. 5  is a flow chart diagram illustrating a method for generating re-planning options and transmitting them to in-flight aircraft in accordance with an embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. As used herein, the word “exemplary” means “serving as an example, instance, or illustration.” Thus, any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. All of the embodiments described herein are exemplary embodiments provided to enable persons skilled in the art to make or use the invention and not to limit the scope of the invention which is defined by the claims. 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. 
     Those of skill in the art will appreciate that the various illustrative logical blocks, modules, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. Some of the embodiments and implementations are described above in terms of functional and/or logical block components (or modules) and various processing steps. However, it should be appreciated that such block components (or modules) may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions. 
     To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. 
     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. In addition, those skilled in the art will appreciate that embodiments described herein are merely exemplary implementations. 
     The various illustrative logical blocks, modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. 
     A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. The word “exemplary” is used exclusively herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. 
     The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal 
     In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Numerical ordinals such as “first,” “second,” “third,” etc. simply denote different singles of a plurality and do not imply any order or sequence unless specifically defined by the claim language. The sequence of the text in any of the claims does not imply that process steps must be performed in a temporal or logical order according to such sequence unless it is specifically defined by the language of the claim. The process steps may be interchanged in any order without departing from the scope of the invention as long as such an interchange does not contradict the claim language and is not logically nonsensical. 
     Furthermore, depending on the context, words such as “connect” or “coupled to” used in describing a relationship between different elements do not imply that a direct physical connection must be made between these elements. For example, two elements may be connected to each other physically, electronically, logically, or in any other manner, through one or more additional elements. 
     In one implementation of this embodiment, the monitored system is an aircraft. In another implementation of this embodiment, the monitored system is a land vehicle or water-based vehicle. 
     Referring now to  FIG. 1 , an incursion alert system  100  includes a data store  104 , an incursion alert processing module (IAPM)  102 , a flight path data module  108 , and a pilot preferences module  106 . Data store  104 , flight path data module  108 , and pilot preferences module  106  feed information to incursion alert processing module  102  which, in turn, generates an incursion alert  110  and transmits it to an aircraft  112 . The incursion alert reports the existence of an event that might impact the aircraft, for example issues relating to safety, scheduling, delays, convenience, and the like. The alert may include text, graphics, or both. 
     Data store  104  maintains data regarding various conditions that could affect the aircraft during take off, landing, and in flight. Referring now to  FIG. 2 , these data include, but are not limited to, information pertaining to weather, airspace restrictions, temporary flight restrictions, ground delay programs, air traffic, and other data. Data store  104  may be fed with data and information from various sources, including Federal Aviation Administration (FAA) Data Feeds, Honeywell&#39;s WINN product, the National Weather Service, and the like. 
     Referring now to  FIG. 3 , incursion alert processing module  102  generates incursion alerts and provides them to one or more aircraft  308 . More particularly, the incursion alert may be provided as an uplink  302  to the pilot through a known datalink application. Alternatively, the incursion alert may be provided to ground-based flight operations personnel  304 , who verify the assessment and/or other information contained in the incursion alert and forward the alert to the pilot. As a further alternative, the incursion alert may be provided to corporate or airline dispatchers  306  by the incursion alert processing module  102  or to operational personnel  304 , who then forward the alert to the aircraft. 
       FIG. 4  is a flowchart setting forth an exemplary method  400  for generating incursion alerts and transmitting them to aircraft in accordance with an embodiment. In this regard, in view of the automated nature (e.g. computer implemented) of incursion alert processing module  102 , system operators may safely monitor a greater number of aircraft, for example in the range of 200-500 or more. 
     Method  400  includes configuring a set of pilot preferences (task  402 ) for each aircraft. Pilot preferences relate to conditions and circumstances about which a pilot desires to receive an alert during flight, and may establish tolerance levels above which an alert is to be sent. Pilot preferences are configured during the pre-flight phase. In a preferred embodiment, pilot preferences are configured on line using a web-based interface. 
     The pre-configured pilot preferences are applied to incursion alert processing module  102  (task  404 ). This may be done iteratively or in a batch process. A data store is maintained (task  406 ) including information relating to conditions affecting or impacting the aircraft during takeoff, landing, and in flight. The data store is also fed to incursion alert processing module  102  (task  408 ), preferably providing real time updates. 
     With continued reference to  FIG. 4 , the system monitors the flight path, including route and position data, for each aircraft (task  410 ). The flight path data is also applied to incursion alert processing module  102  (task  412 ). 
     The system evaluates the set of pilot preferences against the data store for the aircraft and its associated flight path (task  414 ), and generates an incursion alert (as necessary) based on the ongoing evaluation (task  416 ). The incursion alert is then transmitted to the aircraft (task  418 ), as discussed above in connection with  FIG. 3 . 
       FIG. 5  is a flowchart setting forth an exemplary method  500  for generating re-planning (re-routing) options and uplinking them to an aircraft via Datalink in accordance with an embodiment. Method  500  includes a steady state in-flight condition (Task  502 ) from which a pilot may request re-planning or re-routing options either upon receipt of an incursion alert (Task  504 ) or sua sponte (i.e., manually) (Task  506 ). 
     More particularly, Task  504  involves transmitting an incursion alert to the pilot (cockpit) as generally described above in connection with  FIG. 4 . Upon receipt of the incursion alert or, alternatively, independently of an incursion alert, the pilot may manually request that re-routing options be provided (Task  506 ). In either case, re-routing options are computed (Task  508 ) based on weather, traffic, airspace, and other constraints. In an embodiment, the number “N” of re-routing options may be a pilot configurable number such as, for example, three, four, five, or the like. Each re-routing option has an associated micro flight plan. 
     Once computed, the re-routing options are transmitted (Task  510 ) to the pilot, for example, using Datalink. The pilot reviews the options and selects (Task  512 ) the most desirable one. In some embodiments, one or more selected re-routing options may require approval from air traffic control (ATC) and/or an airline operation center (AOC), which, in turn, may require one or more iterations of the re-routing selection process. Upon selecting the optimum re-routing option, the ground based system uplinks the corresponding FMS (Flight Management System) version of the micro flight plan to the aircraft and the micro flight plan is loaded directly on to the FMS (Task  514 ). Alternatively, the pilot may manually enter the micro flight plan into the on-board FMS. The system then returns to the “start” condition (Task  502 ) and awaits another incursion alert or, alternatively, awaits another pilot request for re-planning. 
     In another embodiment, the pilot may also specify a set of bounds based on the latest information available to the pilot in-flight. The set of bounds defines parameters (e.g., altitude, speed, direction) for one or more flight segments which the pilot wishes to avoid. When so specified, the system uses the set of bounds in computing the re-routing options so that the proposed re-routing options avoid the “out of bounds” criteria specified by the pilot. 
     A method of re-routing an aircraft during flight includes the steps of determining the existence of an in-flight incursion requiring a work around; receiving a re-routing request from the aircraft; computing re-routing options based on at least two of weather, air and ground traffic, aircraft fuel level, wind speed and direction, turbulence, electrical and mechanical problems with the aircraft, airspace restrictions, and diversion; transmitting “N” number of re-routing options to the aircraft; selecting, by the pilot, a unique one of the re-routing options; and uplinking a micro flight plan corresponding to the selected re-routing option to an on-board flight management system (FMS). 
     In an embodiment, the step of transmitting the re-routing options involves uplinking the re-routing options to the aircraft via an avionics Datalink. In another embodiment, the step of computing re-routing options further comprises generating a corresponding micro flight plan for each re-routing option, wherein the number N is in the range of about 1-10, and preferably about 3. 
     In a further embodiment, the method involves negotiating at least one re-routing option with an external authority and generating additional re-routing options as a result of the negotiating. 
     Another embodiment involves specifying, by the pilot, a set of bounds, and wherein computing comprises computing the re-routing options based further on the specified set of bounds. 
     The method further involves, in response to selecting a unique one of the re-routing options, uplinking a corresponding micro flight plan to the aircraft and loading it into an on-board flight management system (FMS). 
     The method may also involve determining the existence of an in-flight incursion by automatically generating an incursion alert using an incursion alert module. Alternatively, the in-flight incursion may be based on a pilot request to alter one or more of air speed, direction, and altitude. 
     In another embodiment, the pilot request may be based on at least one of: i) a ground based message received by the aircraft; ii) an unexpected localized change in at least one of weather, traffic, fuel, wind, turbulence, aircraft electrical and mechanical problems, air space restrictions, diversion; and iii) pilot desire to change speed, heading, or altitude. 
     The method may also involve basing the incursion on schedule adherence. 
     A method is also provided for providing re-planning options to an aircraft during flight. The method includes configuring, using a processor, a set of pilot preferences for the aircraft during a pre-flight configuration phase; applying the set of pilot preferences to an incursion alert processing module; maintaining a data store of conditions impacting the aircraft during takeoff, landing, and in flight, wherein the data store of conditions includes conditions relating to weather, airspace restrictions, temporary flight restrictions, ground delay programs, and air traffic; applying the data store to the incursion alert processing module; monitoring a flight path for the aircraft during flight; applying route and position data to the incursion alert processing module; evaluating, by a processor, the set of pilot preferences and the flight path against the data store; generating an incursion alert based on said evaluation; transmitting the incursion alert to the aircraft during flight; generating a plurality of work around options based on the evaluation; and transmitting the work around options to the aircraft during flight. 
     The method further involves selecting one of the work around options and loading a micro flight plan into an on-board flight management system (FMS) corresponding to the selected option. 
     In an embodiment, the method further includes specifying a set of pilot bounds and generating the plurality of work around options based on the set of pilot bounds. 
     In an embodiment, the number of work around options is pilot configurable and is in the range of 3-5. 
     A system for transmitting re-routing options to a plurality of in-flight aircraft in accordance with preconfigured pilot preferences is also provided. The system includes a data store module containing data sets against which the pilot preferences are evaluated during flight, including weather, airspace and flight restrictions, ground delay programs, and air traffic information; a flight path module containing route and position information for each aircraft; an incursion alert processing module configured to evaluate the flight path, data store, and pilot preferences and to generate incursion alerts and to transmit at least one of them to each aircraft during flight; and a datalink configured to provide a plurality of re-routing options to each aircraft based on one of the incursion alerts. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description of the invention, 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 invention 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 invention. 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 invention as set forth in the appended claims.