Abstract:
A method and apparatus using a simplified language consistent with air traffic control syntax for inputting, displaying and controlling the operation of a flight management system of an aircraft to comply with the instructions received by the pilot from the air traffic controller.

Description:
BACKGROUND OF INVENTION 
     1. Field of the Invention 
     This invention relates to avionics management and more particularly to utilizing a control language consistent with air traffic control syntax to quickly and accurately command various control functions on an aircraft in accordance with commands from air traffic control. 
     2. Description of the Prior Art 
     Current flight management systems utilize a computer keyboard for programming various desired operations in an aircraft. For example, if an aircraft is progressing along a predetermined flight path and receives instructions from the air traffic controller to change course, go to a location and establish a holding pattern there, the pilot will have to figure out how to program the flight management computer in order to accomplish the command. As one example, assume the controller gave the instruction in air traffic control syntax &#34;hold at 25 miles SW of SRP with right hand turns having 2 minute legs&#34; meaning the pilot should program the computer to change heading and proceed to a point 25 miles south west of a waypoint identified as SRP and establish a holding pattern there in the form of a rectangular right handed flight path having lateral legs 2 minutes in length. According to the instructions found in the &#34;FMZ series Flight Management System--Pilot&#39;s Operating Manual--Business and Commuter Aviation Systems&#34; the pilot should figure out the following commands for use by the computer: 
     Select NAV (shows set of commands) 
     Select Waypoint List (lists waypoints) 
     Enter &#34;Daisy&#34; (made up name for the point 25 miles SW of SRP) 
     Select Show waypoint (shows waypoint on navigation display) 
     Enter &#34;SRP/250/25&#34; (for use in finding waypoint daisy) 
     Select P/B/D (shows above to be a point, bearing 250, 25 miles from SRP) 
     Select Waypoint Daisy (gives name to point in step above) 
     Select DIR (shows ways of getting there) 
     Select Direct (chooses the direct route) 
     Select Pattern (the type of holding pattern is to be chosen) 
     Select hold (the pattern is a holding pattern) 
     Select Direct (affirming way is direct) 
     Enter Wdirect (specifies the quadrant of the position where the hold is to be accomplished) 
     Select Quad Entry (specifies the type of interception into the pattern) 
     Enter &#34;077/RTRN&#34; (indicates a right turn pattern) 
     Select INBD CRS/DIR (inbound/course/direction) 
     Enter &#34;2.0&#34; (indicates time of leg) 
     Select legtime (assuring leg is 2 minutes long) 
     Activate (causes the above instructions to occur) 
     As can be seen, this is a very complicated set of keyboard strokes which may take considerable time to execute. Also, the end result is not readily recognizable or understandable as the instructions sent by the air traffic controller. When, as is common, the control display unit with monitor and keyboard is located at a &#34;head down&#34; position, the pilot must take his eyes away from the airspace in front in order to program the computer. Because of these difficulties, the execution of the command is difficult to learn and considerably time consuming. 
     BRIEF DESCRIPTION OF THE INVENTION 
     The present invention establishes a simplified language which is recognizable in the form of air traffic control syntax for use in accomplishing a complex set of instructions in a simple and rapid manner. While the number of possible instructions which a pilot may receive is very large, nearly all of them can be split into a relatively small number of sub instructions falling into &#34;action&#34;, &#34;target&#34; and &#34;parameter&#34; categories. &#34;Actions&#34; may be thought of as verbs (go, follow, select etc.), and prepositions ( to, between, from, above etc.). &#34;Targets&#34; may be thought of as nouns (fuel, distance, temperature, airspeed, altitude, heading, plan, etc.). &#34;Parameters&#34; are the units of some of the nouns (pounds, miles, degrees Celsius etc.). Sentences made up of these commands resemble the syntax used by air traffic controllers as found in the Air Traffic Control Manual &#34;Air Traffic Controllers Handbook--FAA Document 7110.65&#34; As such, they are much easier for the pilot to use and understand. If, for example a simple instruction required the pilot to change his altitude, or change his heading, etc. the simplified command &#34;TO&#34; can be understood by computer to indicate that a change in one of the aircraft variables is to follow. After pushing the action command &#34;TO&#34; button on the control panel in front of him, (preferably in a &#34;head up&#34; area such as the &#34;glare shield&#34; area at the bottom of the windshield), the word &#34;TO&#34; is displayed on a display located on the control panel (or on the navigation display.). Subsequently, a second command can be entered which may be a noun such as a new altitude, new heading, new speed etc. If necessary, a parameter command may be also added such as feet, degrees, knots etc. The second, and subsequent commands selected by the pilot are added to the &#34;TO&#34; displayed on a monitor so that a display of the overall desired action is shown &#34;TO-25,000-FEET&#34;. When the pilot is satisfied from the monitor that the desired commands are correct and of the proper air traffic control syntax, he may activate the execute command and the Flight Management Computer, which will be programmed to recognize the proper syntax, will begin to operate on these commands and produce outputs which will cause the desired maneuver to be accomplished. In the above complex example, the set of instructions may be simplified to: 
     Select &#34;TO&#34; (action showing desire to change a variable) 
     Select &#34;HOLD&#34; (action showing desire to be in a holding pattern) 
     Select &#34;AT&#34; (target showing holding pattern to be as follows) 
     Select &#34;25MI&#34; (parameter) 
     Select &#34;SW&#34; (parameter) 
     Select &#34;FROM&#34; (action) 
     Select &#34;SRP&#34; (target) 
     Select &#34;WITH&#34; (action showing the type of holding pattern as follows) 
     Select &#34;RIGHT TURN&#34; (parameter showing pattern to be in a right turn) 
     Select &#34;AND&#34; (to indicate additional conditions) 
     Select &#34;2&#34; (parameter showing length of the following) 
     Select &#34;MIN&#34; (parameter showing time for the following) 
     Select LEGS, (target showing part of holding pattern for 2 minute duration). 
     At this time, the monitor will display &#34;TO-HOLD-AT-25-MI-SW-FROM-SRP-WITH-RIGHT-TURN-AND-2-MN-LEGS&#34;. It is seen that this is almost the way the air traffic controller would state it and is clearly understandable without a great deal of study. The pilot reading this and determining that it expresses the desired course of action now selects &#34;GO&#34; or &#34;EXECUTE&#34; (action which causes the computer to execute the program). 
     Alternately, the complex command could be split into several commands: 
     Select &#34;TO&#34; (action showing desire to change a variable) 
     Select &#34;25MI&#34; (parameter) 
     Select &#34;SW&#34; (parameter) 
     Select &#34;FROM&#34; (action) 
     Select &#34;SRP&#34; (target) 
     Select &#34;GO&#34; 
     At this time the computer would understand that the aircraft is to go to 25 miles south west of SRP. 
     Subsequently, the pilot could enter 
     Select &#34;AT&#34; (target to follow) 
     Select &#34;25MI&#34; (parameter) 
     Select &#34;SW&#34; (parameter) 
     Select &#34;FROM&#34; (action) 
     Select &#34;SRP&#34; (target) 
     Select &#34;TO&#34; (action indicating target to follow) 
     Select &#34;HOLD&#34; (target showing desire to be in a holding pattern) 
     Select &#34;WITH&#34; (action indicating following condition) 
     Select &#34;RIGHT TURN&#34; (parameter showing pattern to be in a right turn) 
     Select &#34;AND&#34; (action indicating more conditions to follow) 
     Select &#34;2&#34; (parameter showing length of the following) 
     Select &#34;MIN&#34; (parameter showing time for the following) 
     Select LEGS, (target instructing the aircraft to follow the length of the pattern for two minutes before turning). 
     Select &#34;GO&#34; 
     At which time the computer would know that upon reaching the specified location, it should go to a holding pattern of the desired configuration. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 shows a layout of one configuration of the control panel used by the pilot; 
     FIG. 2 shows a presently existing Navigation Display with several additions for use with the present invention; and, 
     FIG. 3 is a block diagram of the system of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     FIG. 1 shows one configuration for a control panel 10, which may be located on the top of the presently existing controls of an aircraft in a center section of the windshield known as the &#34;glare shield&#34;. The control panel 10 is shown having six major sections: the &#34;speed&#34; section 12, the &#34;action&#34; section 13, the &#34;display&#34; section 14, the &#34;heading&#34; section 15, the &#34;altitude&#34; section 16 and the &#34;vertical speed&#34; (V/S) section 17. Sections 13 and 14 contain some of the features provided by the present invention while sections 12, 15, 16 and 17 are substantially the same as presently exist on some aircraft. 
     The &#34;speed&#34; section 12 contains 7 push buttons for related targets: &#34;AIR&#34; meaning &#34;airspeed&#34; &#34;GRND&#34; meaning &#34;ground speed&#34; &#34;KTS&#34; meaning &#34;knots&#34;, meaning &#34;mach&#34; ZULU meaning &#34;Greenwich mean time&#34;, &#34;LOCAL&#34; meaning &#34;local time&#34; and &#34;AUTO&#34; which, when activated, causes the values to be determined automatically (as based on the current flight plan). Section 12 also contains a knob 30 which is used to set the speed related target values that are desired. 
     The &#34;action&#34; section 13 contains 16 push buttons with the most common of the various actions that may be desired. (These and other less common actions may be listed in a pull down menu on the Navigation Display as will be described below). The 16 push buttons invoke words which can be used in sentences to explain a desired command. In the example given above, action words &#34;TO&#34;, &#34;AT&#34;, &#34;FROM&#34; &#34;AND&#34; and &#34;GO&#34; were used. Other commands may involve other combinations of buttons in Section 14 and other commands located elsewhere in the system as on the Navigation Display and Keyboard to be described below. 
     The &#34;display&#34; section 14 contains a display area 40 which shows, at the top, the commands being executed by the aircraft at the present time under areas titled &#34;TIME&#34; (when a time related target is selected) or &#34;SPEED&#34; (when a speed related target is selected), &#34;HDG&#34;, &#34;ALT&#34; and &#34;FPA&#34; (when a flight path angle target is selected) or &#34;V/S&#34; (when a vertical speed related target is selected) and at the bottom, two areas titled &#34;LAST&#34; and &#34;NEXT&#34; respectively to show the last commands entered and to show the new commands as they are entered. It is seen that the &#34;NEXT&#34; area of the lower section reads: &#34;TO HOLD AT 25 MI SW FROM SRP WITH RIGHT TURN AND 2 MIN LEG&#34;, which is the command of the example above. 
     The &#34;heading&#34; section 15, contains 5 more push buttons labeled: HDG meaning &#34;heading&#34;, CRS meaning &#34;course&#34;, V meaning &#34;vector&#34; J meaning &#34;jetway&#34; and AUTO which when activated causes the heading to be determined automatically (as based on the current flight plan), and a knob 46 which is used to set the desired lateral target value. 
     The &#34;altitude&#34; section 16 contains three push buttons labeled: &#34;FEET&#34;, indicating the altitude in feet, &#34;FL&#34; indicating &#34;flight level&#34; and AUTO which when activated causes the altitude to be determined automatically (as based on the current flight plan). There is also a &#34;PLAN&#34; push button shared by the &#34;heading&#34; section 15 and the &#34;altitude&#34; section 16. The PLAN button, when activated, causes both the altitude and heading to be determined automatically (as based on the current flight plan). A knob 48 in &#34;altitude&#34; section 16 is used to set the desired vertical target value. 
     The &#34;vertical speed&#34; V/S section 17 contains two push buttons labeled &#34;V/S&#34; (vertical speed) and &#34;FPA&#34; (flight path angle) and a knurled knob 50 for changing the vertical velocity target. 
     It is seen that the control panel 10 allows easy access for the pilot to enter a number of commands. Some commands, however have to be entered elsewhere. 
     Referring to FIG. 2, a partly standard navigation display 100 is shown having a semicircular dial 102 for showing the present heading by the position of a small square area 104 at the top and a map section 106 showing the path of the aircraft and the locations of various waypoints such as a dot 108 which might represent the waypoint SRP. In addition there are 6 &#34;on screen&#34; buttons which have been added for use with the present invention. The first is an &#34;ACTION&#34; button in the upper left portion of the display 100, which, when activated, produces a menu on the display showing a complete list of the various action categories available. A comprehensive list of such actions reads as follows: 
     AFTER 
     BEFORE 
     COPY 
     FROM 
     REPORT 
     START 
     UNTIL 
     AND 
     BELOW 
     ENTER 
     INHIBIT 
     REQUEST 
     THEN 
     UPDATE 
     AT 
     BETWEEN 
     FOLLOW 
     OF 
     SELECT 
     TO 
     VIA 
     ABOVE 
     AVOID 
     CLEAR 
     FOR 
     ON 
     SHOW 
     UNDO 
     WHEN 
     These action categories have been obtained by study of the above identified Air Traffic Controllers Manual and are believed to be quite complete. It should be understood, however, that some may be subtracted, others may be added and some changed as required to meet future requirements. 
     The second and third buttons read &#34;VERTICAL&#34; and &#34;LATERAL&#34; respectively. These two buttons are &#34;target&#34; categories. Those targets which are considered to be vertical will appear in a menu when the &#34;VERTICAL&#34; button is activated and may appear as follows: 
     ACCELERATION ALTITUDE 
     ALTITUDE 
     ANGLE 
     BEST 
     CLIMB 
     CLIMB ANGLE 
     CONSTRAINT 
     CRUISE-CLIMB 
     END OF DESCENT 
     ENGINE OUT 
     FEET 
     FLIGHT LEVEL 
     LEVEL 
     MAX CLIMB ANGLE 
     PROFILE 
     SID 
     STAR 
     STEP POINT 
     STEP SIZE 
     TAKEOFF 
     THRUST REDUCTION ALTITUDE 
     TOP OF CLIMB 
     TOP OF DESCENT 
     TRANSITION ALTITUDE 
     WIND 
     Those targets that are considered to be lateral will appear in a menu when the &#34;LATERAL&#34; button is activated and may appear as follows: 
     3D VOLUME 
     4D VOLUME 
     ABEAM POINT 
     AIRPORT 
     AIRWAY 
     ALTERNATE 
     APPROACH 
     ARC 
     BEARING 
     BEST 
     CIRCLE 
     COMPANY ROUTE 
     COURSE 
     CRUISE 
     DESTINATION 
     DIRECTION 
     DISCONTINUITY 
     DISTANCE 
     END OF DESCENT 
     ENTRY 
     EVEN 
     FIX 
     GATE 
     GO AROUND 
     HEADING 
     HOLD 
     INBOUND 
     INTERSECTION 
     LATITUDE 
     LEGS 
     LONGITUDE 
     MISSED APPROACH 
     NAVAID 
     ODD 
     OFFSET 
     OUTBOUND 
     PATTERN 
     PLAN 
     POSITION 
     POSITION REPORT 
     RADIAL 
     ROUTE 
     RUNWAY 
     RUNWAY EXTENSION 
     SID 
     STAR 
     STEP POINT 
     TAKEOFF 
     THRESHOLD 
     TOP OF CLIMB 
     TOP OF DESCENT 
     TRACK 
     WAYPOINT 
     WIND 
     These target commands are also believed complete but may be changed, removed or others may be added to meet requirements. 
     The fourth push button is labeled &#34;UNITS&#34; and, when activated, will show a menu of parameters such as: 
     CIRCLING 
     DEGREES 
     DEGREES CELSIUS 
     DEGREES FAHRENHEIT 
     EAST 
     FEET 
     FLIGHT LEVEL 
     HG 
     HOURS 
     KNOTS 
     LATITUDE 
     LEFT 
     LOCAL 
     LONG 
     LONGITUDE 
     MACH 
     MILES 
     MINUTES 
     NAUTICAL MILES 
     NORTH 
     POUNDS 
     QFE 
     QNH 
     RIGHT 
     SECONDS 
     SHORT 
     SOUTH 
     STRAIGHT 
     WEST 
     ZULU 
     These parameters, while believed complete, may be changed, removed or others may be added as requirements dictate. 
     The fifth button is labeled &#34;CLEAR&#34; and, when activated, clears the display of the commands that appear there. 
     The sixth button is labeled &#34;GO&#34; and, when activated, causes the computer to begin operating on the displayed commands as was the case with the &#34;GO&#34; button in FIG. 1. 
     At the bottom of the display 100 are two long sections labeled &#34;LAST&#34; and &#34;NEXT&#34; for displaying the commands in a manner like that described in display 40 of FIG. 1. The &#34;LAST&#34; section displays the last set of commands entered into the system and the &#34;NEXT&#34; section displays the next set of commands to be entered into the system. As can be seen, the &#34;NEXT&#34; section is displaying &#34;TO HOLD AT 25 MI SW FROM SRP WITH RIGHT TURN AND 2 MIN LEG&#34; which is the command of the example above. 
     Any one of the items in the pull down menus set forth above, may be highlighted by the pilot and entered onto the displays 40 of FIG. 1 and 100 of FIG. 2 for building a command string. When the desired string is displayed, the pilot activates the &#34;GO&#34; button in section 14 of FIG. 1 or the &#34;GO&#34; button in FIG. 2 to cause the computer to execute the next commands. 
     In addition to the control panel 10 and the display 100, there may be other means to enter data for display on the monitors and to be entered into the computer. A keyboard is usually associated with a flight management system and may be used to make entries. Voice commands are possible inputs and preexisting commands built in to the flight plan may also be displayed and inputted to the computer. It may be possible for the air traffic controller to directly input data into the system. Accordingly, the use of the control panel and the heading display herein is to be considered exemplary and not limiting to the invention. 
     FIG. 3 shows a block diagram of a system 200 for use with the present invention. In FIG. 3, three &#34;INPUT&#34; boxes 202, 204 and 206 are shown which may represent the inputs from control panel 10, the navigation display 100 and other input devices such as a keyboard and voice command respectively. The inputs boxes are connected to the Flight Management Computer (FMS) 210 by connections 212, 214 and 216 respectively. FMS computer 210 will be programmed to recognize the air traffic controller syntax inputs from input devices 202, 204 and 206 using a conventional slot and frame grammar to specify how actions, targets and units can be combined in orders that can be interpreted by the flight guidance system. Such methods are well known in computer science and consist of restricted vocabularies, the words of which have predefined attributes, and rules for their combination. The outputs of the FMS computer are shown as an arrow 218 connected to the aircraft controls shown generally as a box 220. If the syntax is incorrect, the FMS computer will inform the pilot with a warning to the monitors indicating an error via a feedback line shown as arrow 222. 
     It is thus seen that we have provided an improved way of controlling an aircraft in accordance with a language resembling the air traffic control syntax so as to enable the pilot to comply with required changes in flight plan in a simple and more rapid manner. Many changes will occur to those having skill in the art, as for example, use of different specific action, target and parameter nomenclature, different arrangements of the buttons, different ways of activating the displays and the computer and different arrangements of the displays and other components. We therefore do not wish to be limited to the specific disclosures used in connection with the description of the preferred embodiments.