Patent Description:
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.

<CIT>, according to its abstract, states that methods and systems for identifying and displaying potentially hazardous segments on a planned route of a vehicle are disclosed. A method may include: predicting a movement of a condition of concern; analyzing the movement of the condition of concern and a movement of a vehicle traveling along a planned route to generate a projection of the condition of concern onto the planned route, wherein the projection indicates conditions the vehicle is predicted to encounter at a plurality of positions along the planned route; determining whether a portion of the planned route is potentially hazardous based on the projection of the condition of concern; and visually identifying the portion of the planned route that is potentially hazardous to a user. The method may also be utilized to facilitate a reroute process.

<CIT>, according to its abstract, states a method of simultaneously presenting a textual display of an original flight plan and a modified flight plan includes displaying a textlist of waypoints, copying waypoints from the original flight plan into the modified flight plan, comparing each waypoint on the modified flight plan with waypoints on the original flight plan, determining, in a first determining step, for each modified flight plan waypoint, whether the modified flight plan waypoint originated from a waypoint in the original flight plan, and adding, in a first adding step, the modified flight plan waypoint to the textlist, when it is determined in the determining step that the modified flight plan waypoint did not originate from a waypoint in the original flight plan. The method may also include determining, in a second determining step, a position of the originating waypoint in the original flight plan relative to the position of the modified flight plan waypoint in the modified flight plan, when it is determined in the first determining step that the modified flight plan waypoint originated from a waypoint in the original flight plan; and adding, in a second adding step, the modified flight plan waypoint to the textlist, when it is determined in the second determining step that the position of the originating waypoint in the original flight plan corresponds to the position of the modified flight plan waypoint in the modified flight plan.

<CIT>, according to its abstract, states a system, module, and method for constructing a flight path used by an avionics system. A processor receives flight plan data and object data associated with terrain and obstacles. Free cells are extracted above the objects using a recursive space decomposition technique, and a reference path is formed through traversable free space determined from the availability of free cells. In an additional example, threat data associated with hostile military weaponry and significant meteorological conditions could affect the availability of free cells. A genetic algorithm applying genetic operators which include mutators is employed with aircraft kinematic constraints to refine the reference path used to form a population of best path candidates. When a best path is reached after cycling through a regeneration process of path candidates, flight path data representative of the best path is generated and provided to at least one avionics system.

<CIT>, according to its abstract, states a method and related system for risk-aware contingency flight re-planning of a vehicle's pre-planned route. The system receives a desired Risk Tolerance Level (RTL) for the pre-planned route from a decision maker. As a mission time progresses, changing threats pose an unknown level of risk to the vehicle and crew. The system receives an unplanned threat to mission success of the vehicle and qualifies the received unplanned threat with a Risk Type (RT). The system generates and evaluates possible <NUM>-D re-routes based on the RTL and RT coupled with physical attributes of the possible <NUM>-D re-route. Additionally, the re-planner associates a cost to each of the possible <NUM>-D re-routes and presents ranked possibilities to the decision maker for selection and activation.

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, the present disclosure provides an aircraft management system as defined in claim <NUM> and an aircraft management method as defined in claim <NUM>.

The foregoing summary, as well as the following detailed description of certain embodiments will be better understood when read in conjunction with the appended drawings. Further, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. Moreover, unless explicitly stated to the contrary, embodiments "comprising" or "having" an element or a plurality of elements having a particular condition may include additional elements not having that condition.

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> is a schematic block diagram of a flight plan diversion prediction system <NUM> in communication with a flight management system <NUM> and one or more aircraft <NUM> within an airspace <NUM>, according to an embodiment of the present disclosure. An aircraft management system <NUM> includes the flight plan diversion prediction system <NUM>, the flight management system <NUM>, and the aircraft <NUM>. The flight plan diversion prediction system <NUM> includes a rerouting control unit <NUM> in communication with a monitor <NUM> and a communication device <NUM>, such as through one or more wired or wireless connections. The monitor <NUM> may be a display screen, such as a touchscreen display, a computer display screen, a television, and/or the like. The communication device <NUM> may be or include one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like. The communication device <NUM> allows the flight plan diversion prediction system <NUM> to communicate with the flight management system <NUM> and one or more of aircraft <NUM> within the airspace <NUM>.

In at least one embodiment, the flight plan diversion prediction system <NUM> may be contained within a housing <NUM>, 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 system <NUM> may be separate and distinct from the aircraft <NUM> and the flight management system <NUM>. For example, the flight plan diversion prediction system <NUM> may 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 aircraft <NUM>.

In at least one other embodiment, the flight plan diversion prediction system <NUM> may be onboard an aircraft <NUM>. For example, one or more of the aircraft <NUM> within the airspace <NUM> may include a flight plan diversion prediction system <NUM>. As an example, a flight computer <NUM> of an aircraft <NUM> may include the flight plan diversion prediction system <NUM>. As another example, the flight plan diversion prediction system <NUM> may be configured to be conveyed into and out of the aircraft <NUM>. For example, the flight plan diversion prediction system <NUM> may be a separate and distinct computing device (such as a handheld device) of flight personnel, such as a pilot.

The flight management system <NUM> may be remotely located from the flight plan diversion prediction system <NUM>, or may be collocated with the flight plan diversion prediction system <NUM>. For example, both the flight management system <NUM> and the flight plan diversion prediction system <NUM> may be located at a flight operations center, an air traffic control tower, or the like. In at least one embodiment, the flight management system <NUM> may include the flight plan diversion prediction system <NUM>. As noted, as another option, the flight plan diversion prediction system <NUM> may be onboard an aircraft <NUM> or at another location that is remote from the flight management system <NUM>.

The flight management system <NUM> may include a tracking system <NUM>, a flight plan database <NUM>, an in-flight hazard tracking system <NUM>, and a communication device <NUM>, 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 system <NUM> and the aircraft <NUM>. The flight management system <NUM> may include the tracking system <NUM>, the flight plan database <NUM>, the in-flight hazard tracking system <NUM>, and the communication device <NUM> at 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 system <NUM>, the flight plan database <NUM>, and the in-flight hazard tracking system <NUM> may be remotely located from one another.

The tracking system <NUM> is configured to track positions of the aircraft <NUM> within the airspace <NUM>. For example, the aircraft <NUM> may include a position sensor <NUM> that outputs a position signal that is received and tracked by the tracking system <NUM>. In at least one embodiment, the position signal is an automatic dependent surveillance-broadcast (ADS-B) signal and the tracking system <NUM> is 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 aircraft <NUM> may be tracked through radar (for example, the tracking system <NUM> may be or include a radar system).

The flight plan database <NUM> stores flight plans (which may include future planned routes and/or current or previous actual flight paths flown) for the aircraft <NUM>. For example, the flight plan database <NUM> may store the current flight plan for the aircraft <NUM>. The flight plan database <NUM> may also store one or more reroute options (to a particular destination) for the aircraft <NUM>, whether or not the reroute options are chosen by a pilot. The flight plans may include original flight plans for the aircraft <NUM> that include flight paths between departure locations and arrival or destination locations. In at least one other embodiment, each aircraft <NUM> may include a flight plan database <NUM>, which may store an original flight plan for the aircraft <NUM> from a departure location to an arrival location. In at least one other embodiment, the flight plan database <NUM> may be separate and distinct from the flight management system <NUM>.

The in-flight hazard tracking system <NUM> is configured to track in real time one or more types of in-flight hazards within the airspace <NUM>. The in-flight hazard tracking system <NUM> includes one or more of a weather tracking sub-system <NUM>, an air turbulence tracking sub-system <NUM>, and a restricted airspace tracking sub-system <NUM>. The in-flight hazard tracking system <NUM> may be part of the flight management system <NUM>, as shown, or may be remotely located from and in communication with the flight management system <NUM>, such as through one or more communication devices.

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

The air turbulence tracking sub-system <NUM> is configured to track and/or predict locations of air turbulence within the airspace <NUM>. The air turbulence tracking sub-system <NUM> may include a reporting service or system that determines locations of air turbulence within the airspace <NUM>, such as through reports from pilots. Optionally, the in-flight hazard tracking system <NUM> may not include the air turbulence tracking sub-system <NUM>.

The restricted airspace tracking sub-system <NUM> is configured to track and/or predict locations of restricted airspace within the airspace <NUM>. The restricted airspace tracking sub-system <NUM> may include a reporting service or system that determines locations of restricted airspace within the airspace <NUM>, such as through airport or governmental notices, reports, and/or the like. Optionally, the in-flight hazard tracking system <NUM> may not include the restricted airspace tracking sub-system <NUM>.

In at least one embodiment, the weather tracking sub-system <NUM>, the air turbulence tracking sub-system <NUM>, and/or the restricted airspace tracking sub-system <NUM> are separate, distinct, and remote from the flight management system <NUM>. The weather tracking sub-system <NUM>, the air turbulence tracking sub-system <NUM>, and/or the restricted airspace tracking sub-system <NUM> may be separately in communication with the flight plan diversion prediction system <NUM>.

The aircraft <NUM> includes the flight computer <NUM> and the position sensor <NUM>, as noted above. The aircraft <NUM> also includes a communication device <NUM>, such as one or more antennas, radio units, transceivers, receivers, transmitters, and/or the like, that allow the aircraft <NUM> to communicate with the flight plan diversion prediction system <NUM> and the flight management system <NUM>.

The flight computer <NUM> assesses a current amount of fuel <NUM> and weight <NUM> of the aircraft <NUM>. The flight computer <NUM> determines the amount of fuel <NUM> burned by comparing the total amount of fuel <NUM> before takeoff to the current level of fuel <NUM>. Further, the flight computer <NUM> determines a remaining amount of fuel <NUM> (that is, the current amount of fuel <NUM> onboard the aircraft <NUM>). Similarly, the flight computer <NUM> determines the current weight <NUM> of the aircraft <NUM>, and determines the difference between the current weight <NUM> and the weight <NUM> before takeoff.

During a flight, the aircraft <NUM> may 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 system <NUM>. For example, the weather tracking sub-system <NUM> may detect hazardous weather within the airspace <NUM>. The aircraft <NUM> may receive the weather report alert from the weather tracking sub-system <NUM>, and the pilot may decide to divert around the weather. As another example, the aircraft <NUM> may divert from the original flight plan to a diverted plan due to air turbulence within the airspace <NUM>, as determined by the air turbulence tracking sub-system <NUM>, or a restricted airspace within the airspace <NUM>, as determined by the restricted airspace tracking sub-system <NUM>. Hazardous weather (as detected and/or determined by the weather tracking sub-system <NUM>), air turbulence (as detected and/or determined by the air turbulence tracking sub-system <NUM>), and a restricted airspace (as detected and/or determined by the restricted airspace tracking sub-system <NUM>) are examples of in-flight hazards within the airspace <NUM> that 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 aircraft <NUM> diverting from the original flight plan, the rerouting control unit <NUM> analyzes the current position of the aircraft <NUM>. For example, the rerouting control unit <NUM> detects a current heading, position, and airspeed of the aircraft <NUM>, such as determined by the tracking system <NUM>. The rerouting control unit <NUM> may also analyze a current location of the in-flight hazard, such as hazardous weather as detected by the weather tracking sub-system <NUM>. The rerouting control unit <NUM> analyzes the position of the aircraft <NUM> within the airspace <NUM>, and the in-flight hazard, and determines one or more reroute options for the aircraft <NUM>. 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 unit <NUM> may communicate with the flight computer <NUM> to determine a current fuel <NUM> and weight <NUM> of the aircraft <NUM> and determine the predicted amount of fuel <NUM> and weight <NUM> at the landing location based on the determined reroute path and the current fuel consumption rate (that is, fuel burn) of the aircraft <NUM>. The reroute option(s), including the predicted amount of fuel <NUM> and the predicted aircraft weight <NUM> at the landing location, are shown on the monitor <NUM>.

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 unit <NUM> may be or include one or more processors that are configured to control operation thereof, as described herein.

The rerouting control unit <NUM> is 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 unit <NUM> may 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 set of instructions may include various commands that instruct the rerouting control unit <NUM> as a processing machine to perform specific operations such as the methods and processes of the various embodiments of the subject matter described herein. The set of instructions may be in the form of a software program. The software may be in various forms such as system software or application software. Further, the software may be in the form of a collection of separate programs, a program subset within a larger program or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processing machine may be in response to user commands, or in response to results of previous processing, or in response to a request made by another processing machine.

The diagrams of embodiments herein may illustrate one or more control or processing units, such as the rerouting control unit <NUM>. 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 unit <NUM> may 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.

<FIG> is a diagrammatic representation of a front view of the monitor <NUM> of the flight plan diversion prediction system <NUM>, according to an embodiment of the present disclosure. Referring to <FIG> and <FIG>, the weather tracking sub-system <NUM> detects a weather cell <NUM> having a vector <NUM> (including airspeed and direction). The flight plan diversion prediction system <NUM> receives data regarding the weather cell <NUM> from the weather tracking sub-system <NUM> and shows the weather cell <NUM> on the monitor <NUM>. The monitor <NUM> also shows a portion of an original flight plan <NUM> (which the flight plan diversion prediction system <NUM> may receive from the flight plan database <NUM>) to a destination location <NUM>.

As shown, based on the weather cell <NUM>, the aircraft <NUM> has diverted into a diverted flight plan <NUM>. The current position of the aircraft <NUM> (as detected by the tracking system <NUM>) is shown on the monitor <NUM> by a current position indicator <NUM>.

A clearpoint <NUM> is also shown on the monitor <NUM>. The clearpoint <NUM> is a location on the diverted flight plan <NUM> at which the aircraft <NUM> will be clear of the weather cell <NUM> (or other such in-flight hazard) based on the current course, airspeed and heading at a particular time.

The rerouting control unit <NUM> determines the location of the clearpoint <NUM>. For example, the rerouting control unit <NUM> analyzes the weather cell <NUM> and the vector <NUM> to determine a location of the weather cell <NUM> at a particular time. The rerouting control unit <NUM> compares the predicted location of the weather cell <NUM> and the vector <NUM> with the current position (as shown by the current position indicator <NUM>) of the aircraft <NUM> to determine the clearpoint <NUM>. For example, based on the diverted flight plan <NUM>, the current position of the aircraft along the diverted flight plan <NUM>, the movement of the weather cell <NUM>, and the predicted motion of the weather cell <NUM> based on the vector <NUM>, the rerouting control unit <NUM> determines the clearpoint <NUM>. In particular, the rerouting control unit <NUM> assesses the current position, heading, and airspeed of the aircraft <NUM> on the diverted flight plan <NUM> (such as detected by the tracking system <NUM>). The rerouting control unit <NUM> then compares the current position, heading, and airspeed (and optionally previous position, heading, and airspeed for a predetermined time) of the aircraft <NUM> with the location of the weather cell <NUM> and predicted location of the weather cell <NUM> at a future, later time based on the motion of the weather cell <NUM> as determined via the vector <NUM>, and determines the location at which the aircraft <NUM> will be clear of the weather cell <NUM> at a future, later time (that is, the clearpoint <NUM>).

As described, the clearpoint <NUM> may be dynamically and automatically determined by the rerouting control unit <NUM>, such as based on the current location, heading, and airspeed of the aircraft <NUM> in relation to the current location and vector <NUM> of the weather cell <NUM> (the analysis of which allows the rerouting control unit <NUM> to predict the future positions of the aircraft <NUM> and the weather cell <NUM>). After the clearpoint <NUM> is determined, the rerouting control unit <NUM> determines one or more reroute options <NUM>, <NUM>, and <NUM> for the aircraft <NUM>. The reroute options <NUM>, <NUM>, and <NUM> may link or join back to the original flight plan <NUM>. Optionally, at least one of the reroute options <NUM>, <NUM>, or <NUM> may not link or join back to the original flight plan <NUM>. For each reroute option, <NUM>, <NUM>, and <NUM>, the rerouting control unit <NUM> predicts or otherwise determines one or more flight path aspects (such as predicting remaining fuel, weight, or the like) for the aircraft <NUM> at the destination location <NUM> (if the aircraft <NUM> were to fly according to the particular reroute option <NUM>, <NUM>, and <NUM>). The rerouting control unit <NUM> determines and predicts the flight path aspect(s) based on the current flight path aspect(s) of the aircraft <NUM> at the current location (such as remaining fuel, current airspeed, and current consumption level of fuel) and the length of the reroute options <NUM>, <NUM>, and <NUM>.

For each reroute option <NUM>, <NUM>, and <NUM>, the rerouting control unit <NUM> provides reroute information indicator <NUM>, such as a box or area <NUM> (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 indicator <NUM>, 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 indicator <NUM> that may list one or more predicted flight path aspects, such as a predicted landing weight <NUM>, predicted fuel on board (FOB) <NUM>, predicted fuel remaining <NUM> at the destination, and/or a predicted estimated time of arrival (ETA) <NUM> at the destination location <NUM> if the pilot chooses to fly according to a particular reroute option <NUM>, <NUM>, and <NUM>. The reroute information indicator <NUM> may also include the FOB as of the current time. The pilot may then compare the predicted flight path aspects for each of the reroute options <NUM>, <NUM>, and <NUM> to make an informed decision as to an efficient and/or safe reroute option <NUM>, <NUM>, or <NUM> to choose.

As shown in <FIG>, the rerouting control unit <NUM> determines and shows three reroute options on the monitor <NUM>. Optionally, the rerouting control unit <NUM> may determine and show more or less than three reroute options. For example, the rerouting control unit <NUM> may determine <NUM> or more reroute options to the destination location <NUM> from the clearpoint <NUM>.

The rerouting control unit <NUM> indicates the clearpoint <NUM> on the monitor <NUM> and provides one or more reroute options <NUM>, <NUM>, and/or <NUM>, each of which includes reroute information indicator <NUM> listing one or more flight path aspects, thereby allowing a pilot of the aircraft <NUM> to know a predicted amount of fuel and weight at the destination location <NUM>. Further, the rerouting control unit <NUM> provides a point in future time and space (that is, the clearpoint <NUM>) from which a new route (such as the reroute options <NUM>, <NUM>, and <NUM>) are determined. Accordingly, the flight plan diversion prediction system <NUM> provides a pilot with the ability to perform an informed and tactical flight plan diversion and reroute from the original flight plan <NUM>. The flight plan diversion prediction system <NUM> allows the pilot to determine a tactical reroute without losing insight into how much fuel will be onboard the aircraft <NUM> upon landing at the destination location <NUM>.

The reroute options <NUM>, <NUM>, <NUM> may be received by the flight management system <NUM>, and stored in the flight plan database <NUM>. A reroute option <NUM>, <NUM>, or <NUM>, that is chosen by a pilot may be stored in the flight plan database <NUM> as an active reroute option. A reroute option <NUM>, <NUM>, or <NUM> that is not chosen by a pilot may be stored in the flight plan database as an inactive reroute option, or, alternatively discarded.

The reroute options <NUM>, <NUM>, <NUM> include the clearpoint <NUM>. The reroute options <NUM>, <NUM>, <NUM> each start from the clearpoint <NUM>.

<FIG> is a diagrammatic representation of a front view of the monitor <NUM> of the flight plan diversion prediction system <NUM>, according to an embodiment of the present disclosure. Referring to <FIG> and <FIG>, the current location of an aircraft <NUM> is shown by current position indicator <NUM>. The current position indicator <NUM> is along an original flight plan <NUM>. A future point along the original flight plan <NUM> is shown by a future position indicator <NUM>. The future position indicator <NUM> is correlated with a predicted position at a future time along the original flight plan <NUM> if the aircraft <NUM> continues to fly according to the original flight plan <NUM>. The rerouting control unit <NUM> shows the predicted position of the weather cell <NUM> and vector <NUM> (based on past motion and current position of the weather cell <NUM>) on the monitor <NUM>, and determines a predicted position of the aircraft <NUM> as indicated by the future position indicator <NUM> on the original flight plan <NUM>. A time selector <NUM> (such as a slide bar on a touchscreen interface of the monitor <NUM>) may be operated by an individual to illustrate relative positions of the weather cell <NUM> and the future position indicator <NUM>. For example, a pilot may see the current position of the weather cell <NUM>, and may move the time selector <NUM> to a position thirty minutes into the future, at which the rerouting control unit <NUM> shows the predicted position of the weather cell <NUM> along with the future position indicator <NUM> at the selected future time. If the rerouting control unit <NUM> determines and shows that the aircraft <NUM> will avoid the predicted position of the weather cell <NUM> at the selected future time, the pilot may opt to remain on the original fight plan <NUM>.

If, however, the rerouting control unit <NUM> determines and shows that the aircraft <NUM> will be within the weather cell <NUM> at 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 option <NUM> (showing a first diverted flight path) starting from a diversion point <NUM> from the flight plan <NUM>, and a second heading change that differs from the first heading change that provides a second reroute option <NUM> (showing a second diverted flight path) starting from the diversion point <NUM>. Clearpoints 212a and 212b may be determined for each of the reroute options <NUM> and <NUM>, respectively, as explained above. As shown, each of the first reroute option <NUM> and the second reroute option <NUM> includes a separate and distinct clearpoint 212a and 212b, respectively. For each of the reroute options <NUM> and <NUM>, the rerouting control unit <NUM> may determine and show on the monitor <NUM> reroute information indicator <NUM> that may list one or more predicted flight path aspects. Based on the predicted flight path aspects, as shown in the reroute information indicator <NUM>, the pilot may make an informed decision as to an efficient and/or safe reroute option <NUM> or <NUM> to pick. As shown in <FIG>, the first reroute option <NUM> may add five minutes of flight time and burn two hundred extra pounds of fuel in relation to the original fight plan <NUM>, while the second reroute option <NUM> may add ten minutes of flight time and burn three hundred extra pounds of fuel in relation to the original flight plan <NUM>. As such, the pilot may opt for the first reroute option <NUM> (assuming the first reroute option <NUM> and the second reroute option <NUM> are substantially equally as safe), as it takes less total flight time and burns less fuel as compared to the second reroute option <NUM>.

In at least one embodiment, the rerouting control unit <NUM> may monitor other aircraft <NUM> that are closer (and/or already landed) to the destination location in addition to monitoring the aircraft <NUM> indicated at the current position indicator <NUM>. The rerouting control unit <NUM> may determine the rerouted flight paths chosen by the previous aircraft <NUM>. For example, pilots of one or more previous aircraft <NUM> may have chosen a rerouted flight path to the North of the weather cell <NUM>, while other aircraft <NUM> later in time may have chosen a rerouted flight path to the South of the weather cell <NUM>. The rerouting control unit <NUM> may analyze the previously rerouted flight paths to determine the reroute options <NUM> and <NUM>, including the diverted flight paths. The rerouting control unit <NUM> may determine the reroute options <NUM> and <NUM> based 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 unit <NUM> of the flight plan diversion prediction system <NUM> shows tactically on the monitor <NUM> an 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 options <NUM> and <NUM>. The rerouting control unit <NUM> may analyze the flight path data of previous aircraft in front of the aircraft <NUM> denoted by the current position indicator <NUM> either in real time or via historical data to predict a time and fuel burn of the aircraft <NUM> for the reroute options <NUM> and <NUM>. By having access to real time tracking data (such as through the tracking system <NUM>), the rerouting control unit <NUM> is 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> illustrates a flow chart of an aircraft management method, according to an embodiment of the present disclosure. Referring to <FIG>, at <NUM>, a current position of an aircraft <NUM> is tracked, such as via the tracking system <NUM>. At <NUM>, 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 system <NUM>.

At <NUM>, the rerouting control unit <NUM> determines whether the in-flight hazard is (and/or will be) within a current flight plan of the aircraft <NUM>. 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 from <NUM> to <NUM>, at which the aircraft is maintained on the current flight plan, and then the method returns to <NUM>.

If, however, the in-flight hazard is (and/or will be) within the current flight plan, the method proceeds from <NUM> to <NUM>, at which the rerouting control unit <NUM> predicts the location of the aircraft <NUM> at a future time (that is, a time later than the current time). For example, the rerouting control unit <NUM> may predict the location of the aircraft <NUM> at 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.

At <NUM>, the rerouting control unit <NUM> predicts a location of the in-flight hazard at the future time. For example, the rerouting control unit <NUM> may 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.

At <NUM>, the rerouting control unit <NUM> determines whether the aircraft <NUM> will 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 aircraft <NUM> and the predicted location of the in-flight hazard at the future time. If the aircraft <NUM> will not be proximate to the in-flight hazard at the future time, the method proceeds from <NUM> to <NUM>, and then back to <NUM>.

If, however, the aircraft <NUM> will be proximate to the in-flight hazard at the future time, the method proceeds from <NUM> to <NUM>, at which the rerouting control unit <NUM> determines one or more reroute options having one or more clearpoints. At <NUM>, the rerouting control unit <NUM> displays the reroute options including reroute information indicator on the monitor <NUM>.

At <NUM>, the flight plan is adapted (for example, changed) based on a reroute option that is chosen by a pilot. At <NUM>, the rerouting control unit <NUM> determines if the aircraft <NUM> has landed at a location. If so, the method ends at <NUM>. If the aircraft <NUM> has not yet landed, the method returns to <NUM>.

The flight plan diversion prediction system <NUM> includes the rerouting control unit <NUM> that generates one or more reroute options for an aircraft <NUM> based on an analysis of a current position of the aircraft <NUM>, a predicted future position (that is, a position at a future time) of the aircraft <NUM>, 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> is a diagrammatic representation of a front perspective view of an aircraft <NUM>. The aircraft <NUM> includes a propulsion system <NUM> that may include two turbofan engines <NUM>, for example. Optionally, the propulsion system <NUM> may include more engines <NUM> than shown. The engines <NUM> are carried by wings <NUM> of the aircraft <NUM>. In other embodiments, the engines <NUM> may be carried by a fuselage <NUM> and/or an empennage <NUM>. The empennage <NUM> may also support horizontal stabilizers <NUM> and a vertical stabilizer <NUM>. The fuselage <NUM> of the aircraft <NUM> defines an internal cabin, which may include a cockpit <NUM> that includes the flight computer <NUM> (shown in <FIG>), for example. Further, the flight plan diversion prediction system <NUM> (shown in <FIG>) may be within the cockpit <NUM>.

The aircraft <NUM> may be sized, shaped, and configured other than shown in <FIG>. For example, the aircraft <NUM> may be a non-fixed wing aircraft, such as a helicopter. As another example, the aircraft <NUM> may be an unmanned aerial vehicle (UAV).

Referring to <FIG>, 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 aircraft <NUM> may be scheduled to fly within the airspace <NUM>. 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 unit <NUM>, as described herein. The rerouting control unit <NUM> analyzes the data in a relatively short time in order to quickly and efficiently output and/or display reroute information for the aircraft <NUM>. For example, the rerouting control unit <NUM> analyzes current locations of the aircraft <NUM> and in-flight hazards in real or near real time to determine reroute options for one or more of the aircraft <NUM> based on predicted positions of the aircraft <NUM> and 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. While various spatial and directional terms, such as top, bottom, lower, mid, lateral, horizontal, vertical, front and the like may be used to describe embodiments of the present disclosure, it is understood that such terms are merely used with respect to the orientations shown in the drawings. The orientations may be inverted, rotated, or otherwise changed, such that an upper portion is a lower portion, and vice versa, horizontal becomes vertical, and the like.

Claim 1:
An aircraft management system (<NUM>), comprising:
a flight plan diversion prediction system (<NUM>) including a rerouting control unit (<NUM>) that is configured to generate a plurality of reroute options (<NUM>, <NUM>, <NUM>) for an aircraft (<NUM>),
wherein the rerouting control unit (<NUM>) is configured to determine a clearpoint (<NUM>) for the plurality of reroute options (<NUM>, <NUM>, <NUM>) based on the current location, heading, and airspeed of the aircraft (<NUM>) in relation to the current location, airspeed and direction of the in-flight hazard, allowing the rerouting control unit (<NUM>) to predict the future position of the aircraft and the future position of the in-flight hazard, wherein the clearpoint (<NUM>) is a location at which the aircraft (<NUM>) will be clear of the in-flight hazard, and wherein the rerouting control unit (<NUM>) is configured to determine the clearpoint (<NUM>) by comparing the predicted future position of the aircraft (<NUM>) and the predicted future position of the in-flight hazard,
wherein the plurality of reroute options (<NUM>, <NUM>, <NUM>) is generated based on an analysis of the current position of the aircraft (<NUM>), the predicted future position of the aircraft (<NUM>), the current position of an in-flight hazard, and the predicted future position of the in-flight hazard with each of the plurality of reroute options (<NUM>, <NUM>, <NUM>) starting at the clearpoint (<NUM>),
wherein the flight plan diversion prediction system (<NUM>) further comprises a monitor (<NUM>) in communication with the rerouting control unit (<NUM>), and
wherein the rerouting control unit (<NUM>) is configured to show the plurality of reroute options (<NUM>, <NUM>, <NUM>) on the monitor (<NUM>).