Patent Description:
<CIT> discloses a system and method for receiving a NOTAM and storing information relating to the distance of a temporarily displaced threshold for a runway. When that runway is selected for approach and landing, the temporarily displaced threshold and new aiming point are automatically displayed. The change made to the display using NOTAM data can be indicated to the pilot by distinct symbology or particular color, or by using an icon or an annunciation.

A system to assist piloting an aircraft in landing phase, as set out in appended independent claim <NUM>, is disclosed. Preferred embodiments of the system are provided according to appended dependent claims <NUM>-<NUM>.

A system to assist piloting an aircraft in landing phase is disclosed. Specifically, the system is configured to calculate a pseudo approach glide path profile for a landing aircraft. By calculating the pseudo approach glide path profile, the system may increase the efficiency of runway usage in a safe manner.

Aircraft are increasingly used for transport of people and cargo. As aircraft usage increases, the availability of airport runways often becomes a bottleneck, as runway building often does not increase with aircraft flight demand. Pilots and air traffic controllers often attempt to reduce runway congestion by reducing the time between landings at a particular runway. Reducing the time between landings can be dangerous, because an aircraft that attempts to land too close to a preceding aircraft risks crashing due to wake turbulence caused by the preceding aircraft.

In this disclosure, the system is configured to receive flight landing information for a specific runway (e.g., such as the status of the preceding landing, or an exit path the aircraft is instructed to take), and determine a pseudo displaced threshold point from which a pseudo approach glide path profile may be calculated. Once the pseudo approach glide path profile is calculated, the aircraft may follow the pseudo approach glide path profile to a safe landing that efficiently places the aircraft near an exit path. The system is configured to decrease runway occupation time, resulting in increased flights per runway per unit time and increased fuel savings due to decreased taxi time.

<FIG> are diagrams illustrating a runway layout <NUM>, in accordance with one or more embodiments of this disclosure. The runway layout includes a runway <NUM>, one or more taxiways 108a-b and one or more exit paths 112a-h that link the runway <NUM> to the one or more taxiways 108a-b. The runway <NUM> may also include one or more markings. For example, the runway may include one or more threshold markings 116a-b that define the runway threshold 122a-b (e.g., beginning or end) of the landing area of the runway. Instance, the length between two threshold markings 116a-b may define the space by which a landing may occur.

The runway may include a displaced runway threshold <NUM> (e.g., as shown in <FIG>). The displaced runway threshold <NUM> is a runway threshold <NUM> located at a point other than the physical beginning or end of the runway <NUM>. The displaced threshold <NUM> is marked by displaced threshold markings <NUM>. The displaced threshold markings <NUM> and the physical end of the runway <NUM> define a displaced portion <NUM> of the runway <NUM>. The displaced portion <NUM> of the runway <NUM> is typically used for takeoff, but not for landing. For example, the displaced portion <NUM> may be a section of the runway <NUM> that is no longer able to sustain the continuous impact from landing aircraft, but may still be operable for aircraft to initiate takeoff.

In some embodiments, the aircraft layout <NUM> includes a pseudo displaced threshold <NUM> as indicated by pseudo displaced threshold markings <NUM>. The pseudo displaced threshold <NUM> is a virtualized threshold that is calculated by an aircraft for landing purposes. For example, a pseudo displaced threshold <NUM> may be calculated in order to decrease the time that the aircraft is on the runway. For example, for an aircraft that has been instructed to turn off on the exit path <NUM> that is furthest down the runway <NUM>, the aircraft may calculate a pseudo displaced threshold <NUM> further down the runway <NUM>, which increased the displaced portion <NUM> of the runway, and decreases the length of the used runway, and may decrease the time that the aircraft is on the runway, as the aircraft will turn off to the exit path <NUM> sooner than if the aircraft had initiated landing at the original runway threshold 122a.

In some embodiments, the pseudo displaced threshold is used to calculate a pseudo approach glide path profile <NUM> (e.g., as shown on <FIG>, along with a representative aircraft <NUM>). Glid paths typically follow a <NUM>° approach that is calculated to land at or near the runway threshold <NUM> or the displaced runway threshold <NUM>. Once the pseudo displaced threshold is determined, the pseudo approach glide path profile <NUM> may then be calculated.

According to the invention, the pseudo displaced threshold <NUM> is calculated by an aircraft to ensure that the landing will not be affected by wake turbulence that has formed behind a preceding aircraft <NUM> (e.g., as shown in FIG. Wake turbulence is a disturbance in the atmosphere that forms behind the preceding aircraft <NUM> as it passes through the air (e.g., during flight, takeoff, or landing) that can be hazardous to following aircraft. The pseudo displaced threshold <NUM> may be calculated by taking into account the characteristics of the preceding aircraft <NUM> (e.g., type of aircraft, known wake turbulence characteristics of the aircraft) and/or the assigned exit path 112a-h.

<FIG> is a diagram illustrating a system <NUM> for determining the pseudo displaced threshold <NUM> and the pseudo approach glide path profile <NUM>, in accordance with one or more embodiments of the disclosure. In some embodiments, the system <NUM> includes a pseudo glide path calculation module <NUM> configured to calculate the pseudo displaced threshold <NUM> and the pseudo approach glide path profile <NUM>. The pseudo glide path calculation module <NUM> may be configured as any type of module or part of a system. For example, the pseudo glide path calculation module <NUM> may be configured as a module within a flight data processing system (e.g., flight management equipment or a system capable of processing flight data). The flight data processing system may also be configured as a flight management system. For instance, the flight data processing system may be configured to determine both the pseudo displaced threshold <NUM> and the pseudo approach glide path profile <NUM> via the pseudo glide path calculation module. In another example, the pseudo glide path calculation module <NUM> may be configured as a module within an instrument landing system. In another example, the pseudo glide path calculation module may be configured as a stand-alone module in an aircraft <NUM>. In another example, the pseudo glide path calculation module <NUM> may be configured within an aircraft control system. For instance, the pseudo glide path calculation module <NUM> may be physically located at or near an air traffic control tower and configured to transmit the pseudo approach glide path profile to the aircraft <NUM>. In another example, the pseudo glide path calculation module <NUM> may be configured as flight management equipment.

In some embodiments, the pseudo glide path calculation module <NUM> includes one or more controllers <NUM>. The one or more controllers <NUM> control aspects of the systems and methods described herein. The one or more controllers <NUM> may include one or more processors <NUM>, memory <NUM>, and a communication interface <NUM>. The memory <NUM> may store (e.g., have stored upon) one or more sets of program instructions. The one or more processors <NUM> may be configured to execute the one or more sets of program instructions to carry out one or more of the various steps or procedures described throughout the present disclosure. The system <NUM> may contain other componentry used to determine and report a pseudo approach glide path profile <NUM> that may or may not be considered part of the glide path calculation module <NUM>. Therefore, the description herein should not be interpreted as a limitation of the present disclosure, but as an illustration.

In some embodiments, the system <NUM> includes a user interface <NUM> communicatively coupled to the one or more controllers <NUM> and configure to transmit information between the system and a user (e.g., the pilot of an aircraft). The user interface <NUM> may include any technology configured to assist interaction between the user and the system <NUM> including but not limited to keyboards, speakers, joysticks, and displays <NUM>. For example, the user interface <NUM> may be configured as any type of display <NUM> including but not limited to a synthetic vision system (SVS) display, an augmented reality (AR) display, a head up display (HUD), a multi-function display (MFD), or a virtual reality (VR display). For instance, the system <NUM> may include a SVS display that overlays a predicted path on a virtual map of an airport layout. In another example, the display <NUM> may be configured as flight management equipment (e.g., such as a flight management system display, where the predicted path is overlaid on the display <NUM>).

In some embodiments, the system <NUM> includes an aircraft status database <NUM> (e.g., configured as a server) communicatively coupled to the pseudo glide path calculation module <NUM> and configured to send aircraft status data to the pseudo glide path calculation module <NUM>. The aircraft status data may include any type of information including but not limited to aircraft airspeed (e.g., indicated true airspeed, groundspeed, calibrated airspeed), aircraft velocity, aircraft position, outside temperature, outside wind speed), and aircraft configuration (e.g. aircraft weight, or aircraft type). The aircraft status database <NUM> may be disposed on board the aircraft <NUM>. For example, the aircraft status database <NUM> may be configured as a takeoff and landing (TOLD) database that is part of or communicatively coupled to the flight data processing system. In another example, the aircraft status database may be disposed within a base aircraft control system (e.g., data is sent wirelessly to the pseudo glide path calculation module <NUM>). According to the invention the aircraft configuration data comprises an aircraft weight, and the aircraft status data comprises aircraft velocity data.

In some embodiments, the system <NUM> includes a runway database <NUM> (e.g., configured as a server) that includes communicatively coupled to the pseudo glide path calculation module <NUM> and configured to send runway environmental data to the pseudo glide path calculation module <NUM>. Runway environmental data may include any type of information including but not limited to runway dimension, runway slope, runway friction, weather conditions, runway surface conditions (e.g., ice, snow, or slush), presence or absence of the preceding aircraft <NUM>, and the wake turbulence data relevant to a preceding aircraft <NUM>. The runway database <NUM> may be disposed on board the aircraft <NUM>. For example, the runway database <NUM> may be configured as a navigation database (NavDB). In another example, the runway database <NUM> may be disposed within a base aircraft control system (e.g., data is sent wirelessly to the pseudo glide path calculation module <NUM>). It should be understood that the aircraft status database <NUM> and the runway database <NUM> may combined as a single database, separated into multiple databases, or store different types of data. For example, the aircraft status database <NUM> may store airport weather data. Therefore, the above description should not be interpreted as a limitation of the present disclosure, but as an illustration.

In some embodiments, the system <NUM> includes a transmitter <NUM> configured to transmit data from the pseudo glide path calculation module <NUM>. The transmitter <NUM> may transmit the data to any appropriate receiver, ground station, or communication system. For example, the transmitter <NUM> may transmit data to Aeronautical Operational Control (AOC). In another example, the transmitter <NUM> may be configured to transmit landing data (e.g., pseudo displaced threshold and/or pseudo approach glide path profile data) to air traffic control (ATC). The transmitter <NUM> may be any transmitter <NUM> used for aircraft <NUM> to transmit aircraft communication to any appropriate receiver, station, or communication system.

In some embodiments, the pseudo glide path calculation module calculates the pseudo displaced threshold <NUM> based the instructed exit path, the presence or absence of a preceding aircraft <NUM>, and data received from the aircraft status database <NUM> and the runway database <NUM>. For example, when an instructed exit path <NUM> is transmitted to the aircraft, the pseudo glide path calculation module <NUM> calculates what length of runway would be required to safely land and brake so that the aircraft may safely turn onto the instructed exit path <NUM>. The calculation of the pseudo displaced threshold <NUM> may involve one or more of the data parameters discussed above (e.g., runway surface conditions).

Additionally, the pseudo glide calculation module <NUM> may be configured to include within the pseudo displaced threshold <NUM> a margin of safety. The margin of safety will allow a pilot to safely brake and turnoff the aircraft into the instructed exit path <NUM>, even if the aircraft touches down past the pseudo displaced threshold. For example, the pseudo glide calculation module <NUM> may include a margin of safety within the pseudo displaced threshold <NUM> in a range of <NUM>% to <NUM>%. In another example, the pseudo glide calculation module may include a margin of safety within the pseudo displaced threshold <NUM> of <NUM>%. For instance, if the pseudo glide calculation module <NUM> calculates that an aircraft will require <NUM> meters to after touchdown to brake and turnoff into the instructed exit path <NUM>, the pseudo glide calculation module may add a <NUM>% margin of safety, or <NUM> meters, to the estimated required runway length needed for landing, and the pseudo displaced threshold <NUM> may be set at <NUM> meters from the instructed exit path <NUM>. The margin of safety may also be described as a modification of a Pseudo Landing Run (PLR) calculation. For example, for a <NUM>% margin of safety, the Total Landing Run (TLR), which includes an earlier calculated PLR distance (PLRcalc) may be represented by: TLR = BFE*(PLRcalc +(<NUM>* PLRcalc), wherein BFE is defined as a Brake Factor Error. BFE considers all or nearly all of the error defined in braking systems, which include but are not limited to factors such as: error due to differential braking, error due to differential speed of wheel as against speed of the aircraft, friction error due to various surface contaminants, and error due to excessive heat in the event of excessive breaking. BFE may configured at the software level. The BFE or one or more values used to calculate the BFE may also be acquired from original equipment manufacturers and/or auto braking system vendors.

In some embodiments, the pseudo glide path calculation module <NUM> calculates the pseudo approach glide path profile <NUM> based on pseudo displaced threshold <NUM> and other available data, including data received from the aircraft status database <NUM> and the runway database <NUM>. For example, for a runway having a distance of <NUM> meters between a runway threshold 122a and the instructed exit path <NUM> and having a distance of <NUM> meters between a pseudo displaced threshold <NUM> and the instructed exit path <NUM>, the pseudo glide path calculation module <NUM> will calculate a pseudo approach glide path profile <NUM> based on the <NUM>-meter pseudo displaced threshold <NUM>. The calculation of the pseudo approach glide path profile <NUM> may involve the pseudo displaced threshold <NUM> and one or more of the data parameters discussed above (e.g., aircraft velocity).

In some embodiments, the pseudo glide calculation module <NUM> may also be configured to determine a go-around point (e.g., a missed approach point). For example, the pseudo glide calculation module <NUM> may calculate a go-around point that, in the event the aircraft has not landed upon approaching the pseudo displaced threshold <NUM>, will signal that the landing should be aborted and a go-around action be initiated.

In some embodiments, the pseudo glide calculation module <NUM> is configure to determine an estimated runway occupation time (eROT) and/or an actual runway occupation time aROT. The eROT is the estimate time period that the aircraft <NUM> will be positioned on a runway <NUM> from initial touch down to exiting the runway <NUM> (e.g., via the instructed exit path <NUM>). The eROT may be calculated via various methods based on the data received by the system <NUM>. For example, eROT may be calculated based on PLRcalc through the following formula, eROT= EOE*(PLRcalc *<NUM>/average speed), wherein average is speed estimated by a predictive braking scenario and EOE is defined as an Error of Estimation. The EOE may include one or more factor that adjusts the eROT based on predicted errors that may occur in the calculation of eROT. For example, the EOE may include one or more factors that, when combined. adjust the eROT in a range of <NUM>% to <NUM>%. For instance, the EOE may adjust the eROT by <NUM>%. In another example, the EOE may adjust the eROT by <NUM>%. In another example, the EOE may adjust the eROT by <NUM>%.

In another example, a database (e.g., a database that includes a data table) may be prepared by acquiring data from one or more landing runs. This data table may include aircraft parameters data, aircraft configuration, runway data and environmental condition data (e.g., data from the aircraft status database <NUM> and/or the runway database <NUM>) as well as landing data, such as average landing speed data and deceleration data. This data may be stored on the aircraft or a ground-based server (e.g., in the aircraft status database <NUM> in the runway database <NUM> or in a separate runway occupation time database). This database can be used to calculate the eROT. Once calculated, the ROT thus computed may be transmitted to any appropriate receiver, ground station, or communication system. For example, the transmitter <NUM> may transmit the eROT to the ATC and/or AOC. Once transmitted, the ATC and/or AOC may use the eROT data to analyze runway usage and initiate changes that may safely increase runway efficiency and/or capacity.

The aROT may be calculated by comparing the time of touchdown to the time of turnoff into the instructed exit path <NUM>. One calculated, the aROT may be stored in the system <NUM> (e.g., in the aircraft status database <NUM> in the runway database <NUM> or in the separate runway occupation time database) and may be transmitted to ATC and/or AOC (e.g., via the transmitter <NUM>). Once transmitted, the ATC and/or AOC may use the aROT data to analyze runway usage and initiate changes that may safely increase runway efficiency and/or capacity.

According to the invention the pseudo displaced threshold <NUM> and the pseudo approach glide path profile <NUM> are overlaid onto the display <NUM>. For example, for a display configured as a SVS system, the pseudo displaced threshold markings <NUM> may appear overlaid on the runway <NUM> (as in <FIG>). For instance, the pseudo displaced threshold markings <NUM> may be depicted as yellow or some other indicative color on the SVS. In another example, the pseudo approach glide path profile <NUM> may appear overlaid on the runway <NUM> or a runway approach screen (as in <FIG>). For instance, the pseudo approach glide path profile <NUM> may be depicted as yellow or some other indicative color on the SVS or on other systems, such as a runway awareness and advisory system (RAAS).

In some embodiments, one or more of the one or more controllers <NUM> are communicatively coupled (e.g., wirelessly and/or wireline) to other components of the system <NUM>. For example, one or more of the one or more controllers <NUM> may be communicatively coupled to the user interface <NUM> (e.g., the display <NUM>), the aircraft status database <NUM>, the runway database <NUM>, and/or the transmitter <NUM>. The one or more controllers <NUM> may also be communicatively coupled to other componentry within the within the system <NUM> that are not listed here. Therefore, the above description should not be interpreted as a limitation of the present disclosure, but as an illustration.

The one or more processors <NUM> may include any one or more processing elements known in the art. In this sense, the one or more processors <NUM> may include any microprocessor device configured to execute algorithms and/or program instructions. In general, the term "processor" may be broadly defined to encompass any device having one or more processing elements, which execute a set of program instructions from a non-transitory memory medium (e.g., the memory <NUM>), where the one or more sets of program instructions is configured to cause the one or more processors <NUM> to carry out any of one or more process steps.

The memory <NUM> may include any storage medium known in the art suitable for storing the one or more sets of program instructions executable by the associated one or more processors <NUM>. For example, the memory <NUM> may include a non-transitory memory medium. For instance, the memory <NUM> may include, but is not limited to, a read-only memory (ROM), a random-access memory (RAM), a magnetic or optical memory device (e.g., disk), a magnetic tape, a solid-state drive, and the like. In addition, the memory <NUM> may be configured to store user input information. The memory <NUM> may be housed in a common controller housing with the one or more processors <NUM>. The memory <NUM> may, alternatively or in addition, be located remotely with respect to the spatial location of the processors <NUM>, or the one or more controllers <NUM>. For example, the one or more processors <NUM> and/or one or more controllers <NUM> may access a remote memory <NUM> accessible through a network (e.g., wireless, and the like) via one or more communication interfaces <NUM>.

The one or more communication interfaces <NUM> may be operatively configured to communicate with components of the one or more controllers <NUM>. For example, the one or more communication interfaces <NUM> may be configured to retrieve data from the one or more processors <NUM> or other devices, transmit data for storage in the memory <NUM>, retrieve data from storage in the memory <NUM>, and so forth. The one or more communication interfaces <NUM> may also be communicatively coupled with the one or more processors <NUM> to facilitate data transfer between components of the one or more controllers <NUM> and the one or more processors <NUM>. It should be noted that while the one or more communication interfaces <NUM> is described as a component of the one or more controllers <NUM>, one or more components of the one or more communication interfaces <NUM> may be implemented as external components communicatively coupled to the one or more controllers <NUM> via a wired and/or wireless connection. The one or more controllers <NUM> may also include and/or connect to one or more user interfaces <NUM> (e.g., display <NUM>).

<FIG> is a block diagram illustrating a method <NUM> for determining the pseudo displaced threshold <NUM> and the pseudo approach glide path profile <NUM>, in accordance with one or more embodiments of this disclosure. In one embodiment, the method includes a step <NUM> of receiving coordinated for the runway <NUM>. For example, the pseudo glide path calculation module <NUM> may receive runway coordinates, or other runway information, from a runway database <NUM>.

In some embodiments, the method <NUM> includes a step <NUM> of receiving exit path coordinated for the runway <NUM>. For example, the pseudo glide path calculation module <NUM> may receive exit path coordinates from the ATC or AOC (e.g., automatically or manually entered in via the user interface <NUM>. In another example, the pseudo glide path calculation module <NUM> may receive exit path coordinates from the runway database <NUM>.

In embodiments, the method <NUM> includes a step <NUM> of receiving aircraft configuration data. For example, the pseudo glide path calculation module <NUM> may receive aircraft configuration data in the form of aircraft braking ability or aircraft weight.

In some embodiments, the method <NUM> includes a step <NUM> of receiving aircraft status data. For example, the pseudo glide path calculation module <NUM> may receive status data from the aircraft status database <NUM>. For instance, the pseudo glide path calculation module <NUM> may receive aircraft velocity data from an aircraft status database <NUM> configured as any system or equipment capable of processing flight data( e.g., such as a flight management system)The pseudo glide path calculation module <NUM> may also receive aircraft configuration data from the aircraft status database (e.g., aircraft weight or braking characteristics).

In some embodiments, the method <NUM> includes a step <NUM> of receiving environmental data. For example, the pseudo glide path calculation module <NUM> may receive current weather data for the runway. The pseudo glide path calculation module <NUM> may receive the data from either the aircraft status database <NUM> or the runway database <NUM>.

According to the invention, the method <NUM> includes a step <NUM> of generating a pseudo displaced threshold <NUM> for the runway via the pseudo glide path calculation module <NUM>. The pseudo displaced threshold calculation utilizes aircraft configuration data, aircraft status data, and runway environmental data.

In some embodiments, the method <NUM> includes a step <NUM> of calculating the relative position of the aircraft <NUM> in reference to the exit path coordinates and the aircraft status data. For example, the relative position of the aircraft <NUM> (e.g., as determined by aircraft status data in the form of GPS coordinates and altimeter readings) in reference to the exit path coordinates may be calculated by the pseudo glide path calculation module <NUM>.

In some embodiments, the method <NUM> includes a step <NUM> of generating the pseudo approach glide path profile <NUM> based on the displaced pseudo threshold via the pseudo glide path calculation module <NUM>. For example, the pseudo glide path calculation module <NUM> may utilize any aircraft configuration data, aircraft status data, runway environmental data along with runway coordinates to generate the pseudo approach glide path profile <NUM>.

In some embodiments, the method <NUM> includes a step <NUM> of generating at least one of an eROT or an aROT via the pseudo glide path calculation module. In some embodiments, the method includes a step of transmitting at least one of the eROT or aROT. The eROT and/or aROT may be transmitted to an ATC, an AOC, an aircraft database (e.g., a local server), or a separate ground-based server.

Claim 1:
A system to assist piloting an aircraft in landing phase comprising:
a pseudo glide path calculation module (<NUM>) comprising:
one or more processors (<NUM>); and
a memory communicatively coupled to the one or more processors (<NUM>) and having instructions stored upon, which when executed by the one or more processors (<NUM>), cause the one or more processors (<NUM>) to:
receive coordinates for a runway (<NUM>);
receive exit path coordinates for the runway (<NUM>);
receive aircraft configuration data (<NUM>); wherein the aircraft configuration data comprises an aircraft weight;
receive aircraft status data (<NUM>); wherein the aircraft status data comprises aircraft velocity data;
receive runway environmental data (<NUM>); wherein the runway environmental data comprises an estimated wake turbulence of a preceding aircraft landing on the runway;
calculate a relative position of the aircraft in reference to the exit path coordinates and the runway environmental data (<NUM>);
generate a pseudo displaced threshold for the runway based on the aircraft configuration data, the aircraft status, and the runway environmental data, wherein the pseudo displaced threshold is calculated so that the aircraft turns onto the exit path coordinates and to ensure the aircraft landing is not affected by the estimated wake turbulence of the preceding aircraft;; and
generate a pseudo approach glide path profile based on the pseudo displaced threshold (<NUM>) and
a display (<NUM>), wherein the display overlays the pseudo displaced threshold and the pseudo approach glide path profile onto the runway.