Patent Description:
Aircraft are commonly equipped with a flight management system (FMS) for managing aircraft flight control, generating flight profile data, and providing navigational information such as flight paths designated by waypoints that are represented by navigational location coordinates. Additionally, flight management control systems are also configurable to provide aircraft engine throttle settings for manual or automatic control of the engine thrust. During aircraft takeoff, a flight management system can determine engine thrust requirements to sufficiently elevate the plane on lift off from the runway such that the aircraft sufficiently climbs at a pitch rate, typically according to a programmed schedule or requirements set forth by the air traffic control. <CIT> discloses apparatuses and methods for detecting anomalous aircraft behaviour using machine learning applications. <CIT> discloses an aircraft-runway total energy, measurement, monitoring, managing, safety and control system and method. <CIT> discloses a safe takeoff system for an aircraft.

An invention is set out in the claims. In one aspect, the disclosure relates to a method of real-time analyzing, with a flight management systems (FMS) of an aircraft, a takeoff sequence of the aircraft on a predetermined runway, the method comprising: receiving at the FMS, from sensors on the aircraft, real-time data corresponding to at least one variable influencing a takeoff reference velocity of the aircraft during the takeoff sequence; receiving at the FMS, from sensors on the aircraft, real-time data of a actual velocity and a real-time acceleration; estimating, with the FMS, a final estimated velocity based on the actual velocity and the real-time acceleration; comparing, with the FMS, the final estimated velocity to the takeoff reference velocity to determine if the final estimated velocity is within a predetermined range of the takeoff reference velocity; and altering, with the FMS, at least one operational variable of the aircraft when the comparing indicates the final estimated velocity is not within the predetermined range.

In another aspect, the disclosure relates to an aircraft flight management system configured to analyze a takeoff sequence for an aircraft, the aircraft flight management system comprising: memory storing runway information associated with the runway from which the aircraft will depart; one or more inputs configured to receive variables comprising real-time aircraft variables and real-time condition variables that influence an actual velocity of the aircraft; sensors for sensing the actual velocity of the aircraft; and a processor configured to calculate a takeoff reference velocity associated with the runway information, the real-time aircraft variables, and the real-time condition variables, calculate a real-time takeoff value associated with the actual velocity and the runway information, calculate a takeoff requirement value associated with the takeoff reference velocity; and compare the real-time takeoff value to the takeoff requirement value.

Aspects of the disclosure described herein are broadly directed to a method and apparatus for analyzing a takeoff sequence for an aircraft. For the purposes of illustration, one exemplary environment within which the takeoff sequence can be controlled will be described in the form of an aircraft management system. Such an aircraft management system can include a controller, processor, and memory. It will be understood, however, that aspects of the disclosure described herein are not so limited and can have general applicability within other aircraft systems.

The takeoff sequence for an aircraft must factor in numerous variables, including but not limited to pressure altitude, wind, temperature, slip coefficient of the runway, and other weather and/or environmental factors. Variables associated with the aircraft, including but not limited to weight and balance should also be considered. Additionally other variables with respect to the runway, direction, incline, and length, also need to be factored into the takeoff sequence. It is vital to aircraft safety that the takeoff sequence considers all relevant factors and in the event problems are detected, enables the pilot to abort the takeoff sequence.

As used herein, the term "upstream" refers to a direction that is opposite the fluid flow direction, and the term "downstream" refers to a direction that is in the same direction as the fluid flow. The term "fore" or "forward" means in front of something and "aft" or "rearward" means behind something. For example, when used in terms of fluid flow, fore/forward can mean upstream and aft/rearward can mean downstream.

Additionally, as used herein, the terms "radial" or "radially" refer to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to a direction along a ray extending between a center longitudinal axis of the engine and an outer engine circumference. Furthermore, as used herein, the term "set" or a "set" of elements can be any number of elements, including only one.

Additionally, as used herein, a "controller" or "controller module" can include a component configured or adapted to provide instruction, control, operation, or any form of communication for operable components to effect the operation thereof. A controller module can include any known processor, microcontroller, or logic device, including, but not limited to: field programmable gate arrays (FPGA), an application specific integrated circuit (ASIC), a full authority digital engine control (FADEC), a proportional controller (P), a proportional integral controller (PI), a proportional derivative controller (PD), a proportional integral derivative controller (PID controller), a hardware-accelerated logic controller (e.g. for encoding, decoding, transcoding, etc.), the like, or a combination thereof. Non-limiting examples of a controller module can be configured or adapted to run, operate, or otherwise execute program code to effect operational or functional outcomes, including carrying out various methods, functionality, processing tasks, calculations, comparisons, sensing or measuring of values, or the like, to enable or achieve the technical operations or operations described herein. The operation or functional outcomes can be based on one or more inputs, stored data values, sensed or measured values, true or false indications, or the like. While "program code" is described, non-limiting examples of operable or executable instruction sets can include routines, programs, objects, components, data structures, algorithms, etc., that have the technical effect of performing particular tasks or implement particular abstract data types. In another non-limiting example, a controller module can also include a data storage component accessible by the processor, including memory, whether transient, volatile or non-transient, or non-volatile memory. Additional non-limiting examples of the memory can include Random Access Memory (RAM), Read-Only Memory (ROM), flash memory, or one or more different types of portable electronic memory, such as discs, DVDs, CD-ROMs, flash drives, universal serial bus (USB) drives, the like, or any suitable combination of these types of memory. In one example, the program code can be stored within the memory in a machine-readable format accessible by the processor. Additionally, the memory can store various data, data types, sensed or measured data values, inputs, generated or processed data, or the like, accessible by the processor in providing instruction, control, or operation to effect a functional or operable outcome, as described herein.

Additionally, as used herein, elements being "electrically connected," "electrically coupled," or "in signal communication" can include an electric transmission or signal being sent, received, or communicated to or from such connected or coupled elements. Furthermore, such electrical connections or couplings can include a wired or wireless connection, or a combination thereof.

Also, as used herein, while sensors can be described as "sensing" or "measuring" a respective value, sensing or measuring can include determining a value indicative of or related to the respective value, rather than directly sensing or measuring the value itself. The sensed or measured values can further be provided to additional components. For instance, the value can be provided to a controller module or processor as defined above, and the controller module or processor can perform processing on the value to determine a representative value or an electrical characteristic representative of said value.

All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, aft, etc.) are used only for identification purposes to aid the reader's understanding of the present disclosure, and should not be construed as limiting, particularly as to the position, orientation, or use of aspects of the disclosure described herein. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and can include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to one another. The exemplary drawings are for purposes of illustration only and the dimensions, positions, order and relative sizes reflected in the drawings attached hereto can vary.

<FIG> schematically illustrates an aircraft <NUM> including an aircraft flight management system (FMS) <NUM> for operating various aspects associated with the flight of the aircraft <NUM> including a takeoff sequence <NUM> (<FIG>). The aircraft <NUM> can include, but is not limited to, slats <NUM>, flaps <NUM>, engines <NUM>, and landing gear <NUM>, all of which contribute to the takeoff sequence <NUM>. The FMS <NUM> can be electronically coupled as illustrated in phantom to each of the slats <NUM>, flaps <NUM>, engines <NUM>, and landing gear <NUM> in any suitable manner, including hardwired or wirelessly. The aircraft <NUM> can be a jet propelled and propeller driven aircraft, as are commonly employed throughout the aircraft industry.

Referring to <FIG>, the departure of the aircraft <NUM> from an airport runway <NUM> is generally illustrated according to the takeoff sequence <NUM>. During takeoff or departure from the airport runway <NUM>, the aircraft <NUM> accelerates with an acceleration (a), the acceleration can be at full power, or a derated thrust, with the aircraft flaps <NUM> set in a takeoff position to promote a lift (FL) to enable the aircraft lift off from the runway at an initial climb rate (pitch rate) along a path <NUM> and climb angle α. The aircraft flap <NUM> position is dependent on conditions making a small range of flap positions allowable for takeoff. More flaps can get the aircraft in the air sooner as more lift (FL) is generated but then the climb angle α will be shallower due to higher drag and lower excess thrust. A full flap position is typically not an option for takeoff as the extra lift (FL) added does not compensate for extra drag generated. The aircraft climb rate can vary depending upon size and weight of the aircraft, engine thrust, and atmospheric conditions such as temperature, wind, and other variables.

The aircraft takeoff sequence <NUM> can occur over the course of a total takeoff time period (T) which can include an initial time period <NUM>, an activate rotation time period <NUM>, and finally a takeoff time period <NUM>. The acceleration (a) and the lift (FL) of the aircraft <NUM> can change or remain constant during the takeoff sequence <NUM>. An actual velocity (vA) can be determined at any given time during the takeoff sequence <NUM> utilizing known methods described herein and is dependent on the acceleration (a) and the lift (FL). The actual velocity (vA) can also be referred to as a real-time velocity, or the velocity of the aircraft <NUM> in real time.

A takeoff reference velocity <NUM> associated with the takeoff time period (T), the airport runway <NUM>, and the aircraft <NUM> itself can be determined based on several factors described herein. While it is possible for the takeoff reference velocity <NUM> to be equal to the actual velocity (vA), it should be understood that the takeoff reference velocity <NUM> is associated with a calculated velocity based on variables received at the FMS <NUM>, while the actual velocity (vA) is an actual velocity of the aircraft during the takeoff sequence <NUM>.

The takeoff reference velocity <NUM> can be determined for each of the initial time period <NUM>, activate rotation time period <NUM>, and the takeoff time period <NUM>. The takeoff reference velocity <NUM> associated with the initial time period <NUM> can be a decision velocity (v<NUM>), the velocity at which the aircraft <NUM> can brake without overrunning the runway <NUM>. The decision velocity (v<NUM>) means the maximum speed during takeoff at which the pilot must take a first action (e.g. apply brakes, reduce thrust, deploy speed brakes) to stop the aircraft <NUM> without overrunning the runway <NUM>. The initial time period <NUM> is defined as the length of time for the aircraft <NUM> to accelerate from a velocity of <NUM>/s to the decision velocity (v<NUM>).

Another takeoff reference velocity <NUM> associated with the activate rotation time period <NUM> can be a rotation velocity (vR), the velocity at which a rotation of the aircraft <NUM> is initiated toward the path <NUM> along the angle α. The activate rotation time period <NUM> is defined as the length of time for the aircraft <NUM> to accelerate from <NUM>/s to the rotation velocity (vR).

The takeoff reference velocity <NUM> associated with the takeoff time period <NUM> can be a takeoff velocity (v<NUM>), the velocity at which the aircraft <NUM> can take off with one engine <NUM> inoperative. In other words, the takeoff velocity (v<NUM>) can refer to the minimum speed during takeoff, following a failure of one engine, at which the pilot can continue the take-off and achieve the required height above the take-off surface without overrunning the runway <NUM>. It is further contemplated that a minimum takeoff velocity (v<NUM>) is a minimum takeoff safety speed, a velocity at which the aircraft <NUM> can take off safely with all engines <NUM> operating normally. The takeoff time period <NUM>, is therefore defined as the length of time for the aircraft <NUM> to accelerate from <NUM>/s to the takeoff velocity (v<NUM>).

It is contemplated that the initial time period <NUM>, activate rotation time period <NUM> and the takeoff time period <NUM> overlap to an extent. For example, the initial time period <NUM> that the aircraft <NUM> takes to reach the decision velocity (v<NUM>) can be <NUM> seconds where the aircraft <NUM> can reach the takeoff velocity (v<NUM>) in <NUM> seconds. In other words, in implementation an aircraft could take off from a long runway where even when it reaches the takeoff velocity (v<NUM>), there is still sufficient length to apply the brakes and stop at the end of the runway. It is further contemplated that the takeoff velocity (v<NUM>) and the rotation velocity (vR), are the same making the activate rotation time period <NUM> and the takeoff time period <NUM> the same as well.

A minimum length (Lmin) associated with the takeoff velocity (v<NUM>) is illustrated as less than the runway length (LR), though it is contemplated that the minimum length (Lmin) is equal to the runway length (LR). It should be understood that the minimum length (Lmin) required to achieved each takeoff reference velocity <NUM> can be the same, or different depending on several variables described in more detail herein. By way of non-limiting example, the weather conditions can significantly change a slip coefficient (µ) between the runway <NUM> and the landing gear <NUM> which can increase the minimum length (Lmin) required for the takeoff velocity (v<NUM>).

Turning to <FIG>, an exemplary FMS <NUM> is illustrated in detail. The FMS <NUM> is configured to receive selected flight parameters to control the flight of the aircraft <NUM>. The FMS <NUM> includes an FMS onboard computer processor <NUM> and a memory <NUM>. The memory <NUM> includes a stored navigation database <NUM> that stores aircraft navigation information. The onboard computer processor <NUM> receives various inputs including sensed aircraft altitude <NUM>, sensed aircraft speed <NUM>, and sensed air temperature <NUM> from an air data computer <NUM>. Additionally, the onboard computer processor <NUM> receives inputs from navigation sensors <NUM>, such as location coordinates from a global positioning system (GPS) <NUM> and inertial data from inertial sensors <NUM>. Further, the onboard computer processor <NUM> receives other inputs from other sensors such as fuel quantity <NUM>, and other sensed variables known in the art.

The sensed aircraft altitude <NUM>, sensed aircraft speed <NUM>, and sensed air temperature <NUM> can all be generally referred to as real-time aircraft variables <NUM>. Additional real-time aircraft variables <NUM> include passenger count <NUM> and baggage amount <NUM> which can together influence a total weight <NUM> of the aircraft. An engine status/thrust <NUM> and a flap orientation <NUM> can also be included in the real-time aircraft variables <NUM> that are received by the onboard computer processor <NUM>.

The onboard computer processor <NUM> is further shown in communication with a control and display unit (CDU) <NUM> having a display <NUM>. It should be appreciated that the CDU <NUM> can be a human machine interface that allows pilots to input data and to receive output data. For example, output data indicating computed parameter velocities <NUM> can be provided in display pages presented on the display <NUM> to allow a pilot of the aircraft to operate the aircraft pursuant to the output data provided by the FMS <NUM>.

The FMS <NUM> is further shown to include a throttle control <NUM> for controlling the engine throttle, as should be evident to those skilled in the art. The throttle control <NUM> can be manually actuated by a pilot of the aircraft in a manual mode. In an automatic flight control mode, the throttle control <NUM> can be automatically controlled by an auto throttle signal <NUM> provided by the onboard computer processor <NUM>. It should be appreciated that the onboard computer processor <NUM> can output command signals for controlling the aircraft with the computed throttle value by providing output commands via the display <NUM> or by automatically controlling the throttle control <NUM> via the auto throttle signal <NUM>.

In operation, real-time condition variables <NUM> are received by the onboard computer processor <NUM>. It is further contemplated that the real-time condition variables <NUM> can be stored in the memory <NUM>, by way of non-limiting example in an aircraft performance table <NUM> for reference on similar or the same routes. The real-time condition variables <NUM> can include, but are not limited to, pressure <NUM>, weather <NUM>, and wind <NUM> conditions.

Runway information <NUM> is also a variable that can be stored in the memory <NUM> and updated. Runway information <NUM>, can include, but is not limited to, length <NUM>, the runway length (LR) described herein, slip coefficient (µ) values <NUM> associated with various runways given the real-time condition variables <NUM>, runway elevation <NUM> associated with the geographical location of the runway <NUM>, and the presence of an Engineered Material Arresting System (EMAS) <NUM> that are crushable concrete blocks past the end of the runway <NUM> and used to catch aircraft with minimal damage.

The FMS <NUM> illustrated is a flight management system that can be configured to perform various aspects to control an aircraft during aircraft departure, cruising and arrival procedures. It should be appreciated that the memory <NUM> and the stored navigation database <NUM> can include an existing navigation database in an existing flight management system that is upgraded to perform the takeoff sequence <NUM> described herein.

Turning to <FIG>, an exemplary takeoff sequence check <NUM> processed by the FMS <NUM> is illustrated. Each of the checks described herein can result in a yes/no output. A yes output can always result in a continuation of the takeoff sequence <NUM> while a no output can result in a variety of processes including aborting the takeoff sequence <NUM>. It should be understood that aborting the takeoff sequence <NUM> can occur manually. It is further contemplated that aborting the takeoff sequence can occur automatically as initiated by the FMS at any safe stage or as a configurable value, i.e. at a fixed velocity or at a percentage of v<NUM>, vR, or v<NUM>. The FMS can be configured to radio the air traffic control (ATC) with a message that takeoff is aborted so that ATC can ensure no other aircraft use the runway.

At the beginning of the takeoff time period (T), an initial check <NUM> can occur to determine if (Lmin> LR). This initial check determines whether the aircraft <NUM> is capable of taking off from the runway <NUM> on which it is situated. While depicted as a check executed by the FMS <NUM>, it should be understood that this can also be a check complete long before the aircraft even approaches the runway <NUM>. Along with aborting the takeoff sequence <NUM> it is also contemplated that if the output is no, the thrust can increase, increasing acceleration (a), and the takeoff sequence <NUM> can continue. It should be understood that thrust calculations up to and including maximum thrust can be completed to determine if the takeoff sequence <NUM> can continue.

After the initial time period <NUM> is complete, an initial time period check <NUM> can occur to determine if (vA > v<NUM>), is the actual velocity (vA) greater than or at least equal to the decision velocity (v<NUM>) described herein. Again, it is contemplated that if no, the thrust can increase, and that thrust calculations up to and including maximum thrust can be completed to determine if the takeoff sequence <NUM> can continue. In the even the takeoff sequence can continue, increasing acceleration (a), and the takeoff sequence <NUM> continues.

After the activate rotation time period <NUM> is complete, a rotation time period check <NUM> can occur to determine if (vA > vR), is the actual velocity (vA) greater than or at least equal to the rotation velocity (vR) described herein. At this check, if no, the initial time period check <NUM> can be processed again. Also, if no, the thrust can increase, and that thrust calculations up to and including maximum thrust can be completed to determine if the takeoff sequence <NUM> can continue. If yes, the takeoff sequence <NUM> can be continued and the aircraft <NUM> can initiate rotation toward the climb angle α. It is further contemplated that increasing acceleration (a) can also occur, and the takeoff sequence <NUM> continues.

After the takeoff time period <NUM> is complete, a takeoff time period check <NUM> can occur to determine if (vA > v<NUM>), is the actual velocity (vA) greater than or at least equal to the takeoff velocity (v<NUM>) described herein. At this check, if no, the initial time period check <NUM> and/or the activate rotation time period check <NUM> can be recalculated or the takeoff sequence <NUM> can be aborted. It is also contemplated that if no, the thrust can increase, and that thrust calculations up to and including maximum thrust can be completed to determine if the takeoff sequence <NUM> can continue. At this particular point, rotation of the aircraft to the climb angle α in order to takeoff should be completed. If yes, the takeoff sequence <NUM> can be continued and the aircraft <NUM> can takeoff.

<FIG> is a flow chart illustrating a method <NUM> of real-time analyzing, with the FMS, the takeoff sequence <NUM> for the aircraft <NUM> on a predetermined runway <NUM>. It should be understood that runway information <NUM> associated with the runway <NUM> from which the aircraft <NUM> will depart can be received and stored at the memory <NUM> or directly input into the onboard computer processor <NUM> via the CDU <NUM>.

At <NUM> the FMS receives real-time data corresponding to variables that influence the takeoff reference velocity <NUM> of the aircraft <NUM> during the takeoff sequence <NUM>. The variables can be, by way of non-limiting example, the real-time aircraft variables <NUM> and real-time condition variables <NUM> described herein, and can be input manually via the CDU <NUM> or sensed and directly processed by the onboard computer processor <NUM>, or stored in the memory <NUM>. Calculating the takeoff reference velocity <NUM> associated with the received runway information <NUM> and the received variables <NUM>, <NUM> can include determining the decision velocity (v<NUM>), the rotation velocity (vR), and/or the takeoff velocity (v<NUM>) as described herein.

At <NUM> real-time data corresponding to the actual velocity (vA) and acceleration (a) of the aircraft is received at the FMS <NUM>. Upon initiating the takeoff sequence <NUM>, the actual velocity (vA) associated with a current speed of the aircraft <NUM> can be determined. The onboard computer processor <NUM> receives various inputs including the sensed aircraft speed <NUM> which can be utilized to determine the actual velocity (vA).

It should be understood that receiving and calculating the information, variables, and/or takeoff reference velocities can include manually inputting, sensing, or any combination of manually inputting and sensing where the data collected is eventually processed by the onboard computer processor <NUM>. Received and calculated information can change quickly in certain weather conditions. A benefit associated with the disclosure herein is that by using sensors, the aircraft determines actual data in real-time, avoiding any mistakes made when transferring or inputting of information. It should be understood that as described herein velocity includes both the speed and direction of the aircraft <NUM>, and at any time the data received associated with the actual velocity (vA) can be either one of a speed value or direction value or both. Data received associated with the takeoff reference velocity <NUM> can also be a speed value, direction value, both, or other pieces of information including but not limited to the aircraft and real-time condition variables.

A final estimated velocity (vf) based on the actual velocity (vA) and the acceleration (a) is estimated at <NUM>. The final estimated velocity (vf) can be any velocity occurring in the future of the takeoff sequence <NUM>. By way of non-limiting example the final estimated velocity (vf) can be a calculated value for the takeoff velocity (v<NUM>) with which the aircraft will depart based on the actual velocity (vA) and the additional variables received. It is further contemplated that the final estimated velocity (vf) is a calculated value for the decision velocity (v<NUM>) or the rotation velocity (vR).

At <NUM> the final estimated velocity (vf) is compared to the takeoff reference velocity <NUM> to determine if the final estimated velocity <NUM> is within a predetermined range of the takeoff reference velocity <NUM>. The predetermined range is determined based on the aircraft <NUM> capabilities and can be different for different aircraft. It should be understood that the final estimated velocity (vf) can be a calculated value based on real-time data collected while the takeoff reference velocity <NUM> can be a calculated value for what a value of the actual velocity should be at any given time based on the received variables. In other words, the final estimated velocity (vf) is the most likely outcome for the aircraft <NUM> in real time while the takeoff reference velocity <NUM> is how the aircraft should operate based on the received variables. In this manner, when a takeoff sequence is undergoing a smooth execution, a comparison of the final estimated velocity (vf) to the takeoff reference velocity <NUM> would indicate similar if not matching values. However in a scenario in which the final estimated velocity (vf) is much different than the takeoff reference velocity <NUM>, or outside the predetermined range, a pilot could be alerted and the takeoff sequence <NUM> could be aborted as previously described herein. Therefore at <NUM>, in the event comparing indicates that the final estimated velocity (vf) is not within the predetermined range, at least one operational variable is altered. By way of non-limiting example, altering at least one operational variable can include increasing thrust, adjusting a flap mounted to the aircraft, or adjusting a slat mounted to the aircraft. It is also contemplated that a signal that alerts the pilot to manually abort the takeoff can be sent to the display <NUM>.

In the event the final estimated velocity (vf) is within the predetermined range of the takeoff reference velocity <NUM> a signal that alerts the pilot that everything has checked out and the takeoff sequence <NUM> can continue can be sent to the display <NUM>.

The method <NUM> can include aborting the takeoff sequence in an event where the actual velocity is outside the predetermined range of the takeoff reference velocity <NUM> as described in <FIG>. The method <NUM> can further include recalculating the takeoff reference velocity <NUM> based on updated variables in an event where the actual velocity (vA) is outside the predetermined range of the takeoff reference velocity. As previously described herein, upon recalculation, the method <NUM> can include increasing the thrust in an event where the recalculated takeoff reference velocity <NUM> indicates an increase in thrust will bring the actual velocity (vA) within the predetermined range of the takeoff reference velocity <NUM>. It is further contemplated that the method <NUM> can include monitoring the lift (FL) during the takeoff sequence <NUM> and in an event where the recalculated takeoff reference velocity <NUM> indicates that adjusting the slat <NUM> or the flap <NUM> mounted to the aircraft <NUM> will bring the actual velocity (vA) within the predetermined range of the takeoff reference velocity <NUM>, adjusting the slats <NUM> and/or the flaps <NUM>.

The method <NUM> as described herein can include calculating an optimal takeoff sequence based on the real-time aircraft variables <NUM>, real-time condition variables <NUM>, and runway information <NUM>. The optimal takeoff sequence can include which combination of thrust <NUM>, slat <NUM>, and flap <NUM> settings provides optimal fuel <NUM> consumption and noise levels while retaining safety of takeoff within the runway length <NUM> and climb requirements associated with the airport from which the aircraft is departing.

The method <NUM> can further include verifying that the takeoff sequence is within a predetermined parameter associated with the optimal takeoff sequence. The predetermined parameter can be the reference velocities <NUM> described herein. Verification can occur by determining during the takeoff sequence <NUM> if the acceleration (a) values received during monitoring result in any one of the calculated decision velocity (v<NUM>), rotation velocity (vR), and/or the takeoff velocity (v<NUM>) described herein. In an event where a weight <NUM> or slip coefficient (µ) has been miscalculated, the verification process can produce a signal or alert that the real-time takeoff sequence is not within the predetermined parameter associated with the optimal takeoff sequence.

If acceleration (a) is lower than a calculated acceleration required for the optimal takeoff sequence, a recalculation can occur to determined if the runway length (LR) is sufficient with a current thrust. If so, recalculations based on the runway length (LR) can occur. If not, more thrust can be applied and if with maximum thrust the actual velocity (vA) cannot be reached (vA > v1) the takeoff sequence <NUM> is aborted. The recalculation can either be displayed to a pilot to input a new thrust and/or automatically applied, with or without the display <NUM> indicating an update.

Determining if the EMAS <NUM> is present on the runway <NUM> can also be a further consideration. Because many airports include the EMAS <NUM> and the FMS <NUM> could include an update that sends a query to an airport/navigation database regarding whether the airport has such a system. In the event the EMAS <NUM> is present, aborting takeoff can be allowed/suggested even after passing v<NUM> by a calculated amount in a situation where risking a usual takeoff and immediate landing procedure is less desirable than an intentional overrun of the runway.

The method <NUM> can include sending a signal to indicate when the actual velocity (vA) is equal to the takeoff reference velocity <NUM>. This signal could be in the form of automatically annunciating the actual velocity (vA) when equal to any one of the takeoff reference velocities (v<NUM>, vR and v<NUM>). In two pilot operated aircraft, a monitoring pilot conducts calculations prior to takeoff and tracks speed and calls the speeds out to a flying pilot, i.e. "V1" when the aircraft has reached (v<NUM>). The FMS <NUM> as described herein can automatically calculate and recalculate the takeoff reference velocities <NUM> and performs the monitoring by calling out the speeds. It is also contemplated that the speeds are displayed or called out or both. This feature would reduce workload for the monitoring pilot to concentrate on other tasks and could also enable future single pilot operations where the FMS <NUM> acts as the monitoring pilot.

It should be understood that any combination of the methods and check sequences described herein is contemplated. The flight management system as described automatically verifies, or can even replace, pilot calculations based on measurements of various systems and information provided over datalinks. The flight management system is capable of checking that the aircraft is in the correct configuration. During the takeoff sequence, the system monitors performance against expectation in the calculation and is capable of recalculating to decide if a higher thrust allows safe takeoff or if the takeoff sequence needs to be aborted.

Takeoff sequencing is a complex problem as weather/environment factors need to be considered (altitude, wind, temperature, slip coefficient of runway) as well as aircraft weight and balance and tested against runway parameters (direction, incline, length). Benefits associated with the methods and apparatus described herein include consideration of the flap and thrust settings as well as the decision, control, and takeoff velocities speed. Because errors in calculation can result in failure, it is vital to automate the calculations with as many variable input considerations as possible. Pilots can make calculation errors based on false assumptions (weight and balance wrong, slip coefficient wrong) or configuration settings (thrust or flap settings incorrect). For fuel saving, engine life, and noise abatement, maximum thrust is not normally applied during a takeoff sequence and instead an "optimal thrust profile" is applied. If a pilot detects problems too late in the takeoff sequence, the pilot may not be able to simply select maximum thrust and continue safe takeoff. The system described herein provides at least an automated check for the pilot. It is also contemplated that the flight management system described herein automatically increases thrust in an event where the real-time takeoff sequence is not within the predetermined parameter associated with the optimal takeoff sequence.

To the extent not already described, the different features and structures of the various aspects can be used in combination, or in substitution with each other as desired. That one feature is not illustrated in all of the examples is not meant to be construed that it cannot be so illustrated, but is done for brevity of description. Thus, the various features of the different aspects can be mixed and matched as desired to form new aspects, whether or not the new aspects are expressly described. All combinations or permutations of features described herein are covered by this disclosure.

Claim 1:
A method (<NUM>) of real-time analyzing, with a flight management systems (FMS) (<NUM>) of an aircraft (<NUM>), a takeoff sequence of the aircraft (<NUM>) on a predetermined runway (<NUM>), the method comprising:
receiving (<NUM>) at the FMS (<NUM>), real-time aircraft variables (<NUM>) associated with the aircraft (<NUM>) and real-time condition variables (<NUM>) associated with an environment in which the aircraft (<NUM>) is located;
receiving (<NUM>) at the FMS (<NUM>), from sensors (<NUM>, <NUM>) on the aircraft (<NUM>), real-time data of an actual velocity (VA) of the aircraft (<NUM>) and a real-time acceleration (a) of the aircraft (<NUM>);
estimating (<NUM>), using the FMS (<NUM>), a final estimated velocity (VF) based on the actual velocity (VA) and the real-time acceleration (a), wherein the final estimated velocity (VF) comprises an estimation of a velocity that will occur in the future of the takeoff sequence;
the method characterised by:
calculating, using the FMS (<NUM>), the takeoff reference velocity (<NUM>), using at least one of the real-time aircraft variables and the real-time condition variables, wherein the takeoff reference velocity represents what a value of the actual velocity of the aircraft (<NUM>) should be, at a given time, based on the received real-time aircraft variables and real-time condition variables;
comparing (<NUM>), using the FMS (<NUM>), the final estimated velocity (VF) to the takeoff reference velocity (<NUM>) to determine if the final estimated velocity (VF) is within a predetermined range of the takeoff reference velocity (<NUM>); and
altering (<NUM>), using the FMS (<NUM>), at least one of a thrust, adjusting a flap mounted to the aircraft, or adjusting a slat mounted to the aircraft (<NUM>) when the comparing indicates the final estimated velocity (VF) is not within the predetermined range.