Patent Description:
The subject matter described herein relates to the provision of takeoff and landing advice regarding aircraft flaps settings.

Landing and taking off with reduced flaps can increase efficiency of the operation. In particular, landing with flaps at a lower camber angle than full deployment allows for reduced drag, which requires less thrust and less fuel consumption during an approach or climb phase, reduces noise disturbance near airports, and can provide a better approach angle with a lower pitch and steadier trajectory in turbulence.

It is desirable to provide methods and systems that advise the crew regarding reduced flaps landing. Additionally, it is desirable to provide displays enabling enhanced situational awareness for the flight crew about options available for reduced flaps landing and taking off. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. Documents cited during prosecution include <CIT>; <CIT>; and <CIT>. <CIT>discloses a method for providing reduced flaps takeoff or landing advice in an aircraft, the method comprising: receiving, via at least one processor, takeoff or landing performance data including weather data and runway conditions data for a plurality of runways at a destination aerodrome; calculating, via the at least one processor, values of takeoff or landing performance parameters for a plurality of flap configurations for each of the plurality of runways; presenting, via the at least one processor and a user interface, at least one of the values of takeoff or landing performance parameters.

Aspects and preferred embodiments of the invention are defined in the appended claims. Disclosed herein is a method for providing reduced flaps takeoff or landing advice in an aircraft according to claim <NUM>.

In embodiments, the plurality of flap configurations includes a plurality of flap angles.

In embodiments, the user interface allows selection of one of the plurality of runways and selection of one of the plurality of flap angles by a user so that the user interface presents at least one of the values of takeoff or landing performance parameters associated with the selected one of the plurality of runways and the selected one of the plurality of flap angles.

In embodiments, the method includes calculating, via the at least one processor, values of takeoff or landing performance parameters for the plurality of flap configurations for all runways at the destination aerodrome.

In embodiments, the takeoff performance parameters include at least one of: takeoff weight, takeoff speed mode, maximum allowable takeoff weight, acceleration stop distance, acceleration go distance, usable runway length, required runway length, engine setting, required climb gradient, obstacle required climb gradient, minimum level off height, minimum level off altitude, minimum level off available gradient, and obstacle causing minimum level off.

In embodiments, the landing performance parameters include at least one of: reference speed (Vref), landing weight, required runway length, factored runway length, usable runway length, required landing weight, and wind gust.

In embodiments, the takeoff or landing performance parameters include reference landing speed (Vref), which is calculated based on stall speed and flap configuration.

In embodiments, the takeoff or landing performance parameters include maximum landing weight, which is calculated based on flap configuration.

In embodiments, the takeoff or landing performance parameters include required runway length, which is calculated based on flap configuration.

Also disclosed herein is a system for providing reduced flaps takeoff or landing advice in an aircraft according to claim <NUM>.

Embodiments of the subject matter will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and:.

Systems and methods described herein provide a reduced flaps takeoff and landing advisor. The systems and methods advise flight crew whether reduced flaps landing or takeoff is possible given current weather and runway conditions. In embodiments, advice is provided to crew on reduced flaps landing or takeoff by computing various landing or takeoff performance parameters for various flap configurations and for various runways at a destination airport. In one embodiment, inputs needed for landing or takeoff computations are automatically read for various runways so that landing or takeoff performance parameters can be calculated. The system perform landing or takeoff computations for each runway in the destination airport for all flap configurations. A user interface presents the landing or takeoff performance parameters for various flap configurations to the crew. The user interface provides advice to the crew on which runway(s) in the destination airport can be used for reduced landing or takeoff flaps. If the airport has noise restrictions, then the same is alerted to the crew so that crew can proactively consider reduced flaps landing or takeoff. The system can collect all the required inputs needed to compute the landing or takeoff performance parameters through a connected framework without pilot intervention.

In one embodiment, landing data is provided on a touch screen controller (TSC) display device for different flaps angles (e.g. <NUM> and <NUM> degrees) and for various runways. The flight crew is shown the landing data initially for the default landing flaps configuration (full flaps) and a drop down button (or other selectable element) is provided in the flaps field and the runway field for the crew to select the reduced flaps configuration for various runways and review the landing performance computations for that combination of flaps setting and runway.

<FIG> depicts an exemplary embodiment of a system <NUM> for providing reduced flaps advice that is associated with an aircraft <NUM>. The aircraft includes wings 200A, 200B. Briefly referring to <FIG>, one of the wings is shown in cross-section. The wing <NUM> includes a flap <NUM>, which is in an undeployed position in <FIG> and which is in a flaps deployed position in <FIG>. The flap angle corresponds to an extent of flap deployment and can be obtained from an angle between a chord of the flap <NUM> and that of the wing <NUM>. A plurality of flap angles are possible between full deployment and undeployed, which correspond to reduced flaps angles as compared to the full deployment configuration. Referring back to <FIG>, the illustrated system <NUM> may be included within avionics systems of the aircraft <NUM>, in a separate computing device (e.g. an Electronic Flight Bag device), may be hosted remotely or a combination thereof. The illustrated system <NUM> includes a processing system <NUM> that runs a plurality of software modules (to be described further herein) and which operates in communication with a variety of data providers. The data providers include an airport database <NUM>, a Takeoff and Landing (TOLD) database <NUM>, a Flight Management System (FMS) <NUM>, weather data source(s) <NUM>, and an obstacle and terrain database <NUM>. Further, the processing system <NUM> receives inputs from a user input device <NUM> and generates an output for the display device <NUM>.

The processing system <NUM> executes, using a processor (not shown), programming instructions to: determine runways at an airport, collect all required inputs for each runway for calculating takeoff or landing performance parameters calculations, perform the calculations and generate a user interface that allows selection of flaps configurations and runways and outputs the corresponding takeoff or landing performance parameters. It should be appreciated that <FIG> is a simplified representation of the system <NUM> associated with an aircraft <NUM> for purposes of explanation and is not intended to limit the subject matter in any way. In this regard, it will be appreciated that, in practice, the system <NUM> onboard the aircraft <NUM> may include any number of different onboard systems configured to support operation of the aircraft <NUM>, and the subject matter described herein is not limited to any particular type or number of onboard systems.

The obstacle and terrain database <NUM> provides a terrain dataset that is a digital representation of the elevation of the terrain and obstacles at discrete points. Exemplary features of the terrain dataset include geometric distribution/position of discrete points, horizontal/vertical datum and specific units of measurement. The terrain dataset describes the surface of the Earth containing naturally occurring features such as mountains, hills, ridges, valleys, bodies of water, permanent ice and snow. The obstacle and terrain database <NUM> further provides an obstacle dataset, which is a digital representation of obstacles including horizontal and vertical extent of man-made and natural significant features. Obstacles include fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located in an area intended for the surface movement of aircraft, or extend above a defined surface intended to protect aircraft in flight, or stand outside those defined surfaces and that have been assessed as being a hazard to air navigation. The obstacle and terrain database <NUM> provides obstacle and terrain data <NUM> to the processing system <NUM>. The obstacle and terrain data <NUM> is relevant to calculating landing and performance parameters since the climb or descent gradient is limited by obstacles and terrain, which will thus influence engine settings, available flap configurations, required runway length, maximum weight and other landing and takeoff performance parameters.

The weather data source(s) <NUM> provide location specific weather data <NUM> including wind, temperature, pressure and other information on prevailing conditions at a certain location. The weather information sources <NUM> include surface aviation weather observations from ground stations (e.g. METARs), air traffic control weather information, upper air weather observations (e.g. aircraft meteorological data relay (AMDAR) and ground-based, satellite or aircraft mounted radar observations (e. Weather data source(s) <NUM> may also include onboard weather sensors. The weather data <NUM> includes wind information at the location in terms of direction, strength and gusting. The weather data source(s) include one or more information providers concerning runway conditions. For example, air traffic services and aeronautical information services may transmit runway conditions data (which is included in weather data <NUM>) to the flight crew by special series NOice To AirMen (SNOWTAM), Automatic Terminal Information Service (ATIS) and, if necessary, radio broadcast. Runway conditions (e.g. wet, standing water/slush, snow, ice) affect braking efficiency and rolling resistance and thus impact on takeoff and landing performance parameters. Landing and takeoff distances are generally increased with a tailwind as compared to a headwind. There will also be a corresponding impact on takeoff and landing speeds. Crosswinds have intermediate effects due to head or tailwind components. Gusty conditions may require higher approach and takeoff speeds to provide a greater margin above stall. The processing system <NUM> uses weather data <NUM> including wind and runway conditions information in calculating landing and takeoff performance parameters.

The airport database <NUM> provides comprehensive information on airports including runway spatial information including location, orientation and useable length, runway gradient (slope), airport/runway elevation and other information about airports of interest. Airport elevation affects density altitude, which impacts on true airspeed and groundspeed and thus landing and takeoff distances. Runway slope also directly affects landing and takeoff performance parameters. Orientation of the runway is combined with wind information by the processing system <NUM> to evaluate direction of the wind relative to any given runway. The processing system <NUM> thus takes into account relevant airport data <NUM> (including runway slope, elevation, orientation and length) in calculating landing and takeoff performance parameters.

The Flight Management System (FMS) <NUM> is an on-board multi-purpose navigation, performance, and aircraft operations computer designed to provide data relating to a flight from pre-engine start and take-off, to landing and engine shut-down. The FMS <NUM> comprises four main components: a Flight Management Computer (FMC), an Automatic Flight Control or Automatic Flight Guidance System (AFCS or AFGS), an Aircraft Navigation System, an Electronic Flight Instrument System (EFIS) or equivalent electromechanical instrumentation. The FMC is a computer system that uses a large data base to allow routes to be preprogrammed and fed into the system by means of a data loader. The system is constantly updated with aircraft position by reference to available navigation aids. The AFCS or AFGS receives sensor information from other aircraft systems. Dependent upon whether the aircraft is under Autopilot or manual control, AFCS mode selections made by the crew will either automatically move and control the aircraft flight control surfaces or display Flight Director commands for the pilot to follow to achieve the desired status. The Navigation System is an integrated package which calculates continuously the aircraft position. It may include Inertial Reference System (IRS) and Global Positioning System (GPS) inputs in addition to receivers for ground based aids. Display of aircraft status is provided on either EFIS or other instrumentation and is where the effect of the FMS <NUM> control is principally visible.

The takeoff and landing database operates with the FMS <NUM> to provide TakeOff and Landing Data (TOLD) data <NUM> including V-speeds, N1 settings, takeoff and landing factorizations and a variety of detailed reference data useful for the FMS to calculate takeoff and landing performance parameters as described further herein. The FMS <NUM> and the takeoff and landing database <NUM> receive input data from the processing system <NUM> and output takeoff and landing performance parameters. The input data includes static information such as airport parameters including airport elevation, runway length, runway gradient, and obstacle location and obstacle height, which is available from the airport database <NUM> and the obstacle and terrain database <NUM>. The input data includes variable or changing airport parameters such as outside air temperature, barometric pressure, wind direction and speed, and/or runway conditions (e.g., wet, snow, slush, ice), which is available from the weather data source(s) <NUM>. The input data includes aircraft data such as aircraft takeoff weight, aircraft center of gravity, and/or other aircraft data that may affect takeoff and landing performance, which is available from the FMS <NUM> or from manual entry by the flight crew. The input data further includes a plurality of available flap settings, provided by the processing system <NUM>, and identification of a plurality of runways at the airport so that the FMS <NUM> outputs calculated landing/takeoff data <NUM> that includes calculated landing and takeoff performance parameters for each available flap setting and each runway at a destination airport for further use by the processing system <NUM>.

In accordance with the embodiment of <FIG>, the reduced flaps advice system <NUM> includes a variety of data providers the send data relevant to the calculation of landing and takeoff landing performance parameters. As described the provided data can include any combination of any subset of the following input data, or all of the following input data. Relevant takeoff input parameters include pilot entered, FMS or other avionics system available parameters (origin identifier, origin runway identifier, thrust mode, flaps setting, anti-ice setting, Brake Temperature Monitoring System (BTMS) setting, thrust reverser setting), weather data <NUM> from the weather data source(s) <NUM> (surface wind heading, surface wind speed, outside air temperature, runway condition, runway contaminant depth, pressure altitude), airport information available from takeoff and landing database <NUM> and/or airport database <NUM> (runway heading, runway length, runway elevation, runway threshold, runway slope, runway condition, runway contaminant depth, takeoff clearway, takeoff stopway) and obstacle and terrain data <NUM> available from obstacle and terrain database <NUM> (obstacle/terrain distance for obstacle/terrain n, obstacle/terrain elevation for obstacle/terrain n, Standard Instrument Departure (SID) elevation, SID Gradient). Relevant landing input parameters include pilot entered, FMS or other avionics system available parameters (destination identifier, runway identifier, Flaps Setting, anti-ice setting, auto brakes setting, thrust reverser setting), weather data <NUM> from the weather data source(s) <NUM> (surface wind heading, surface wind speed, outside air temperature, pressure altitude), airport information from takeoff and landing database <NUM> and/or airport database <NUM> (runway heading, runway length, runway elevation), and information provided by a combination of the FMS <NUM> and the takeoff and landing database <NUM> (landing factor type, runway multiplier). The landing factor type is set based on runway conditions and prevailing environmental conditions and concerns a safety factor to be applied to landing distances determined under the assumption of dry conditions. For example, a regulatory safety factor of <NUM> may always be applied and an additional <NUM>% may be added if the runway is wet.

The user input device <NUM> may be a keyboard device (virtual or physical), a voice recognition unit, a touchscreen device, a mouse device, a trackball device, or any other suitable user input device <NUM>. The user input device <NUM> allows the flight crew to enter any inputs required by the processing system <NUM> to calculate the takeoff or landing flight performance parameters. The user input device <NUM> further allows selection of a runway and flap setting combination as will be described further below. The user input device <NUM> additionally facilitates entry of data into the FMS <NUM> in order to construct a flight plan including takeoff and landing planning.

The processing system <NUM> includes a plurality of modules <NUM>, <NUM>, <NUM>, <NUM>, <NUM> for determining runways at an airport, requesting takeoff or landing flight performance parameters for each runway and for different flap settings and generating a display providing calculated flight performance parameters to the flight crew. As used herein, the term module refers to any hardware, software, firmware, electronic control component, processing logic, and/or processor device, individually or in any combination, including without limitation: application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.

The processing system <NUM> includes a runway determination module <NUM>. The processing system <NUM> may receive an origin or destination airport identifier from the flight crew via the user input device <NUM> or this information may be pulled from the FMS <NUM> based on an already entered flight plan. The runway determination module <NUM> interrogates the airport database <NUM> to find all runways at the origin or destination airport. This runway information may be filtered to exclude runways that are not adapted for the ownship aircraft type, e.g. due to size, weight and other restrictions. The runway determination module outputs a list of available runways for the landing or takeoff operation.

The processing system <NUM> includes a landing/takeoff inputs collection module <NUM> that collects all of the required inputs for the landing or takeoff operation. The various inputs and the data provider for each input has been described in the foregoing. The landing/takeoff inputs collection module <NUM> may collect the data inputs for each runway in the list of available runways <NUM>. Any adaptations to the data inputs (e.g. wind direction for a particular runway heading) are made by the landing/takeoff inputs collection module <NUM>. The landing/takeoff inputs collection module <NUM> further receives from the FMS <NUM>, from another avionics system, from user entry or as default for the ownship aircraft, all available flap settings. The landing/takeoff inputs collection module <NUM> does not require user input for each runway. Any user input required by the processing system <NUM> (e.g. origin or destination airport) for calculating the takeoff or landing performance parameters only need to be entered once and these manual inputs are replicated for each runway in the list of available runways <NUM>. The landing/takeoff inputs collection module <NUM> provides a set of input parameters <NUM> for each runway in the list of available runways <NUM> and for each flap setting of the available flap settings.

The processing system <NUM> includes a reduced flaps performance calculation module <NUM> that receives the set of input parameters <NUM> and arranges for calculation of the takeoff or landing performance parameters <NUM>. For each runway, the FMS <NUM> is provided with the set of input parameters <NUM>, which responds with calculated landing/takeoff data <NUM> for that runway. This process is repeated for each runway in the list of available runways <NUM> and for each flap setting so that the reduced flaps performance calculation module <NUM> accesses a full set of takeoff or landing performance parameters <NUM> for all runways at the airport and for all available runway settings.

The processing system <NUM> includes a noise restriction alert module <NUM> that receives information from external source(s), such as the airport database <NUM>, concerning noise abatement policies at the destination or origin airport. The noise policies may be runway and time specific such that the noise restriction alert module <NUM> can discriminate the output depending on the runway being considered and the time of departure or arrival. The noise restriction alert module <NUM> outputs noise alert data <NUM> specifying any applicable noise restrictions that are in effect, which may be runway specific.

The display generation module <NUM> receives the takeoff or landing performance parameters <NUM> and the noise alert data <NUM> and generates a user interface <NUM> (described below with reference to <FIG>) displaying all of, or a subset of, the takeoff or landing performance parameters <NUM> for a selected combination of flaps setting and runway. The user interface <NUM> is displayed on a display device <NUM>. The user interface <NUM> includes selectable elements for changing the runway and flaps setting combination, which will result in the corresponding set of takeoff or landing performance parameters <NUM> being displayed. Further, a noise restriction alert can be displayed (and optionally audibly output) when a noise restriction applies for a currently selected runway. The flight crew is informed by the user interface of relevant takeoff or landing performance parameters <NUM> for all available combinations of runways and flap settings to allow an informed decision on whether reduced flaps landing or takeoff is possible and practicable. Further, the flight crew is alerted that a reduced flaps landing is preferred for a particular runway when a noise alert is output.

The takeoff or landing performance parameters <NUM> can be selected from one or more of the following listed parameters. The takeoff performance parameters include takeoff weight, takeoff V1 mode (which corresponds to the speed V1 by which time the decision to continue flight if an engine fails has been made, which can be said to be the "commit to fly" speed), maximum allowable takeoff weight (which is derived from airport data <NUM> and is adapted based on aircraft takeoff speed and required runway distance), acceleration stop distance (which is the runway length required to accelerate to a specified speed (either VR (rotate speed - nose pitch up speed) or VLOF (lift off speed)), experience an engine failure, and bring the airplane to a complete stop), acceleration go distance (which is the runway length required to accelerate to VR and, assuming an engine failure at that instant, continue on the remaining engine and climb to a height of <NUM> feet), required runway length, N1 setting (N1 is the speed of a pressure spool of turbine engines of the aircraft <NUM> and serves as a primary power setting), required climb gradient, usable runway length, obstacle required climb gradient, minimum level off height, minimum level off altitude, minimum level off available gradient, and obstacle causing minimum level off. The landing performance parameters include: VREF Additive (Threshold Speed) (which is <NUM> times the stalling speed in the given landing configuration (including flap angle) and at the prevailing aircraft weight), landing weight, required runway length (which depends on flap angle and landing speed), factored runway length (which is based on required runway length plus a safety factor that depends on Safety factor is dependent on the runway condition), usable runway length, maximum landing weight (which depends on available and required runway distance), wind gust (which depends on runway orientation). As will be discussed further in the following, particularly relevant data to be provided in the takeoff or landing performance parameters for display includes takeoff or landing speed based parameters, aircraft weight based parameters and runway length based parameters or any combination of a subset thereof.

<FIG> provides an exemplary user interface <NUM> depicting landing performance parameters on the display device <NUM>. The user interface <NUM> is generated by the display generation module <NUM> using the takeoff or landing performance parameters <NUM> provided by the reduced flaps performance calculation module <NUM>. The user interface <NUM> of <FIG> is concerned with landing data but a similar user interface could be provided for relevant takeoff performance parameters (e.g. including usable runway, required runway length, takeoff speed, stop distances, engine setting, climb gradient, etc.). The user interface <NUM> includes at least two interactive elements allowing data entry, specifically a selectable runway element <NUM> and a selectable flap angle element <NUM>. The selectable runway element <NUM> allows for selection between all available runways at the destination airport, which can be garnered from airport data <NUM>. The selectable flap angle element <NUM> allows for selection between all available flap angles for the aircraft <NUM> according to its configuration. The selectable flap angles may be between <NUM>° and <NUM>° for takeoff and between <NUM>° and <NUM>° for landing, merely as examples. In the disclosed embodiment, the destination airport is KDVT (Phoenix Deer Valley Airport), which is indicated by the airport identification element <NUM>. The user has selected to view landing performance parameters for runway <NUM> and for flap angle <NUM>°. The The runway may be changed to another available runway by selection of the selectable runway element <NUM>. Similarly, the user may change to another flap angle setting (e.g. a reduced flap angle of <NUM>°) by selection of the selectable flap angle element <NUM>. A drop down menu or other user interface element including all available runway options or all available flap angle settings may be displayed when the selectable runway element <NUM> or the selectable flap angle element <NUM> is selected by the user input device <NUM> (which may be a touch screen controller integrated with the display device <NUM>). The combination of selected runway and selected flap angle causes the display generation module <NUM> to retrieve the corresponding takeoff or landing performance parameters for that combination and to display the data in various fields of the user interface <NUM> as described in the following.

The user interface <NUM> includes a current reference speed indication <NUM>, which is the current VREF speed computed based on the current aircraft configuration including the currently set flap configuration. In this case, the current VREF speed is <NUM> knots. The user interface <NUM> further includes a selected flaps reference speed indication <NUM>, which is the VREF based on the flap configuration selected in the selectable runway element <NUM> but which has not yet been programmed into the FMS <NUM> for implementation. In this way, a comparison can be made between the current VREF speed based on the currently planned flap angle and the selected flap angle configuration. The user is thus able to select between a plurality of adjusted flap angles and to see the change in VREF as compared to the current VREF, which will not change.

The user interface <NUM> includes runway wind information <NUM>, which provides for direction and strength components of wind for the selected runway. The user interface <NUM> further includes runway heading information <NUM>. As the user changes between different runways using the selectable runway element <NUM>, the wind information and the runway heading information will be updated based on the selected runway.

The user interface <NUM> includes a plurality of runway length elements that are included in the takeoff or landing performance parameters <NUM>. In the present example, a landing distance available indication <NUM> is provided based on the selected runway. A factored required runway length indication <NUM> and an unfactored required runway length indication <NUM> are provided. The unfactored required runway length is calculated for the aircraft configuration (including selected flap angle), the prevailing conditions (including temperature, pressure, and wind) and assuming a dry runway condition. The factored required runway length has a safety factor applied to it based on runway conditions. The runway conditions and the applied factor are also output to the user interface <NUM> in factor applied indication <NUM> and runway surface indication <NUM>. The pilot is able to compare the factored and unfactored runway length values to the available runway length values for different runways and flap angles to ascertain whether a reduced flap angle landing is possible and also to derive to which extent the flaps can be reduced from the available settings. The processing system <NUM> may issue an alert (e.g. using color coding or some other flag on the user interface <NUM>) when the flap setting provides for a factored required runway length that exceeds the available runway length.

The user interface <NUM> includes an estimated landing weight indication <NUM> and a runway maximum landing weight indication <NUM>, which are obtained from the takeoff or landing performance parameters <NUM>. The maximum landing weight will change based on flap angle, landing speed, and required runway distance. The landing weight will depend on fuel used in changing flap configurations and changing runways. The pilot is able to scroll through different runways at the airport and different flap settings using the selectable runway element <NUM> and the selectable flap angle element <NUM> to determine the maximum landing weight and landing weight values for the combination of runway and flap angle. The processing system <NUM> may issue an alert (e.g. using color coding or some other flag on the user interface <NUM>) when the flap setting and runway selection provides for a landing weight that exceeds the maximum landing weight.

The user interface <NUM> includes a plurality of speed indicators obtained from the takeoff or landing performance parameters <NUM> that guide the flight crew as to speed settings used for a landing based on the selected flap angle. Accordingly, there is a selected flaps reference speed indication <NUM>, which has been described above. Further, there is a missed approach climb speed indication <NUM>, which has been calculated for the selected flap configuration assuming a critical engine is inoperable and an about <NUM>% (for example) climb gradient. A full flaps landing speed indication <NUM> is also included, which provides a landing speed with full engines and flaps. A landing speed indication (not shown) may also be provided for the selected flap angle to allow comparison with the full flaps landing speed. The V speed indicators of the user interface are updated as the flap angle is changed using the selectable flap angle element <NUM>.

<FIG> provides a user interface <NUM> for the example use case of landing data. A similar user interface for takeoff data is envisaged. The user interface for takeoff performance parameters allows user selection of one of available runways at an origin airport and selection of one of available flap settings for takeoff. The takeoff performance parameters for the combination of runway and flap setting is obtained by the display generation module <NUM> from the takeoff or landing performance parameters <NUM> and displayed on the display device. The user interface for takeoff performance parameters includes takeoff weight related parameters, takeoff speed related parameters (e.g. V speeds), runway length related parameters and engine setting related parameters. The user interface allows the flight crew to make an informed decision on whether a reduced flaps takeoff is practicable for a given runway and which angle of reduced flaps is optimal.

A flow chart of an exemplary method <NUM> of providing reduced flaps advice is provided in <FIG>. The method <NUM> is computer implemented by the processing system <NUM> of <FIG>, specifically by the various modules of the processing system <NUM> that are executed by the processing system <NUM> of <FIG>.

The method <NUM> includes a step <NUM> of receiving takeoff or landing performance data from a plurality of sources. The takeoff or landing performance data includes airport data <NUM>, weather data <NUM> obstacle and terrain data <NUM> (for takeoff in particular) and FMS or other avionics provided data regarding aircraft state. The takeoff or landing performance data includes runway information including runway surface conditions and wind information at the origin or destination airport.

The method <NUM> includes a step <NUM> of calculating landing or takeoff performance parameters for each combination of available flap setting (according to the aircraft <NUM> and whether the operation is takeoff or landing) and available runway according to airport data <NUM>. The landing or takeoff performance parameters are computed for all available flap settings and available runways.

The method <NUM> includes a step <NUM> of receiving a selection of flaps setting and runway from a user via the user input device <NUM>. The selection may be input through a drop down menu in a user interface, such as the user interface <NUM> of <FIG>. The user interface may initially be generated using a default combination of flap setting and runway, which may be full flaps and a most frequently used runway. The computed takeoff or landing performance parameters (or a subset thereof) are displayed in the user interface for the default combination of flap setting and runway. The user may select a different flap setting and/or runway in step <NUM>.

The method <NUM> includes a step <NUM> of presenting a user interface, such as the user interface <NUM> of <FIG>, including computed landing or takeoff performance parameters for the combination of flaps setting and runway selected in step <NUM>. Exemplary landing or takeoff performance parameters to be included in the user interface are runway length related parameters, takeoff or landing speed related parameters, aircraft weight related parameters and, for takeoff, engine setting related parameters, which are dependent on flaps setting, runway information and weather information at the runway (e.g. wind).

The user interface presented in step <NUM> allows for selection of a new combination of flaps setting and runway via the user input device <NUM> in step <NUM>. The user input device <NUM> may be a touch screen device integrated with the display device <NUM> through which the presentation of step <NUM> is output. In step <NUM>, the user interface is updated to include landing or takeoff performance parameters for the selected new combination of flaps setting and runway. Since the processing system <NUM> collects the landing or takeoff performance parameters for all available combinations of flaps settings and runway, the processing system <NUM> can select and display the takeoff or landing performance parameters in the user interface for each new selection by the user without submitting a new request to the FMS <NUM>.

In some embodiments, the user interface includes alerts where the computed takeoff or landing performance parameters exceed maximums therefor. Further, the user interface, or not according to the claims some other output device, outputs an alert when noise abatement procedures are in effect at a given airport or a given runway at an airport. The alert takes into account the predicted time when the aircraft <NUM> will be landing at the airport. This alert prompts the flight crew to consider a reduced flaps landing.

The systems and methods described herein facilitate decisions by the flight crew as to whether a reduced flaps landing or takeoff is possible and which flap angle and runway is optimally utilized during a landing or takeoff operation. The systems and methods make it more likely that a flight crew will opt for a reduced flaps landing or takeoff and realize the attendant advantages of reduced flaps landing or takeoff. After being informed of the relevant landing or takeoff parameters for a reduced flaps landing, the flap setting and runway can be entered into the FMS <NUM> and executed as part of a new or modified flight plan.

<FIG> depicts an exemplary embodiment of an aircraft system <NUM> suitable for implementing the reduced flaps advice systems and methods described herein. The illustrated aircraft system <NUM> (corresponding to system <NUM> of <FIG>) includes, without limitation, a display device <NUM> (corresponding to display device <NUM> of <FIG>), one or more user input devices <NUM> (corresponding to the user input device <NUM> of <FIG>), a processing system <NUM> (corresponding to the processing system <NUM> of <FIG>), a communications system <NUM>, a navigation system <NUM>, a flight management system (FMS) <NUM> (corresponding to the FMS <NUM> of <FIG>), one or more avionics systems <NUM>, and a data storage element <NUM> (suitably configured to support operation of the system <NUM>.

In exemplary embodiments, the display device <NUM> is realized as an electronic display capable of graphically displaying flight information or other data associated with operation of the aircraft <NUM> under control of the display system <NUM> and/or processing system <NUM>. In this regard, the display device <NUM> is coupled to the display system <NUM> and the processing system <NUM>, wherein the processing system <NUM> and the display system <NUM> are cooperatively configured to display, render, or otherwise convey one or more graphical representations or images associated with operation of the aircraft <NUM> on the display device <NUM>. The user input device <NUM> is coupled to the processing system <NUM>, and the user input device <NUM> and the processing system <NUM> are cooperatively configured to allow a user (e.g., a pilot, co-pilot, or crew member) to interact with the display device <NUM> and/or other elements of the system <NUM>, as described herein. Depending on the embodiment, the user input device(s) <NUM> may be realized as a keypad, touchpad, keyboard, mouse, touch panel (or touchscreen), joystick, knob, line select key or another suitable device adapted to receive input from a user. In some embodiments, the user input device <NUM> includes or is realized as an audio input device, such as a microphone, audio transducer, audio sensor, or the like, that is adapted to allow a user to provide audio input to the system <NUM> in a "hands free" manner without requiring the user to move his or her hands, eyes and/or head to interact with the system <NUM>.

The processing system <NUM> generally represents the hardware, software, and/or firmware components configured to facilitate communications and/or interaction between the elements of the aircraft system <NUM> and perform additional tasks and/or functions to support the various modules of <FIG> during operation of the aircraft system <NUM>, as described herein. Depending on the embodiment, the processing system <NUM> may be implemented or realized with a general-purpose processor, a content addressable memory, a digital signal processor, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device, discrete gate or transistor logic, processing core, discrete hardware components, or any combination thereof, designed to perform the functions described herein. The processing system <NUM> may also be implemented as a combination of computing devices, e.g., a plurality of processing cores, a combination of a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other such configuration. In practice, the processing system <NUM> includes processing logic that may be configured to carry out the functions, techniques, and processing tasks associated with the operation of the aircraft system <NUM>, as described herein. Furthermore, the steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in firmware, in a software module executed by the processing system <NUM>, or in any practical combination thereof. For example, in one or more embodiments, the processing system <NUM> includes or otherwise accesses a data storage element <NUM> (or memory), which may be realized as any sort of non-transitory short- or long-term storage media capable of storing programming instructions for execution by the processing system <NUM>. The code or other computer-executable programming instructions, when read and executed by the processing system <NUM>, cause the processing system <NUM> to support or otherwise perform certain tasks, operations, and/or functions described herein in the context of the flight rules alerts. Depending on the embodiment, the data storage element <NUM> may be physically realized using RAM memory, ROM memory, flash memory, registers, a hard disk, or another suitable data storage medium known in the art or any suitable combination thereof.

The display system <NUM> generally represents the hardware, software, and/or firmware components configured to control the display and/or rendering of one or more navigational maps and/or other displays pertaining to operation of the aircraft <NUM> and/or onboard systems <NUM>, <NUM>, <NUM>, <NUM> on the display device <NUM>. In this regard, the display system <NUM> may access or include one or more databases suitably configured to support operations of the display system <NUM>, such as, for example, a terrain database, an obstacle database, a navigational database, a geopolitical database, a terminal airspace database, a special use airspace database, or other information for rendering and/or displaying navigational maps and/or other content on the display device <NUM>.

Still referring to <FIG>, in an exemplary embodiment, the processing system <NUM> is coupled to the navigation system <NUM>, which is configured to provide real-time navigational data and/or information regarding operation of the aircraft <NUM>. The navigation system <NUM> may be realized as a global navigation satellite system (e.g., a global positioning system (GPS), a ground-based augmentation system (GBAS), a satellite-based augmentation system (SBAS), and/or the like), inertial reference system (IRS), or a radio-based navigation system (e.g., VHF omni-directional radio range (VOR) or long range aid to navigation (LORAN)), and may include one or more navigational radios or other sensors suitably configured to support operation of the navigation system <NUM>, as will be appreciated in the art. The navigation system <NUM> is capable of obtaining and/or determining the instantaneous position of the aircraft <NUM>, that is, the current (or instantaneous) location of the aircraft <NUM> (e.g., the current latitude and longitude) and the current (or instantaneous) altitude or above ground level for the aircraft <NUM>. The navigation system <NUM> is also capable of obtaining or otherwise determining the heading of the aircraft <NUM> (i.e., the direction the aircraft is traveling in relative to some reference). In the illustrated embodiment, the processing system <NUM> is also coupled to the communications system <NUM>, which is configured to support communications to and/or from the aircraft <NUM>. For example, the communications system <NUM> may support communications between the aircraft <NUM> and air traffic control or another suitable command center or ground location. In this regard, the communications system <NUM> may be realized using a radio communication system and/or another suitable data link system.

In an exemplary embodiment, the processing system <NUM> is also coupled to the FMS <NUM>, which is coupled to the navigation system <NUM>, the communications system <NUM>, and one or more additional avionics systems <NUM> to support navigation, flight planning, and other aircraft control functions in a conventional manner, as well as to provide real-time data and/or information regarding the operational status of the aircraft <NUM> to the processing system <NUM>. Although <FIG> depicts a single avionics system <NUM>, in practice, the aircraft system <NUM> and/or aircraft <NUM> will likely include numerous avionics systems for obtaining and/or providing real-time flight-related information that may be displayed on the display device <NUM> or otherwise provided to a user (e.g., a pilot, a co-pilot, or crew member). For example, practical embodiments of the aircraft system <NUM> and/or aircraft <NUM> will likely include one or more of the following avionics systems suitably configured to support operation of the aircraft <NUM>: a weather system, an air traffic management system, a radar system, a traffic avoidance system, an autopilot system, an autothrust system, a flight control system, hydraulics systems, pneumatics systems, environmental systems, aircraft systems, engine systems, trim systems, lighting systems, crew alerting systems, electronic checklist systems, an electronic flight bag and/or another suitable avionics system. In various embodiments, the processing system <NUM> may obtain information pertaining to the current location and/or altitude of the aircraft <NUM> and/or other operational information characterizing or otherwise describing the current operational context or status of the aircraft <NUM> from one or more of the onboard systems <NUM>, <NUM>, <NUM>, <NUM>, <NUM>.

It should be understood that <FIG> is a simplified representation of the aircraft system <NUM> for purposes of explanation and ease of description, and <FIG> is not intended to limit the application or scope of the subject matter described herein in any way. It should be appreciated that although <FIG> shows the various elements of the system <NUM> being located onboard the aircraft <NUM> (e.g., in the cockpit), in practice, one or more of the elements of the system <NUM> may be located outside the aircraft <NUM> (e.g., on the ground as part of an air traffic control center or another command center) and communicatively coupled to the remaining elements of the aircraft system <NUM> (e.g., via a data link and/or communications system <NUM>). For example, in some embodiments, the data storage element <NUM> may be located outside the aircraft <NUM> and communicatively coupled to the processing system <NUM> via a data link and/or communications system <NUM>. Furthermore, practical embodiments of the aircraft system <NUM> and/or aircraft <NUM> will include numerous other devices and components for providing additional functions and features, as will be appreciated in the art. In this regard, it will be appreciated that although <FIG> shows a single display device <NUM>, in practice, additional display devices may be present onboard the aircraft <NUM>. Additionally, it should be noted that in other embodiments, features and/or functionality of processing system <NUM> described herein can be implemented by or otherwise integrated with the features and/or functionality provided by the FMS <NUM>. In other words, some embodiments may integrate the processing system <NUM> with the FMS <NUM>. In yet other embodiments, various aspects of the subject matter described herein may be implemented by or at an electronic flight bag (EFB) or similar electronic device that is communicatively coupled to the processing system <NUM> and/or the FMS <NUM>.

For the sake of brevity, conventional techniques related to sensors, statistics, data analysis, avionics systems, redundancy, and other functional aspects of the systems (and the individual operating components of the systems) may not be described in detail herein. It should be noted that many alternative or additional functional relationships or physical connections may be present in an embodiment of the subject matter.

The subject matter may be described herein in terms of functional and/or logical block components, and with reference to symbolic representations of operations, processing tasks, and functions that may be performed by various computing components or devices. It should be appreciated that the various block components shown in the figures may be realized by any number of hardware components configured to perform the specified functions. Furthermore, embodiments of the subject matter described herein can be stored on, encoded on, or otherwise embodied by any suitable non-transitory computer-readable medium as computer-executable instructions or data stored thereon that, when executed (e.g., by a processing system), facilitate the processes described above.

The foregoing description refers to elements or nodes or features being "coupled" together. As used herein, unless expressly stated otherwise, "coupled" means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically. Thus, although the drawings may depict one exemplary arrangement of elements directly connected to one another, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter. In addition, certain terminology may also be used herein for the purpose of reference only, and thus are not intended to be limiting.

The foregoing detailed description is merely exemplary in nature and is not intended to limit the subject matter of the application and uses thereof. Furthermore, there is no intention to be bound by any theory presented in the preceding background, brief summary, or the detailed description.

Claim 1:
A method for providing reduced flaps takeoff or landing advice in an aircraft, the method comprising:
receiving (<NUM>), via at least one processor, takeoff or landing performance data including weather data and runway conditions data for a plurality of runways at a destination aerodrome;
calculating (<NUM>), via the at least one processor, values of takeoff or landing performance parameters for a plurality of flap configurations for each of the plurality of runways;
presenting (<NUM>), via the at least one processor and a user interface, at least one of the values of takeoff or landing performance parameters; and
providing, via the at least one processor and the user interface, an alert regarding noise restrictions for the destination aerodrome, wherein the step of providing the alert comprises determining a predicted time at which the aircraft will be landing at the destination aerodrome and providing the alert at a time determined using the determined predicted time at which the aircraft will be landing at the destination aerodrome.