Patent Description:
During takeoff/departure procedures, aircraft may generate excessive noise due to engine thrust/vibrations. Noise disturbance can have significant adverse effects on people living close to an airport. To address the noise concerns, commercial aircraft must meet the International Civil Aviation Organization (ICAO) noise certification standards, which are detailed in <NPL>, any new aircraft designs have been required to meet stricter (Chapter <NUM>) or later standards. From <NUM> January <NUM>, a more stringent standard (Chapter <NUM>) has been applied for new aircraft designs.

NADPs incorporate noise abatement procedures as part of the takeoff roll and climb. One NADP includes the following principal requirements:.

The specific altitude values for the NADP are configurable by, for example, the pilot.

It will be appreciated by the skilled person that there are various NADPs with respect to different regulations, different airports, different aircraft and different airline carriers. As such, specific NADP requirements described herein are provided by way of example.

Generally, NADPs include reduced engine thrust during takeoff after the aircraft reaches a predetermined altitude above ground and the engine thrust is restored to (about) full power after climbing to a higher predetermined altitude. In this way, engine noise at ground level is markedly reduced as compared to that which occurs during a full-thrust climbing maneuver.

NADPs may be executed automatically, semi-automatically or manually. In all cases, the flight crew would benefit from greater situation awareness during NADP operations. Such information would help a flight crew to anticipate normal changes in engine operation and reduce the stress of managing the aircraft during crucial flight periods.

Hence, it is desirable to provide systems and methods for increasing situation awareness to a flight crew during NADPs. Further, there should be consistency in display of NADP information across various information sources in a cockpit of an aircraft. 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.

<CIT> discloses a method for displaying information corresponding to automatically controlled engine thrust levels during a noise abatement procedure of an aircraft. The displayed information corresponds to one or more parameters stored in a flight control computer of the aircraft. Such parameters include the height and/or location of the reduced thrust point and the restored thrust point, the respective engine thrust levels used during phases of the flight comprising take-off, quiet climb and final climb.

<CIT> discloses a method for producing variable thrust cutback of aircraft during departure based on altitude, airspeed and expected sound exposure levels. The adequate noise reduction during the aircraft departure within the community noise standards is provided and the fuel economy is enhanced. The departure of the flight departure is managed efficiently by providing the optimal engine thrust cutback.

<CIT> discloses a takeoff (T/O) automating system including an autothrottle system configured with a plurality of thrust modes, an autopilot system configured with a plurality of vertical guidance modes; and a flight management computer (FMC). The FMC may be configured to perform the method of receiving of input data representative of inputs of a T/O profile selection, a first profile altitude, a second profile altitude, and/or a third altitude; generating output data representative of outputs which includes a command engaging a thrust mode and a command engaging a vertical guidance mode to provide pitch attitude guidance commensurate to a speed and/or vertical speed; and providing the output data to the autothrottle system and the autopilot system. The T/O profile may be a profile designed for one or more noise abatement departure profiles.

The invention relates to an aircraft system as set out in independent claim <NUM>, and a corresponding method for generating a vertical situation display for a noise abatement department procedure in an aircraft system according to independent claim <NUM>. Preferred embodiments of the system and methods are provided as set out respectively in dependent claims <NUM>-<NUM>, and <NUM>-<NUM>.

Systems and methods disclosed herein provide visual cues related to NADPs to enhance the flight crew's situation and tactical awareness. An onboard Flight Management System (FMS) having access to Takeoff and Landing Data (TOLD) provides NADP data parameters for display on various display devices. The various display cues described herein are generated based on FMS data calculated by the FMS. In some embodiments, a Vertical Situation Display (VSD) depicts upcoming flight legs and depicts NADP reference points of the FMS computed NADP including an initial altitude, an acceleration altitude, a climb excitement altitude, and an end altitude. These NADP reference points on the VSD provide excellent awareness to the flight crew on the transition points to initiate, accelerate and finally to exit the NADP. The VSD may also include relevant annunciations such as current NADP segment.

In some embodiments, NADP bugs are provided on an altitude tape of a primary flight display (PFD) and/or a VSD. In one example, the altitude tape on the PFD on one or both of a head up display (HUD) and a head down display (HDD) and/or on the VSD depicts NADP bugs including the initial altitude, the acceleration altitude, the climb excitement altitude and the end/exit altitude.

In some embodiments, one or more NADP bugs are included on an engine display. According to various NADP standards, the engine thrust, and its associated indication N1, is reduced, which is described by data from the FMS. Reduction in N1 results in reduced noise, thereby allowing the aircraft to satisfy various NADP standards. An NADP bug on the engine display depicts an ideal/reduced N1 value. Further, in some embodiments, the NADP bug on an engine display is shown in different colors when a delta N1 (which corresponds to reduced engine thrust required by an NADP) is computed and inactive, when NADP is armed (at the initial altitude or when speed reaches to VFT-3kts) and thrust reduction is active but not achieved and when the N1 thrust reduction is achieved. In an example, the N1 before NADP is <NUM>%, delta N1 is <NUM> and the reduced thrust NADP N1 is <NUM>%.

In some embodiments, NADP Flight Mode Annunciations are displayed. An auto-throttle function may automate an NADP. Correspondingly, the auto-throttle related NADP flight mode annunciations could be included in the PFD. When taking off with auto-throttle engaged, an NADP armed and engaged indication could be displayed. An auto-throttle thrust limit mode may be displayed on a flight mode annunciator. After exiting NADP, the thrust limit annunciation may switch to the next valid mode such as MAXCLB. When taking off without auto-throttle engaged, the armed NADP auto-throttle thrust limit mode on the flight mode annunciator is displayed in different colors when NADP engine thrust is actively being reduced toward the NADP thrust target and when the NADP engine thrust target has been achieved. When the thrust is increased and NADP thrust is not adequately followed, the NADP mode is displayed in another color.

According to the invention, NADP status annunciations are displayed. In addition to, or alternatively to, the above display cues, overall NADP status annunciations may be provided. The NADP status annunciations may be displayed on the VSD and/or the PFD and include a status annunciation that NADP is defined and inactive, a status annunciation that NADP is armed and thrust is being reduced toward NADP thrust, a status annunciation that NADP is active and that NADP thrust has been achieved and a status annunciation that NADP is exiting and thrust is back to normal. A color coding of the status annunciations may be included, which is made consistent with corresponding NADP indications as described above.

In some embodiments, NADP cancellation indications could be provided on the VSD (e.g. for a few seconds) when NADP is ended. The cancellation indication may indicate a reason for the closure of the NADP. NADP cancellation indications can include at least one of: exit due to reaching NADP end altitude, exit due to detected engine out condition, exit due to flight crew manual cancellation of NADP, exit due to non-NADP compliance, exit due to disengaging of auto-throttle and manual override, and exit due to pilot selecting throttle to full climb thrust or above.

<FIG> show exemplary NADPs <NUM> for reference herein. <FIG> illustrates a first NADP (known as NADP1) <NUM>. Per the mode legend illustrated in <FIG>, Automatic Flight Control System (AFCS) or autopilot mode, thrust setting and speed target are described at various phases of NADP1. After takeoff from the departure airport, the initial climb speed of an aircraft shall not be less than V2+<NUM> kt. The aircraft takes off in take-off mode (T/O) with take-off thrust (MAXTO) set to achieve the initial climb speed. On reaching an initial altitude <NUM> (or N1 reduction altitude) at or above, for example, <NUM> (<NUM> ft) above airport level, thrust is reduced to NADP thrust to thereby reduce noise. A climb speed of V2+<NUM> to <NUM> kt with flaps in the take-off configuration is maintained. At an acceleration altitude <NUM> of no more than an altitude equivalent to, for example, <NUM> (<NUM>,<NUM> ft) above airport level, while maintaining a positive rate of climb and NADP thrust, the aircraft commences acceleration to final take-off speed VFTO and the flaps are retracted on schedule. At a climb excitement altitude <NUM> (or VNAV altitude) of at least <NUM> (<NUM>,<NUM> ft) above airport level, speed is maintained at VFTO and the NADP thrust is maintained according to one version of NADP1 shown by projection <NUM>. At a climb excitement altitude <NUM> (or VNAV altitude) of at least <NUM> (<NUM>,<NUM> ft) above airport level, speed is maintained at a Mode Control Panel setting and the autopilot mode is changed to Climb mode according to another version of NADP1 shown by projection <NUM>. At the end altitude <NUM> (or N1 Normal altitude) of, for example, <NUM>,<NUM> feet, the thrust setting is changed to Climb thrust (MAXCLB) and the NADP is exited.

<FIG> illustrates a second NADP (known as NADP2) <NUM>. As shown, the aircraft takes off from the departure airport and the initial climb speed of the aircraft shall not be less than V2+<NUM> kt. The thrust setting is take-off thrust and the autopilot mode is take-off mode. Unlike NADP1, flaps are retracted on reaching the acceleration altitude <NUM>, which occurs before the initial (or N1 reduction) altitude <NUM>. At the acceleration altitude <NUM> of at least <NUM> feet, the aircraft is accelerated to a flaps up speed and the flaps are retracted on schedule. The aircraft target speed is set to final take off speed VFTO. When the flaps are up, the aircraft is operated at the NADP thrust at the initial altitude <NUM> (the N1 reduction altitude) or when speed reaches the final take-off speed VFTO - <NUM> kts. At a climb excitement altitude <NUM> (or VNAV altitude) of at least <NUM> (<NUM>,<NUM> ft) above airport level, speed is maintained at VFTO and the NADP thrust is maintained according to one version of NADP1 shown by projection <NUM>. At a climb excitement altitude <NUM> (or VNAV altitude) of at least <NUM> (<NUM>,<NUM> ft) above airport level, speed is maintained at a Mode Control Panel setting and the autopilot mode is changed to Climb mode according to another version of NADP1 shown by projection <NUM>. At the end altitude <NUM> (or N1 Normal altitude) of, for example, <NUM>,<NUM> feet, the aircraft accelerates to en-route climb speed using a climb thrust setting. The specific altitude values for the NADP parameters for NADP1, NADP2 and other NADP operations are configurable by, for example, the pilot.

As described herein, acceleration altitude is where the aircraft accelerates to final take-off speed VFTO without changing engine thrust. The thrust is NADP thrust in NADP <NUM> and is take-off thrust in NADP2. The climb excitement altitude <NUM> is the altitude where autopilot will change to the FMS climb profile or the pilot actuates a CLIMB mode. The thrust mode does not change, only the climb/speed profile as programmed in the FMS or accomplished manually by the crew is changed. The climb excitement and acceleration altitudes <NUM>, <NUM> result in noticeable aircraft state changes and it would enhance pilot situation awareness to have these parameters visualized during an NADP. At the climb excitement altitude (or Auto VNav altitude) and the accelerations altitude, the NADP target values unambiguously direct the changes or annunciate them when an autopilot or auto-thrust systems are in use. The clarity is operationally desirable as they reduce flight crew workload and increase safety.

<FIG> is a schematic diagram of an aircraft system <NUM> of an aircraft <NUM>. The aircraft system <NUM> includes an FMS <NUM>, one or more user interfaces <NUM>, an autopilot and auto-throttle system <NUM>, and a processing system <NUM>. It should be understood that <FIG> is a simplified representation of the aircraft system <NUM>, and <FIG> is not intended to limit the application or scope of the subject matter in any way. In practice, the aircraft system <NUM> will include numerous other devices and components for providing additional functions and features, as will be appreciated in the art. In overview, the processing system <NUM> receives FMS data <NUM> describing flight modes, autopilot and auto-throttle settings, a flight plan including an NADP portion and position of the aircraft <NUM> along the flight plan. The processing system <NUM> determines upon a variety of NADP display parameters and generates graphics for visualizing those NADP display parameters on the display device or devices <NUM>. The NADP display parameters allow enhanced situation awareness during the various noticeable system transitions as the aircraft <NUM> follows the NADP.

In embodiments, the aircraft <NUM> includes a cockpit, one or more engines, and a fuselage. The aircraft <NUM> can be a multicopter (or rotary-wing), fixed-wing or a tilt-wing aircraft. The aircraft <NUM> can be an airplane or a helicopter or other aircraft with powered rotors, such as cyclogyros/cyclocopters and tiltrotors. The aircraft <NUM> may be fully electric or hybrid powered and can include jet engines or propellers. The aircraft <NUM> may be a VTOL (Vertical Take-Off and Landing) or eVTOL (electric VTOL).

In embodiments, the aircraft system <NUM> includes an autopilot and auto-throttle system <NUM>. An autopilot automates tasks such as maintaining an altitude, climbing or descending to an assigned altitude, turning to and maintaining an assigned heading, intercepting a course, guiding the aircraft between waypoints that make up a route programmed into the FMS <NUM>, and flying a precision or nonprecision approach. The autopilot includes a set of servo actuators that execute the control movement and the control circuits to make the servo actuators move the correct amount for the selected task. The autopilot further includes a flight director (FD), which provides computational power to accomplish flight tasks including receiving navigational data, FMS data <NUM>, environmental data, selected autopilot and data from other data sources and calculates the commands needed to operate the aircraft <NUM> as desired. Most flight directors accept data input from the air data computer (ADC), Attitude Heading Reference System (AHRS), navigation sources, the pilot's control panel, and the autopilot servo feedback, to name some examples.

An auto-throttle (automatic throttle, also known as auto-thrust, A/T) is a system that allows a pilot to control the power setting of an aircraft's engines by specifying a desired flight characteristic, rather than manually controlling the fuel flow. The auto-throttle can greatly reduce the pilots' work load and help conserve fuel and extend engine life by metering the precise amount of fuel required to attain a specific target indicated air speed, climb speed, or the assigned power for different phases of flight. In a speed mode of the auto-throttle, the throttle is positioned to attain a set target speed. This mode controls aircraft speed within safe operating margins. In a thrust mode of the auto-throttle, the engine is maintained at a fixed power setting according to a particular flight phase. For example, during takeoff, the A/T maintains constant takeoff power until takeoff mode is finished. During climb mode, the A/T maintains constant climb power; and so on. When the A/T is working in thrust mode, speed is controlled by pitch (or the control column), and not by the A/T. The autopilot and auto-throttle system <NUM> can work together to fulfill most, if not all, of the flight plan. Although both auto-throttle and autopilot is envisaged to be included in the aircraft system <NUM>, it is possible that one or both sub-systems are excluded. The present disclosure has particular application with automated piloting and/or throttle systems, but is also of utility with manual or semi-manual operation of the aircraft <NUM>. Modes of the autopilot and auto-throttle system <NUM> of relevance to NADP are depicted by the display device <NUM> for enhanced pilot situation awareness when flying the NADP. The autopilot and auto-throttle system <NUM> receives the FMS data <NUM> and determines throttle and mode settings on schedule according to the flight plan based at least partly on the FMS data <NUM>.

In various embodiments, the FMS <NUM>, in cooperation with a navigation system (not shown) and a navigation database (not shown), provides real-time flight guidance for the aircraft <NUM>. The FMS <NUM> is configured to compare the instantaneous position and heading of the aircraft <NUM> with the prescribed flight plan data for the aircraft <NUM>. To this end, in various embodiments, the navigation database supports the FMS <NUM> in maintaining an association between a respective airport, its geographic location, runways (and their respective orientations and/or directions), instrument procedures (e.g., approach procedures, arrival routes and procedures, takeoff procedures, and the like), airspace restrictions, and/or other information or attributes associated with the respective airport (e.g., widths and/or weight limits of taxi paths, the type of surface of the runways or taxi path, and the like). In various embodiments, the FMS <NUM> also supports controller pilot data link communications (CPDLC), such as through an aircraft communication addressing and reporting system (ACARS) router; this feature may be referred to as a communications management unit (CMU) or communications management function (CMF). Accordingly, in various embodiments, the FMS <NUM> may be a source for the real-time aircraft state data of the aircraft <NUM>. Based on a flight plan entered into the FMS <NUM> by a pilot through the user interface <NUM> and/or from an automated application, a computer of the FMS calculates the distances and courses between all waypoints in the entered route. During flight, the FMS provides precise guidance between each pair of waypoints in the route, along with real-time information about aircraft course, groundspeed, distance, estimated time between waypoints, fuel consumed, and fuel/flight time remaining (when equipped with fuel sensor(s)) and other information. The FMS <NUM> provides FMS data <NUM> describing the real-time information. Of particular relevance to the present disclosure is that the FMS <NUM> has access to TOLD (not shown) and provides detailed information about the NADP to be followed by the aircraft <NUM> and the progression of the aircraft <NUM> along the NADP to allow various NADP display cues described herein to be generated.

In embodiments, the user interface <NUM> provides input to one or more system(s) of the aircraft <NUM>. The user interface <NUM> includes any device suitable to accept input from a user for interaction with the systems of the aircraft <NUM>. For example, the user interface <NUM> includes one or more of a keyboard, joystick, multi-way rocker switches, mouse, trackball, touch screen, touch pad, data entry keys, a microphone suitable for voice recognition, and/or any other suitable device. The user interface <NUM> allows a user (e.g. a pilot) to enter various NADP parameters <NUM> including initial altitude, acceleration altitude, climb excitement altitude and end altitude. The NADP parameters <NUM> may be entered through a user interface of a flight management controller (FMC). In other embodiments, the NADP parameters <NUM> are at least partly automatically determined by the FMS <NUM> based on the NADP defined in the flight plan. It should be appreciated that the specific values of the NADP parameters <NUM> will vary depending on the NADP being followed, the airline carrier, the aircraft, pilot preferences, etc..

In embodiments, the display device <NUM> (or plural display devices <NUM>) includes a head down display (HDD), a head up display (HUD), a wearable HUD, a portable display or any combination thereof. The display device <NUM> may be a VSD or a PFD or both may be provided. The display device receives display data <NUM> from the processing system <NUM> for generating the various NADP displays described herein. The display data <NUM> may include a VSD including NADP parameters, NADP bugs on altitude tapes of the VSD and/or the PFD, an NADP bug on an engine display, NADP annunciations of the autopilot and auto-throttle system <NUM>, NADP status annunciations on the VSD and/or the PFD, etc..

In embodiments, the processing system <NUM> implements functions of the aircraft system <NUM> of <FIG> and steps of the method <NUM> of <FIG> according to example embodiments of the present disclosure. The processing system <NUM> includes one or more processor(s) <NUM> and one or more memory device(s) <NUM>. The one or more processor(s) <NUM> can include any suitable processing device, such as a microprocessor, microcontroller, integrated circuit, logic device, or other suitable processing device. The one or more memory device(s) <NUM> can include one or more computer-readable media, including, but not limited to, non-transitory computer-readable media, RAM, ROM, hard drives, flash drives, or other memory devices. It should be appreciated that the functions of the FMS <NUM> and the autopilot and auto-throttle system <NUM> described above could be included in the processing system <NUM>.

The one or more memory device(s) <NUM> can store information accessible by the one or more processor(s) <NUM>, including one or more computer program(s) <NUM>, which include computer-readable instructions that can be executed by the one or more processor(s) <NUM>. The instructions can be any set of instructions that, when executed by the one or more processor(s) <NUM>, cause the one or more processor(s) <NUM> to perform operations. The instructions can be software written in any suitable programming language or can be implemented in hardware. In some embodiments, the instructions can be executed by the one or more processor(s) <NUM> to cause the one or more processor(s) <NUM> to perform operations, such as the operations for generating displays including NADP visual cues as shown in <FIG>, otherwise implementing the aircraft system <NUM> and performing the computer implemented steps of method <NUM> of <FIG>. Although the display generation module <NUM> is shown separately from the computer program <NUM>, it is envisaged that the processor <NUM> implements display generation module <NUM> by executing the computer program <NUM> (or computer programs).

In embodiments, the processing system <NUM> includes the display generation module <NUM>, which generates the NADP displays described herein with respect to <FIG> based at least partly on the FMS data <NUM>. The display generation module <NUM> includes NADP relevant parameters into a VSD as shown in <FIG> at locations along a vertical flight plan, the NADP relevant parameters on altitude tapes of a VSD or PFD as shown in <FIG> and <FIG>, NADP status indications into a VSD or PFD as shown in <FIG> and <FIG>, engine indicator bugs describing NADP thrust parameters according to <FIG> and flight mode annunciations including NADP flight mode and auto-throttle indications as illustrated in <FIG>. It should be appreciated that the NAPD display cues described herein with reference to <FIG> could be included in the aircraft system <NUM> independently or in any combination.

<FIG> illustrate VSDs <NUM> including NADP indicators, in accordance with embodiments of the present disclosure. The VSDs <NUM> include a vertical profile <NUM> illustrating a vertical path to be taken by the aircraft <NUM>. The vertical profile <NUM> is determined according to flight plan data included in the FMS data <NUM>. The flight plan data describes vertical position (altitude) of the aircraft <NUM> as the aircraft <NUM> traverses the flight plan. The VSDs include a terrain profile <NUM>, which is generated based on data from a terrain database (not shown). To one side of the vertical profile <NUM>, is an altitude tape <NUM> presenting a current altitude of the aircraft <NUM>, which can be based on altitude data included in the FMS data <NUM>. Further, the VSD includes an ownship indicator <NUM> indicating a current location of the aircraft <NUM> along the vertical profile <NUM> based on location data included in the FMS data <NUM>.

In addition to typical display features of a VSD, the VSDs <NUM> of exemplary embodiments of the present disclosure include NADP related indicators. In one embodiment, points are graphically depicted and labelled along the vertical profile <NUM> at different interesting altitudes along the vertical profile <NUM>. In embodiments, at least one of the following NADP altitude points are included on the vertical profile <NUM>: an initial altitude 56a, an acceleration altitude 56b, a climb excitement altitude 56c and an end altitude 56d. As described elsewhere herein, the initial altitude 56a (or the N1 reduction altitude 56a) is the altitude at which the NADP commences and engine thrust is reduced from take-off thrust to NADP thrust. The acceleration altitude 56b is the altitude at which the aircraft should begin accelerating to a final take-off speed VFTO while maintaining NADP thrust when following NADP1 as shown (but using take-off thrust when following NADP2). The climb excitement altitude 56c (or Auto VNAV/Vertical Navigation altitude 56c) is the altitude at which the FMS <NUM> changes to a climb mode, yet NADP thrust is maintained. The end altitude 56d (or N1 normal altitude) is the altitude at which the NADP is exited and thrust is increased from the NADP thrust. In embodiments, the NADP altitude points 56a - 56d are diamond, circular or square shaped and located on the line indicating the vertical profile <NUM>. Further, shorthand text labels are included for each NADP altitude point including, as examples, NI for initial altitude, NA for acceleration altitude, CLB for climb excitement altitude and NE for end altitude.

In accordance with various embodiments, the altitude tape <NUM> includes markings 66a to 66d thereon indicating each of the NADP altitudes of interest, specifically an initial altitude marking 66a, an acceleration altitude marking 66b, a climb excitement altitude marking 66c and an end altitude marking 66d. The markings 66a to 66d include laterally extending lines and associated shorthand text for the NADP altitude being marked such as NI, NA, CLB and NE. The NADP altitude markings on the altitude tape of the VSD are shown in further detail in <FIG>. The same or similar NADP altitude markings 72a to 72d may additionally or alternatively be included on the altitude tape of a PFD as shown in <FIG>.

In other embodiments, NADP parameters may be included on a speed tape of the VSD and/or the PFD.

In accordance with the invention the VSDs <NUM> of the present disclosure include speed target indicators <NUM> along the vertical profile <NUM> to indicate the speed target prescribed by the NADP at a given segment of the vertical profile. In the embodiments of <FIG>, the speed target indicators <NUM> include V2 => V2+<NUM> for the NADP segment between the initial altitude point 56a and the acceleration altitude point 56b and the speed target of VFT (or VFTO) for all other NADP segments.

In accordance with embodiments, the VSDs <NUM> of the present disclosure include NADP status annunciations <NUM> and NADP exiting annunciations <NUM>. Such annunciations may additionally or alternatively be included in the PFD. With continued reference to <FIG> and with additional reference to <FIG>, various exemplary NADP status annunciations <NUM> and NADP exiting annunciations <NUM> are displayed. The display generation module <NUM> generates the display to include the relevant NADP status annunciation <NUM> and/or NADP exiting annunciation <NUM> based on NADP status information derived from the FMS data <NUM>. Referring to <FIG>, the NADP status annunciations according to the invention include at least one of: NADP Inactive, NADP Armed, NADP Active and NADP Exiting. NADP inactive is indicated when an NADP has been defined (e.g. planned in the flight plan), but not yet activated (e.g. through pilot manual selection). Definition of the NADP may involve pilot entry of the NADP altitudes through the user interface <NUM> (e.g. through an FMC). NADP armed is indicated when NADP has been defined and armed (e.g. through pilot manual selection) but the aircraft <NUM> has not yet reached the initial altitude. NADP active is indicated when the thrust has been reduced to the NADP thrust and the aircraft <NUM> is currently flying in an NADP region (i.e. between the initial altitude and the end altitude). NADP exiting is indicated when the NADP is approaching or has crossed the end altitude and thrust is being increased from the NADP thrust to normal thrust. The text of the NADP status annunciations <NUM> may be presented within a box and located at a periphery of the VSD <NUM>.

The NADP exiting annunciations include at least one of: NOR Exit, EO Exit, CR Exit, NC Mode, AT DIS and Max CLB. NOR Exit is indicated when the NADP exit is due to the aircraft reaching the end altitude. EO Exit is indicated when NADP is exited because of an engine out condition. CR Exit is indicated when the crew manually cancels the NADP by selection through the user interface <NUM>. NC Mode is indicated when the NADP is exited due to the aircraft <NUM> not flying in compliance with the defined NADP. AT DIS is indicated when the NADP is exited due to auto-throttle being disengaged by manual override. MAX CLB is indicated when the NADP is exited due to pilot selection of MAXCLB throttle through user interface <NUM>, which is above above NADP thrust. Additional or alternative exit reasons for NADP exiting could be indicated by the NADP exiting annunciations <NUM>. The NADP exiting annunciation <NUM> may be located along the vertical profile <NUM> of the VSD <NUM> or along a flight plan indication of the PFD according to the location of the exiting event. The text of the NADP exiting annunciation <NUM> may be included in a box.

In accordance with various embodiments of the present disclosure, <FIG> illustrate an NADP bug <NUM> included in an engine display <NUM>. The engine display <NUM> includes an indicator of the engine thrust parameter <NUM> that is being displayed. In the exemplary embodiment, the engine thrust parameter is N1 percentage. The engine display <NUM> includes an engine thrust graphic <NUM> that depicts the engine thrust parameter. In the exemplary embodiment, a dial type scale is used as a primary aspect of the engine thrust graphic <NUM> and an engine thrust line <NUM> is included to indicate the current engine thrust on the dial. The engine display <NUM> further includes a numeric indicator <NUM> for the current engine thrust. The NADP bug <NUM> provides a reference point as a target for NADP engine thrust reduction and further to indicate a current status of the NADP.

In embodiments, the NADP bug <NUM> is located on a scale of engine thrust indicated by the engine thrust graphic <NUM> at a position corresponding to the prescribed NADP engine thrust. The target NADP engine thrust indicated by the NADP bug <NUM> can be obtained from the FMS data <NUM>. Further, the NADP bug <NUM> is differentiated in dependence on a current status of the NADP. In embodiments, at least some of the following NADP statuses are indicated by the NADP bug <NUM>: NADP is defined and inactive (e.g. by coloring the NADP bug <NUM> differently from the other indicated statuses as shown in <FIG>), NADP is armed and thrust is being reduced to NADP thrust but the complete thrust reduction has not yet been achieved (e.g. by coloring the NADP bug <NUM> differently from the other indicated statuses as shown in <FIG>) and NADP is active and NADP thrust is realized (e.g. by coloring the NADP bug <NUM> differently from the other indicated statuses as shown in <FIG>). The NADP thrust is armed at the initial altitude. In <FIG>, the engine is operating at take-off thrust, which is shown to be (in this example) <NUM>% N1. In <FIG>, the engine thrust is in the process of being reduced to NADP thrust, which is shown to be <NUM>% N1 (in this example). In <FIG>, NADP thrust reduction is complete and NADP thrust is shown to be <NUM>% N1 (in this example). Engine thrust may be set automatically through the autopilot and auto-throttle system <NUM> or manually by a pilot through the user interface <NUM>.

Referring to <FIG>, an exemplary flight mode annunciator <NUM> is shown including a display of NADP relevant parameters, in accordance with an exemplary embodiment. In <FIG>, the flight mode annunciator <NUM> includes a vertical mode indicator <NUM>. In the exemplary embodiment, the vertical mode is indicated as being "TO", corresponding to take-off. The flight mode annunciator <NUM> includes a speed target indicator <NUM>. In the exemplary embodiment, the speed target is indicated as being V2+ or VFT, which are the NADP relevant speed target of V2-> V2+<NUM> or final take-off speed, respectively. The flight mode annunciator <NUM> includes an auto-throttle status indicator <NUM>, which indicates whether the auto-pilot and auto-throttle system is engaged or whether the aircraft <NUM> is being flown under manual operation. In the exemplary embodiment, A/T is shown when auto-throttle is engaged and the indicator goes blank when A/T is not engaged. The flight mode annunciator <NUM> includes a thrust limit indicator <NUM>, which indicates an active engine thrust target. In the exemplary embodiment, the thrust target can be "MAXTO", "NADP" or "MAXCLB" to indicate take-off thrust, NADP reduced thrust and climb mode thrust, respectively. In embodiments, the thrust limit indicator <NUM> visually differentiates the NADP text (e. g by using different colors) to indicate whether NADP is armed, active or exiting. The specific alphanumeric formulations used to indicate the flight mode annunciation can be varied as desired.

In <FIG>, a first example flight mode annunciator 130A is shown having varying display outputs during the course of an NADP take-off without the autopilot and auto-throttle system <NUM> engaged. In stage <NUM>, the aircraft <NUM> is preparing for take-off and the thrust parameter indicator <NUM> is set to N1, the vertical mode is set to TO and the speed target <NUM> is set to V2+. In stage <NUM>, the aircraft <NUM> takes-off at take-off thrust N1. The take-off thrust indicator <NUM> N1 in stage <NUM> is colored (or otherwise visually differentiated) differently from the take-off thrust indicator <NUM> N1 in stage <NUM> to show that the take-off thrust has been realized in stage <NUM>. In stage <NUM>, the thrust limit target indicator <NUM> includes an indication that the engine thrust is being reduced to NADP thrust, whilst the speed target remains at V2+. The commencement of engine thrust reduction to NADP thrust occurs at the initial altitude. In stage <NUM>, the thrust limit target indicator <NUM> NADP is colored (or otherwise visually differentiated) to that of stage <NUM> to show that the reduced NADP engine thrust has been realized. In stage <NUM>, which corresponds to the acceleration altitude, the engine thrust remains at NADP, but the speed target indicator <NUM> has been changed from V2+ to the final take-off speed VFT. In stage <NUM>, engine thrust has been increased to normal en-route climbing thrust and the thrust limit indicator <NUM> has been changed to a blank area. In embodiments, the NADP text of the thrust limit indicator <NUM> is colored differently in stage <NUM> to stages <NUM> and <NUM> to indicate armed and active NADP states. Further, another different color (not shown) and/or flashing text (or other visual differentiation) may be provided between stages <NUM> and <NUM> to indicate NADP exiting or lack of compliance with NADP.

In <FIG>, a second example flight mode annunciator 130B is shown having varying display outputs during the course of an NADP take-off with the autopilot and auto-throttle system <NUM> engaged. That the auto-throttle is utilized during take-off in the second example flight mode annunciator 130B is illustrated by A/T appearing in the auto-throttle status indicator <NUM> whereas the first example flight mode annunciator has the auto-throttle status indicator <NUM> blank. In stage <NUM>, the setting of the auto-throttle to MAXTO in preparation for take-off is shown in the thrust limit indicator <NUM>. In stage <NUM>, the color of MAXTO is changed in the thrust limit indicator <NUM> to indicate that take-off thrust MAXTO has been realized by the auto-throttle. In stage <NUM>, the initial altitude is reached and the auto-throttle is reducing to NADP thrust as shown in the thrust limit indicator <NUM>. The NADP thrust is realized in stage <NUM>, which is illustrated by a changed color (e.g. green versus cyan) of the text in the thrust limit indicator <NUM> as compared to that of stage <NUM>. In stage <NUM>, the acceleration altitude is reached and the speed target is changed from V2+ to final take-off speed VFT, which is shown in the speed target indicator <NUM>. In stage <NUM>, the engine thrust remains at NADP thrust, which is shown by the text in the thrust limit indicator <NUM>. In stage <NUM>, the end altitude is reached, which means that the auto-throttle engine thrust is set to increase to MAXCLB from the NADP thrust as shown by the thrust limit indicator <NUM>.

<FIG> is a process flow chart detailing a method <NUM> for generating and display NADP related display cues. Method <NUM> is executed by the aircraft system <NUM> of <FIG>. The order of operation within the method <NUM> is not limited to the sequential execution as illustrated in the figure, but may be performed in one or more varying orders as applicable and in accordance with the present disclosure. Steps of the method <NUM> are performed by the one or more processors <NUM> of the processing system <NUM> and the FMS <NUM> executing computer programming instructions included in at least the computer program <NUM>. Method <NUM> may be instigated when the pilot enters the flight plan into the FMS <NUM> prior to take-off including various NADP parameters. The method <NUM> may run continually during the take-off phase of a flight so that the NADP presentations described with respect to the method <NUM> are continually updated based on progress of the aircraft <NUM> along the NADP as reported by the FMS data <NUM>.

In step <NUM>, NADP parameters are received by the FMS <NUM>. NADP parameters may be entered by the flight crew on the user interface <NUM> (e.g. a user interface of a flight management controller), may be automatically derived based on the flight plan, may be entered from an external source or a combination thereof. As described herein, the NADP parameters include the initial altitude, the acceleration altitude, the climb excitement altitude and the end altitude.

The method <NUM> includes various steps of generating NADP relevant display features based on NADP relevant data included in the FMS data <NUM>. The NADP relevant display features are generated by the display generation module <NUM> for output to the display device <NUM>. These display features will be described with reference to steps <NUM> to <NUM>. It is within the scope of the present disclosure for the NADP display features of steps <NUM> to <NUM> to be provided independently of one another, entirely in combination or in any combination of a subset of the display features.

In step <NUM>, and with reference to <FIG>, the VSD <NUM> is generated, by the display generation module <NUM>, including the NADP parameters. In particular, point indicators of the initial altitude 56a, the acceleration altitude 56b, the climb excitement altitude 56c and the end altitude of the NADP are included along a vertical profile of the take-off phase of the flight plan. Similar point indicators may be included in the PFD.

In step <NUM>, and with reference to <FIG>, the altitude tape <NUM> of the VSD <NUM> and/or the altitude tape <NUM> of the PFD is generated so as to include markings 66a to 66d and 72a to 72d corresponding to the initial altitude, the acceleration altitude, the climb excitement altitude and the NADP end altitude.

In step <NUM>, and with reference to <FIG>, the NADP status annunciation <NUM> is generated. In one form, the NADP status annunciation <NUM> indicates when the NADP is active when engine thrust has been reduced to NADP thrust in compliance with the NADP. In another form, the NADP status annunciation <NUM> indicates when the NADP is inactive when the NADP has been defined but is not yet armed. In a yet further form, the NADP status annunciation <NUM> indicates when the NADP is armed when the aircraft <NUM> is flying a take-off with the NADP planned but engine thrust has not yet been reduced to NADP thrust. In a further form, the NADP status annunciation <NUM> indicates when the NADP is exiting and thrust is returning or has returned to normal. Further, the NADP armed or the NADP active status annunciations <NUM> may have visually different versions to differentiate when the engine thrust is in the process of being changed to NADP thrust. For example, the NADP armed status annunciation <NUM> may have one color when engine thrust is at take-off thrust and another color when engine thrust is reducing from take-off thrust to NADP thrust. Alternatively, this color change may be implemented by the NADP Armed status annunciation <NUM> by having different colors when the engine thrust is reducing to NADP thrust and when NADP thrust is realized. The NADP status annunciation <NUM> can be included on the VSD <NUM>, the PFD or any cockpit display device <NUM>.

In step <NUM>, and with reference to <FIG>, the method includes generating the NADP exiting annunciations <NUM> to indicate a cause for exiting the NADP. Causes that are detectable by the FMS <NUM> include reaching the NADP end altitude, detection of an engine out condition, manual cancellation through the user interface <NUM>, non-compliance of the aircraft <NUM> with the NADP (e.g. based on engine thrust and altitude), auto-throttle disengagement by manual override and selection of climb thrust before end of NADP through selection on user interface <NUM>. Any one or all, or any combination of a subset, of these causes can be indicated in different NADP exiting annunciations <NUM>. The NADP exiting annunciations <NUM> can be included in the VSD <NUM>, the PFD or any cockpit display device <NUM>.

In step <NUM>, and with reference to <FIG>, the engine display <NUM> is generated to include one or more NADP indications including the NADP bug <NUM> providing a reference mark for the NADP reduction thrust. The NADP bug <NUM> is generated to be visually differentiated (e.g. differing colors) depending on the NADP status. The NADP status can include NADP inactive when the NADP procedure is setup and ready, NADP armed when the NADP thrust reduction is in progress and NADP active when the NADP thrust reduction has been realized.

In step <NUM>, and with reference to <FIG>, the flight mode annunciator <NUM> is generated to include one or more NADP indicators. The flight mode annunciator <NUM> includes the thrust limit indicator <NUM>, which displays when NADP thrust is the target engine thrust. Further, the NADP thrust indication is visually differentiated depending upon whether the engine thrust reduction is in progress or whether NADP thrust has been realized.

In step <NUM>, the NADP displays of any one or more of steps <NUM> to <NUM> are output to the display <NUM> for enhanced flight crew situation awareness when flying an NADP.

Claim 1:
An aircraft system, comprising:
a display device;
a flight management system (FMS);
a user interface;
an autopilot and auto-throttle system;
at least one processor in operable communication with the display device, the FMS, the autopilot and auto-throttle system and the user interface, the at least one processor configured to execute program instructions, wherein the program instructions are configured to cause the at least one processor to:
receive noise abatement departure procedure (NADP) parameters entered into the FMS via the user interface or otherwise provided by the FMS, wherein the NADP parameters include:
an initial altitude (NI) at which engine thrust should be reduced from take-off thrust to NADP thrust;
an acceleration altitude (NA) at which the aircraft should begin accelerating to a final take-off speed;
a climb excitement altitude (CLB) at which a climb mode is entered whilst maintaining the NADP thrust;
an end altitude (NE) at which the NADP should be exited and the engine thrust should be increased from the NADP thrust; and
speed target indicators for segments between the initial altitude and the acceleration altitude; between the acceleration altitude and the climb excitement altitude; and between the climb excitement altitude and the end altitude; and
wherein the program instructions are further configured to cause the at least one processor to:
generate a vertical situation display for the display device indicating the NADP parameters on a flight path indication;
generate NADP status annunciations on the vertical situation display based on data from the FMS, the NADP status annunciations including:
an NADP inactive indicator between take-off and the initial altitude;
an NADP armed indicator at the initial altitude;
an NADP active indicator when the engine thrust is at the NADP thrust; and
an NADP exiting indicator when the end altitude has been reached and the engine thrust can be increased;
execute the NADP by flying the aircraft using the autopilot and auto-throttle system to:
take-off with the take-off thrust;
reduce the thrust to the NADP thrust at the initial altitude;
accelerate the aircraft speed to the final take-off speed at the acceleration altitude;
enter the climb mode at the climb excitement altitude; and
exit the NADP and increase thrust to a maximum climbing thrust at the end altitude.