Patent Description:
Pilots have many tasks to perform and their workload can vary even during routine flights due to weather conditions and aircraft systems states. Descent, approach and landing phases of flight of an aircraft can be periods of relatively high workload for pilots and can be even more so for steep approaches.

Classic (non-steep) approach angles are typically in the order of about <NUM> degrees. However, certain airports located in urban areas can impose approach procedures that require steeper approach angles for noise reduction. Steeper approach angles can also be required for landing at airports located near mountainous terrain. Steep approach procedures can be different from approaches carried out at classic angles and can impose a higher workload on the pilots.

Examples of prior art proposals can be found in <CIT>, <CIT> & <CIT>.

In one aspect defined in claim <NUM>, the disclosure describes a flight management system for an aircraft. The flight management system comprises:.

The data associated with the approach procedure to be performed by the aircraft may comprise a glide slope angle.

The instructions may be configured to cause the one or more data processors to determine whether the glide slope angle is indicative of the steep approach by comparing the glide slope angle to a predetermined value.

The instructions may be configured to cause the one or more data processors to determine that the glide slope angle is indicative of the steep approach if the glide slope angle is greater than about <NUM> degrees.

The instructions may be configured to cause the one or more data processors to retrieve the glide slope angle from the navigation database.

The request to arm the steep approach function may be configured to instruct a flight control computer of the aircraft to conduct one or more aircraft system checks to make sure that the aircraft is technically capable of performing the steep approach.

Embodiments may include combinations of the above features.

In another aspect, the disclosure describes a system for initiating arming of a steep approach function of an aircraft, the system comprising the flight management system according to claim <NUM>.

The output may be configured to cause a flight control computer to arm the steep approach function.

Further details of these and other aspects of the subject matter of this application will be apparent from the drawings and detailed description included below.

The present disclosure relates to systems and related methods for alleviating the workload of aircraft pilots. In various embodiments, the systems and methods disclosed herein are configured to automatically arm a steep approach function based on the value of a glide slope angle or other data associated with a selected approach procedure to be performed by an aircraft in the active flight. In some embodiments, the automatic arming of the steep approach function can alleviate pilot workload and improve safety of operation of an aircraft. For example, the automatic arming of the steep approach function can ensure that the steep approach function is armed when it is required and/or can prevent the inadvertent arming of the steep approach function by the pilot when it is not required.

<FIG> is a perspective view of an exemplary aircraft <NUM> which may comprise a system <NUM> (shown schematically) for automatically arming a steep approach function of aircraft <NUM>. Aircraft <NUM> may be any type of aircraft such as corporate (e.g., business jet), private, commercial and passenger aircraft. For example, aircraft <NUM> may be a narrow-body, twin-engine jet airliner. Aircraft <NUM> may be a fixed-wing aircraft. Aircraft <NUM> may comprise one or more wings <NUM> including one or more flight control surfaces <NUM>, fuselage <NUM>, one or more engines <NUM> and empennage <NUM> of suitable type. One or more of engines <NUM> may be mounted to one or more of wings <NUM>.

Alternatively, or in addition, one or more of engines <NUM> may be mounted to fuselage <NUM> or be installed on aircraft <NUM> in any suitable manner.

As used herein, the term "pilot" is intended to encompass one or more individuals responsible for the operation of aircraft <NUM> during flight. Such individuals may, for example, include the pilot (sometimes referred as "captain") and/or the co-pilot (sometimes referred as "first officer"). It is understood that a pilot of aircraft <NUM> may comprise an individual that is onboard of aircraft <NUM> during operation (e.g., flight) of aircraft <NUM> or may comprise an individual (e.g., operator) located remotely from aircraft <NUM> (e.g., at a ground station) and remotely controlling at least some aspect of operation of aircraft <NUM>. It is understood that system <NUM> or part(s) thereof may be located onboard aircraft <NUM> and/or remotely from aircraft <NUM>. Similarly, it is understood that the methods disclosed herein or part(s) thereof could be conducted onboard aircraft <NUM> and/or remotely from aircraft <NUM>. For example, it is understood that relevant information could be transmitted to/from aircraft <NUM> in order to achieve automatic arming of the steep approach function of aircraft <NUM> at least partially remotely (e.g., from a ground station).

<FIG> is a schematic illustration of aircraft <NUM> and arming system <NUM> for automatically arming the steep approach function of aircraft <NUM>. In some embodiments, arming system <NUM> may be disposed onboard of aircraft <NUM> and may comprise one or more computers configured to perform the methods disclosed herein. In various embodiments, the automatic arming of the steep approach function may be performed entirely using a single computer or cooperatively using a plurality of computers. The term "automatic" as used herein in the context of arming the steep approach function is intended to encompass the capability of such action being carried out independently of the pilot's influence or control. Accordingly, some components of arming system <NUM> may be configured to carry out one or more actions automatically so as to alleviate pilot workload. The exemplary embodiment of arming system <NUM> illustrated in <FIG> is intended to represent a non-limiting example and it is understood that aspects of this disclosure could be implemented on a system having a different architecture.

Arming system <NUM> may comprise one or more computers. For example arming system <NUM> may comprise flight management system <NUM> (referred hereinafter as "FMS <NUM>") and flight control computer <NUM> (referred hereinafter as "FCC <NUM>") operatively coupled thereto. FMS <NUM> and FCC <NUM> may be part of an avionics suite of aircraft <NUM>. For example, in some embodiments, FMS <NUM> and FCC <NUM> may carry out additional functions than those described herein. FMS <NUM> may comprise a specialized computer system that carries out in-flight tasks including in-flight management of the flight plan. FMS <NUM> may assist in guiding aircraft <NUM> along the flight plan. FMS <NUM> may be controlled through a control display unit (CDU) located in a cockpit of aircraft <NUM> or, for example, at a ground station for a remotely-controlled aircraft <NUM>. FCC <NUM> may be a primary flight control computer (PFCC) of aircraft <NUM>. In some embodiments, FCC <NUM> may be part of a fly-by-wire control system of suitable type.

FMS <NUM> may comprise one or more data processors <NUM> (referred hereinafter in the singular) of suitable type and which may be used to perform methods disclosed herein in entirety or in part. In some embodiments, methods disclosed herein may be performed using a single data processor <NUM> or, alternatively, part(s) of the methods disclosed herein could be performed using multiple data processors <NUM>. FMS <NUM> may comprise machine-readable memory <NUM> storing instructions <NUM> executable by data processor <NUM> and configured to cause data processor <NUM> to carry out one or more tasks associated with automatically arming a steep approach function of aircraft <NUM>. For example, FMS <NUM> may receive input(s) <NUM> in the form of data or information that may be processed by data processor <NUM> based on instructions <NUM> in order to generate output(s) <NUM>. For example, input <NUM> may comprise information (data) representative of an approach procedure selected by a pilot and that is to be performed by aircraft <NUM>. For example, an approach procedure may comprise an Instrument Approach Procedure (IAP) of suitable type and may comprise a series of predetermined maneuvers for the orderly transfer of aircraft <NUM> under instrument flight conditions from the beginning of the initial approach to a landing, or to a point from which a landing may be made visually, as defined in Section <NUM>, Title <NUM> of the Code of Federal Regulations (<NUM> CFR <NUM>). The approach procedure may be prescribed and approved for a specific destination airport for aircraft <NUM> by competent authority.

Input <NUM> may be received via one or more input devices of suitable types. Alternatively, input <NUM> could be produced/derived within FMS <NUM> and subsequently used by data processor <NUM>. For example, in some embodiments, the approach procedure may be selected by the pilot or may be automatically selected by FMS <NUM> based on the location of aircraft <NUM> as determined by global positioning system (GPS) for example or based on other factors, such as based on the flight plan, an airport at which the aircraft <NUM> is intended to land, or a runway on which the aircraft <NUM> is intended to land.

Data processor <NUM> may comprise any suitable device(s) configured to cause a series of steps to be performed by FMS <NUM> so as to implement a computer-implemented process such that instructions <NUM>, when executed by FMS <NUM>, may cause the functions/acts specified in the methods described herein to be executed. Data processor <NUM> may comprise, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.

Memory <NUM> may comprise any suitable machine-readable storage medium or media. Memory <NUM> may comprise non-transitory computer readable storage medium such as, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Memory <NUM> may include a suitable combination of any type of computer memory that is located either internally or externally to FMS <NUM>. Memory <NUM> may comprise any storage means (e.g. devices) suitable for retrievably storing machine-readable instructions <NUM> executable by data processor <NUM>.

Various aspects of the present disclosure may be embodied as systems, devices, methods and/or computer program products. Accordingly, aspects of the present disclosure may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects. Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more non-transitory computer readable medium(ia) (e.g., memory <NUM>) having computer readable program code (e.g., instructions <NUM>) embodied thereon. The computer program product may, for example, be executed to cause the execution of one or more methods disclosed herein in entirety or in part. Computer program code for carrying out operations for aspects of the present disclosure in accordance with instructions <NUM> may be written in any combination of one or more programming languages. Such program code may be executed entirely or in part by FMS <NUM> or other data processing device(s). It is understood that, based on the present disclosure, one skilled in the relevant arts could readily write computer program code for implementing the methods disclosed herein.

FMS <NUM> may also comprise navigation database <NUM>, which may be stored in memory <NUM> or some other machine-readable medium. Navigation database <NUM> may contain elements from which the flight plan is constructed as defined, for example, in the Aeronautical Radio, Incorporated (ARINC) <NUM> standard. Navigation database <NUM> may contain the information required for building a flight plan. Such information may include waypoints, airways, radio navigation aids, airports, runways and approach procedures (including associated glide slope angles).

Based on data (e.g., glide slope angle) associated with an approach procedure to be performed by aircraft <NUM> (e.g., available in navigation database <NUM>) in the active flight, instructions <NUM> may be configured to cause data processor <NUM> to: conditioned upon data associated with the approach procedure to be performed by aircraft <NUM> being indicative of a steep approach, automatically generate a request (e.g., output <NUM>) to instruct FCC to arm the steep approach function of aircraft <NUM>. For example, output <NUM> may be in the form of one or more signals transmitted to FCC <NUM> and configured to cause FCC <NUM> to initiate arming function <NUM> stored as machine-readable instructions within FCC <NUM> or otherwise accessible to FCC <NUM>. FCC <NUM> may be operatively coupled to one or more aircraft systems <NUM> so that FCC <NUM> may have the capability to verify the state(s) of aircraft systems <NUM>.

Arming function <NUM> may comprise instructions executable by FCC <NUM> in order to arm the steep approach function of aircraft <NUM>. In order to safely carry out a steep approach, aircraft <NUM> must have the technical ability to implement the steep approach. Aircraft <NUM> must be equipped with the required equipment and the operational state of such equipment must meet certain criteria. For example, in order to carry out a steep approach, certain engine thrust settings and operation of flight control surfaces <NUM> (e.g., spoilers, flaps) may be required to follow the steeper glide slope angle. Similarly, some flight parameters (e.g., altitude) may need to be monitored within a relatively high degree of precision during a steep approach. The act of arming the steep approach function of aircraft <NUM> may comprise conducting one or more checks on systems <NUM> to make sure that aircraft <NUM> is technically capable of safely carrying out a steep approach. In some embodiments, the system checks may be performed by FCC <NUM> automatically or otherwise.

Once the required system checks have been performed, arming function <NUM> may be configured to output some indication as to whether or not the steep approach function of aircraft <NUM> is armed (i.e., ready to be used). Such indication may be provided to the pilot via one or more display devices <NUM> (referred hereinafter in the singular), which may be located in the cockpit of aircraft <NUM>. Display device <NUM> may be operatively coupled to FMS <NUM> and/or to FCC <NUM>. If, during or at the conclusion of arming function <NUM>, FCC <NUM> determines that the operational state(s) of aircraft system(s) <NUM> do not meet the required criteria, an indication indicating that the steep approach function is not armed may be provided. Such exemplary indication is illustrated on display device <NUM> of <FIG> by the exemplary label "STEEP APPR" with the adjacent box being unchecked. If however, at the conclusion of arming function <NUM>, FCC <NUM> determines that the operational state(s) of aircraft system(s) <NUM> do meet the required criteria, an indication indicating that the steep approach function is armed may be provided. Such exemplary indication is illustrated on display device <NUM> of <FIG> by the exemplary label "STEEP APPR" with the adjacent box being checked.

Arming function <NUM> may be configured to cause FCC <NUM> to determine that the steep approach function of aircraft <NUM> is armed if a predetermined number of condition(s) are met. Non-limiting examples of such conditions are listed below:.

The initial determination of whether the steep approach function of aircraft <NUM> should be armed may be made by FMS <NUM>. For example, FMS <NUM> may receive input <NUM> from the pilot or from another source where input <NUM> may be indicative of a selected approach procedure to be carried out by aircraft <NUM>. Such input <NUM> may be received at any time prior to such steep approach function needing to be carried out. For example, such input <NUM> may be received during flight planning either during flight of aircraft <NUM> or before take-off of aircraft <NUM>. Based on input <NUM> indicative of the selected approach procedure to be carried out, instructions <NUM> may be configured to cause FMS <NUM> to retrieve (e.g., look-up) the data representative of the glide slope angle associated with the selected approach procedure from navigation database <NUM>. Therefore, the glide slope angle may be retrieved from navigation database <NUM> based on the selected approach procedure.

Instructions <NUM> may be configured to, using the value of the glide slope angle, cause data processor <NUM> to determine whether the glide slope angle is indicative of a steep approach by comparing the glide slope angle to a predetermined value or range of values. For example, in some embodiments, FMS <NUM> may verify whether the value of the glide slope angle associated with the selected approach procedure is greater than a classic approach angle (e.g., greater than <NUM> degrees) in order to determine whether or not to initiate automatic arming of the steep approach function. In some embodiments, FMS <NUM> may verify whether the value of the glide slope angle associated with the selected approach procedure is equal to or greater than about <NUM> degrees. In some embodiments, FMS <NUM> may, for example, verify whether the value of the glide slope angle associated with the selected approach procedure is between about <NUM> degrees and about <NUM> degrees. The specific value or range of values may depend on the capabilities of aircraft <NUM>. In various situations, glide slope angles between about <NUM> degrees and about <NUM> degrees may be considered steep approaches for some fixed-wing aircraft.

In some embodiments, the data associated with the selected approach procedure in navigation database <NUM> may contain some other data field that is indicative of a steep approach so that the glide slope angle may not necessarily be evaluated to determine that the selected approach procedure is a steep approach. For example, a binary data field indicative of the approach procedure to be performed as being either steep or not steep (e.g., classic) may be used to initiate arming instead of comparing a glide slope angle against a predetermined value (e.g., threshold). Also, the determination of whether or not the selected approach procedure is a steep approach may be made based on an airport selection or a runway selection where a steep approach procedure would be associated with such airport or runway selection.

If, in any suitable manner, FMS <NUM> determines that the selected approach procedure corresponds to a steep approach, then FMS <NUM> may generate output <NUM> to initiate arming of the steep approach function of aircraft <NUM>. As explained above, this determination may be based on the value of glide slope angle. Such determination and generation of output <NUM> by FMS <NUM> may be made at any suitable time prior to the performance of the steep approach by aircraft <NUM>. Such determination and generation of output <NUM> may be done during any phase of operation (e.g., flight) of aircraft <NUM> prior to the approach phase. For example, in some embodiments, such determination and generation of output <NUM> may be done prior to take-off. In various embodiments, such determination and generation of output <NUM> may be carried out automatically by FMS <NUM> based on the selected approach procedure so that once the approach procedure has been selected by the pilot or otherwise, the arming of the steep approach function may be automatically initiated, if necessary, without the pilot's involvement or control. As explained above, output <NUM> generated by FMS <NUM> may be in the form of an indication (e.g., request) for FCC <NUM> to execute arming function <NUM>. For example, output <NUM> may be indicative of a steep approach status or request being "TRUE". Accordingly, in some embodiments, the automatic arming of the steep approach function may ensure that the steep approach function is armed when it is required.

Alternatively, if FMS <NUM> does not determine that the selected approach procedure is indicative of a steep approach, then output <NUM>, configured to automatically initiate the arming of the steep approach function may not be generated. For example, if the glide slope angle associated with the selected approach procedure is not indicative of a steep approach, output <NUM> may be indicative of a steep approach status or request being "FALSE". Accordingly, in some embodiments, the automatic arming of the steep approach function may prevent the inadvertent arming of the steep approach function when it is not required.

<FIG> is a flowchart illustrating a method <NUM> for automatically initiating arming (and optionally also arming) the steep approach function of aircraft <NUM>. Method <NUM> may be capable of being performed entirely or in part using arming system <NUM> and aspects of arming system <NUM> disclosed above in relation to arming system <NUM> may also apply to method <NUM>. In various embodiments, method <NUM> may be computer-implemented (e.g., via FMS <NUM>) and may comprise: receiving data (e.g., glide slope angle) associated with an approach procedure to be performed by aircraft <NUM> in the active flight (see block <NUM>); and conditioned upon the data being indicative of a steep approach, automatically initiating arming (e.g., via output <NUM>) of the steep approach function of aircraft <NUM> (see block <NUM>).

As explained above, the data may comprise a glide slope angle associated with the approach procedure to be performed by aircraft <NUM>. In some embodiments, method <NUM> may comprise determining whether the glide slope angle is indicative of the steep approach by comparing the glide slope angle to a predetermined value. In some embodiments, a glide slope angle that is equal to or greater than about <NUM> degrees may be indicative of a steep approach.

In some embodiments, method <NUM> may comprise receiving data representative of the selected approach procedure (e.g., via input <NUM>) to be performed by aircraft <NUM>; and retrieving the glide slope angle from navigation database <NUM> based on the selected approach procedure.

In some embodiments of method <NUM>, initiating arming of the steep approach function may comprise instructing FCC <NUM> to arm the steep approach function (e.g., via arming function <NUM>). In some embodiments of method <NUM>, the automatic initiation of the arming of the steep approach function may be performed using FMS <NUM>.

The above description is meant to be exemplary only, and one skilled in the relevant arts will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. For example, the blocks and/or operations in the flowcharts and drawings described herein are for purposes of example only. There may be many variations to these blocks and/or operations without departing from the teachings of the present disclosure.

The present disclosure may be embodied in other specific forms without departing from the subject matter of the claims. Also, one skilled in the relevant arts will appreciate that while the aircraft, systems, computers and methods disclosed and shown herein may comprise a specific number of elements/components, the aircraft, systems, computers and methods could be modified to include additional or fewer of such elements/components. The present disclosure is also intended to cover and embrace all suitable changes in technology. Modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure, and such modifications are intended to fall within the appended claims. Also, the scope of the claims should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the description as a whole.

The present disclosure may be embodied in other specific forms without departing from the subject matter of the claims.

Claim 1:
A flight management system (<NUM>) for an aircraft (<NUM>), the flight management system (<NUM>) comprising:
one or more data processors (<NUM>); and
non-transitory machine-readable memory (<NUM>) storing a navigation database (<NUM>) including elements from which a flight plan is constructed, the elements including data associated with an approach procedure to be performed by the aircraft (<NUM>), and, instructions (<NUM>) executable by the one or more data processors (<NUM>) and configured to cause the one or more data processors (<NUM>) to:
conditioned upon the data associated with the approach procedure to be performed by the aircraft (<NUM>) being indicative of a steep approach, automatically generate a request (<NUM>) to arm a steep approach function of the aircraft (<NUM>), wherein the generation of the request (<NUM>) is done prior to take-off of the aircraft (<NUM>).