U.S. patent application number 14/142390 was filed with the patent office on 2014-11-20 for flight assistant with automatic configuration and landing site selection.
The applicant listed for this patent is Richard Andrew Kruse, Sean Patrick Suiter. Invention is credited to Richard Andrew Kruse, Sean Patrick Suiter.
Application Number | 20140343765 14/142390 |
Document ID | / |
Family ID | 51896413 |
Filed Date | 2014-11-20 |
United States Patent
Application |
20140343765 |
Kind Code |
A1 |
Suiter; Sean Patrick ; et
al. |
November 20, 2014 |
Flight Assistant with Automatic Configuration and Landing Site
Selection
Abstract
A system and apparatus for assisting pilots and flight crews in
determining the best course of action at any particular point
inflight for any category of emergency. The system monitors a
plurality of static and dynamic flight parameters including
atmospheric conditions along the flight path, ground conditions and
terrain, conditions aboard the aircraft, and pilot/crew data. Based
on these parameters, the system may provide continually updated
information to the pilot or crew about the best available landing
sites or recommend solutions to aircraft configuration errors. In
case of emergency, the system may provide the pilot with procedure
sets associated with a hierarchy of available emergency landing
sites (or execute these procedure sets via the autopilot system)
depending on the specific nature of the emergency.
Inventors: |
Suiter; Sean Patrick;
(Omaha, NE) ; Kruse; Richard Andrew; (Lincoln,
NE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Suiter; Sean Patrick
Kruse; Richard Andrew |
Omaha
Lincoln |
NE
NE |
US
US |
|
|
Family ID: |
51896413 |
Appl. No.: |
14/142390 |
Filed: |
December 27, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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61747051 |
Dec 28, 2012 |
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61750286 |
Jan 8, 2013 |
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61754522 |
Jan 18, 2013 |
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61870125 |
Aug 26, 2013 |
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61900199 |
Nov 5, 2013 |
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Current U.S.
Class: |
701/18 |
Current CPC
Class: |
G08G 5/0021 20130101;
G08G 5/003 20130101; G08G 5/0056 20130101; G08G 5/0091 20130101;
G08G 5/0013 20130101; B64D 45/08 20130101; G08G 5/025 20130101;
G08G 5/0039 20130101 |
Class at
Publication: |
701/18 |
International
Class: |
G08G 5/00 20060101
G08G005/00 |
Claims
1. An apparatus for enhancing pilot situational awareness of a
nearest Alternate Landing Site (ALS), comprising: (a) a flight
trajectory generator configured for determining a flight trajectory
of an aircraft from at least one input, the at least one input
extracted from at least one data register; (b) an internal data
register comprising at least one of: aircraft position, aircraft
altitude, aircraft track, aircraft attitude, aircraft
configuration, flight characteristics, engine out glide range,
emergency landing range, precautionary emergency landing range,
flight plan, aircraft history, pilot history, and flight plan
history; (c) an external data register comprising at least one of:
traffic data, natural geographic topology, constructed geographic
features, the constructed geographic features including at least
one of: roads, bridges, airports, and structures, airport data, and
weather data; (d) a computer configured for receiving the flight
trajectory and at least one input from a data register, the
computer configured for determining at least one nearest ALS based
on the flight trajectory and the at least one input; (e) a plotter
configured for plotting a three dimensional path from the aircraft
position and altitude to the at least one nearest ALS within the
parameters of the at least one data register, the three dimensional
path including at least one of: a descent profile, a transition
profile, a configuration profile, an opportunity gate, and a
landing profile; and (f) a control for prompting at least one of
the aircraft and the pilot in accordance with the three dimensional
path to effect a landing at a selected ALS of the at least one
nearest ALS.
2. The apparatus of claim 1, further comprising a display for
displaying a hierarchy of a plurality of the at least one ALS, the
hierarchy based on a characteristic of the ALS and on a specific
emergency requirement of the aircraft.
3. The apparatus of claim 2, wherein the display is further
configured to present the hierarchy to the pilot based on a
condition of the aircraft.
4. The apparatus of claim 2, wherein said display further comprises
one of a format compatible with a multi-function display, a
hierarchical ordered list of the at least one ALS automatically
presentable to the pilot, and a reduced data format including
colored ALS presentable in primary flight display.
5. The apparatus of claim 1, further comprising means for
determining the flight segment of the aircraft.
6. The apparatus of claim 5, further comprising means for
determining the desired configuration of the aircraft for said
flight segment.
7. The apparatus of claim 1, further comprising means for
determining to a level of confidence if the aircraft is at least
one of properly configured and in an unusual condition or
position.
8. The apparatus of claim 1, wherein the aircraft flight trajectory
further comprises: an x and y coordinate set conforming to at least
one of a North American Datum, a North American Vertical Datum, a
World Geodetic System, and a European Terrestrial Reference System,
a radial DME from a known fix, and a triangulation of bearings from
a plurality of known fixes.
9. The apparatus of claim 1, wherein the aircraft flight trajectory
further comprises one of an Above Ground Level (AGL) altitude and a
Mean Sea Level (MSL) altitude.
10. The apparatus of claim 1, wherein the traffic data further
comprise at least one of: TCAS, radar, ATC feed, ADS-B, and
surface-based traffic.
11. The apparatus of claim 1, wherein the terrain data further
comprise one of: a DTED level 1 set, a DTED level 2 set, and
satellite based imagery.
12. The apparatus of claim 1, wherein the airport data further
comprise at least one of a runway length, a runway width, a runway
lighting, a runway characteristic, an indication of airport rescue
and fire-fighting personnel, a proximal medical facility, and a
proximal maintenance facility.
13. The apparatus of claim 1, wherein the weather data further
comprise one of: a surface wind, an altitude based wind model, a
ceiling, a visibility, a barometric pressure, a braking action, and
an illumination.
14. The apparatus of claim 1, wherein the aircraft data further
comprise one of: a possible change in configuration, a position of
a control surface, a performance characteristic, a weight, a pilot
flight control input, an autopilot status, and an MEL status.
15. The apparatus of claim 1, wherein the at least one nearest ALS
for the aircraft further comprises one of an existing runway, a
taxiway, a road, a field and a body of water.
16. The apparatus of claim 1, wherein the at least one
characteristic of the ALS further comprises at least one of the
airport data, a slope, a width, a length, an indication of an
obstruction, and a proximal rescue facility.
17. The apparatus of claim 1, wherein the three dimensional path
from the aircraft position and altitude to the at least one nearest
ALS further comprises a path further amendable based on a change in
the at least one data register.
18. The apparatus of claim 1, wherein the control is further
configured for enabling pilot execution of the three dimensional
path based on at least one of a reception of an execute command
from the pilot and a determination that the pilot is
unresponsive.
19. The apparatus of claim 1, wherein the control is further
configured to include a deadman control configured for
automatically executing the flight control inputs necessary to
execute the three dimensional path where the deadman control is at
least one of open and closed.
20. A flight assistant, comprising: (a) a system bus, said system
bus for receiving at least one set of position coordinates at a
selected time interval; (b) a control system, said control system
communicatively coupled to said system bus, said control system
including one or more processors configured to: receive a flight
plan describing a three-dimensional path; determine an expected
route defining an operating space including said flight plan, the
expected route being a function of at least one or more of aircraft
performance, pilot performance, current performance, terrain,
traffic, ground proximity, flight segment, air space, and weather;
and detect a path to a point outside said expected route; and (e) a
display, to inform a pilot if said aircraft is on a path to a point
outside said expected route.
21. A non-transitory computer-readable medium bearing instructions
executable by at least one computer or processor, said instructions
for: (a) determining a flight trajectory of an aircraft from at
least one input, the at least one input extracted from at least one
data register; (b) receiving the flight trajectory and at least one
input from a data register; (c) determining at least one nearest
ALS based on the flight trajectory and the at least one input; (d)
plotting a three dimensional path from an aircraft position and
altitude to the at least one nearest ALS within the parameters of
the at least one data register, the three dimensional path
including at least one of: a descent profile, a transition profile,
a configuration profile, an opportunity gate, and a landing
profile; and (e) prompting at least one of the aircraft and the
pilot in accordance with the three dimensional path to effect a
landing at a selected ALS of the at least one nearest ALS.
22. The computer-readable medium of claim 21, further comprising
instructions for determining a flight trajectory of an aircraft
from at least one input extracted from at least one of: an internal
data register comprising at least one of: aircraft position,
aircraft altitude, aircraft track, aircraft attitude, aircraft
configuration, flight characteristics, engine out glide range,
emergency landing range, precautionary emergency landing range,
flight plan, aircraft history, pilot history, and flight plan
history; and an external data register comprising at least one of:
traffic data, natural geographic topology, constructed geographic
features, the constructed geographic features including at least
one of: roads, bridges, airports, and structures, airport data, and
weather data.
23. The computer-readable medium of claim 21, further comprising
instructions for: displaying a hierarchy of a plurality of the at
least one ALS, the hierarchy based on a characteristic of the ALS
and on a specific emergency requirement of the aircraft; and
presenting the hierarchy to the pilot based on a condition of the
aircraft.
24. The computer-readable medium of claim 21, further comprising
instructions for: determining the flight segment of the aircraft;
and determining to a level of confidence if the aircraft is at
least one of properly configured and in an unusual condition or
position.
25. The computer-readable medium of claim 24, further comprising
instructions for: determining the desired configuration of the
aircraft for said flight segment.
26. The computer-readable medium of claim 21, further comprising
instructions for: enabling pilot execution of the three dimensional
path based on at least one of a reception of an execute command
from the pilot and a determination that the pilot is unresponsive;
and automatically executing the flight control inputs necessary to
execute the three dimensional path.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims the benefit under 35 U.S.C.
.sctn.119(e) of U.S. Provisional Application Ser. No. 61/747,051
filed 28 Dec. 2012, U.S. Provisional Application Ser. No.
61/750,286 filed 8 Jan. 2013, U.S. Provisional Application Ser. No.
61/754,522 filed 18 Jan. 2013, U.S. Provisional Application Ser.
No. 61/870,125 filed 26 Aug. 2013, and U.S. Provisional Application
Ser. No. 61/900,199 filed 5 Nov. 2013. Said U.S. Provisional
Application Ser. No. 61/747,051 filed 28 Dec. 2012, U.S.
Provisional Application Ser. No. 61/750,286 filed 8 Jan. 2013, U.S.
Provisional Application Ser. No. 61/754,522 filed 18 Jan. 2013,
U.S. Provisional Application Ser. No. 61/870,125 filed 26 Aug.
2013, and U.S. Provisional Application Ser. No. 61/900,199 filed 5
Nov. 2013 are incorporated by reference in their entireties.
TECHNICAL FIELD
[0002] The present invention is generally related to aircraft and
more specifically to a system and apparatus for monitoring a
plurality of flight conditions and parameters, and on a condition
selectively suggesting either a new flight profile or assuming
flight control and then flying the suggested flight profile.
BACKGROUND
[0003] Whether flying a piston-powered personal craft or a
multi-engine commercial jet, pilots are taught the same general
priorities in emergency situations: aviate, navigate, and
communicate--in that order. The pilot's first duty is self-evident:
to fly the aircraft. To successfully do so requires the continual
processing of a vast amount of data received via any number of
different sources. During flight operations a pilot may be
confronted with the loss of an engine on takeoff. In such a
situation the pilot must immediately decide the safest option for
the particular altitude and set of flight conditions, e.g., whether
to: (a) turn approximately 180.degree. and make a tail-wind
landing; (b) turn at least 270.degree. and re-land; (c) crash
straight ahead; or (d) limp or glide to another nearby airport.
Altitude, position, aircraft performance, terrain, atmospheric and
weather conditions, and pilot capability dictate the safest option.
A pilot's options increase with altitude, performance, and the
availability of landing sites (each providing different services).
The pilot's options are inversely proportional to the severity of
the emergency.
[0004] Autopilot, automated navigation and GPS systems have
significantly increased the information available to pilots. More
information, however, means more potential calculations for the
pilot to make, more options to consider, and more information to
filter. Other than destination, most of this information is
dynamic, for example, position (including attitude), traffic, and
weather (including wind speed and direction--both vary by altitude
and heading). The pilot must balance the ongoing assessment of this
continual stream of data (information) while aviating, navigating,
and communicating. Unexpected conditions must be assessed and acted
upon decisively and correctly. Depending on criticality, options
narrow as time passes. Once a decision is made, the die is
substantially cast.
[0005] These informational processing factors are complicated when
conditions are less than ideal. Available information may not be
complete or accurate. For example, a pilot climbing after takeoff
over unfamiliar terrain experiencing an emergency is likely 1)
aware that the airport runway lies only a few miles behind, and 2)
aware of the vague location of additional airfields nearby in
possibly deteriorating weather. In this example the pilot may not
be aware, however, that an open field (or road or the like) a few
miles distant would be a better emergency landing site, in that it
would be more likely to be reached with altitude and time to
execute a stabilized approach.
[0006] An emergency complicates these factors, and the
corresponding pressure on the pilot, even further. The means of
propulsion or other onboard systems may fail, making a safe landing
simultaneously more urgent and more difficult to execute. A
structural failure, cabin depressurization, or onboard medical
emergency may occur, requiring the pilot to rapidly divert from the
initial flight plan and find an alternative landing site (ALS).
Emergency conditions add yet another degree of difficulty to the
already complex responsibilities of piloting.
[0007] Therefore, a need exists for a system and method to aid the
pilot of a distressed aircraft, thereby reducing pilot workload,
the number of decisions based on inaccurate data, and the potential
loss of life and property.
SUMMARY
[0008] The present invention relates to a system and apparatus for
assisting pilots (flight crews) in determining the best option at
successive points in a flight for any category of emergency.
Generally, the system categorizes emergencies as (1) land
immediately (red), 2) land as soon as possible (yellow), or (3)
land as soon as practicable (green). The apparatus of the present
invention alerts the pilot (crew) to the available options given a
particular category of emergency (and set of flight conditions).
Additionally, an apparatus of the present invention (1) may assist
the pilot (crew) in the form of a flight director (or checklist or
the like) in executing a proposed landing solution to a given
emergency, or 2) may direct the aircraft autopilot in executing the
suggested (and selected) landing solution. In either case, the
system of the present invention provides the pilot with time to
contemplate and consider the emergency and its resolution (while
the aircraft is directed toward and configured for the best landing
option given a particular emergency condition).
[0009] The present invention may ascertain the configuration of the
aircraft from changes in the aircraft's position over time. For
example, in a particular planned portion of a planned flight
segment the aircraft may be expected to gain altitude over a
particular distance at a particular rate. If the aircraft is not
climbing at the expected rate it may be an indication that the
aircraft is configured incorrectly, for example, improper power
setting, or the gear or flaps may remain in takeoff position.
Likewise, enroute, a particular aircraft may be expected to perform
in a known set of atmospheric conditions within a known range of
values. Any deviation from these values indicates a potential
problem. Based on the aircraft such deviations may refer to a
single likely source or a narrow set of sources. The system of the
present invention may alert the aircraft crew to the potential
problem and its likely source(s).
[0010] In a preferred embodiment of the present invention, even
under normal flight conditions (planned or expected conditions) an
audio display, a graphic display (HUD or smart glasses or the like)
of available landing options given a category of emergency is
continuously displayed. This display of information alerts a pilot
to available options under various conditions and assists in
training pilots in learning aircraft capabilities in various
conditions and locations. Likewise, crew and dispatch may alter
protocol in an effort to mitigate risks identified through the
operation of an aircraft or a fleet of aircraft operating with the
present invention.
[0011] Preferably, the present invention may continuously update
ALS options and make the data available to the pilot upon request.
For example, an ALS page on a well-known multifunction display
(MFD) may indicate each ALS and graphically indicate the ability of
the aircraft to reach each ALS. In addition, a graphical display of
range data on the primary flight display may aid the pilot in
decision-making. For example, a pilot may opt to select on (or off)
a graphical range ring indicating an engine out best glide
range.
[0012] With additional data points made available through existing
or added controls and sensors (e.g., auto throttles, flight control
position indicators, rate of climb/descent, heading, and the like),
the accuracy of the configuration data ascertained by an embodiment
of the present invention increases. The present invention may
ascertain over a series of data collection intervals the presence
and scope of an unusual condition (correctable error or emergency),
plan an emergency descent profile to the safest (most preferred)
available landing site, and suggest troubleshooting options as the
emergency profile is accepted and executed. In this manner, the
present invention may assist the pilot in discovering and
correcting aircraft configuration errors which if left uncorrected
may lead to undesirable consequences, e.g., gear-up landings,
overstressing aircraft components, flight delays or passenger
discomfort.
[0013] In a presently preferred embodiment the apparatus comprises:
(1) an onboard computer processor; 2) a data bus for collecting
flight condition information such as aircraft position, weather,
traffic, terrain, aircraft systems status, aircraft flight envelope
parameters, pilot (crew) status/condition; (3) a ground-to-air data
link; (4) a display system, and (5) a current database of
information relating to (a) the aircraft (performance data), (b)
pilot (biometric data), (c) flight plan, and (d) bulk route
characteristics (weather, terrain, landing sites, traffic,
airspace, navigation). In an embodiment the system continually
monitors a plurality of flight parameters, provides the pilot with
current information based on those parameters, and upon a given
condition prioritizes a course of action. In a preferred embodiment
the system may either execute or guide a flight crew in flying a
series of control inputs calculated to safely secure the aircraft
on the ground. The system of the present invention at least
temporarily relieves a pilot (crew) from the task of quickly
calculating an emergency plan with its associated set of procedures
so they may fly, configure, and troubleshoot (for the situation)
while contemplating the acceptability of option(s) suggested by the
present invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 is a perspective view of an aircraft in a condition
that necessitates altering or modifying an assigned or planned
profile wherein the system of the present invention suggests a new
or modified procedure to accommodate a condition, e.g., land
immediately, land as soon as possible, and/or land as soon as
practicable;
[0015] FIG. 2 is an environmental block diagram representing an
embodiment of the present invention;
[0016] FIG. 3 is a top plan view of an "on" condition pilot display
of an embodiment of the present invention illustrating areas of
landing (ditching) opportunities (target radius) available upon a
particular condition, wherein the pilot may operatively select to
accept and fly a suggested new (emergency) procedure set, or in the
alternative to accept each item from said new procedure set in
seriatim;
[0017] FIG. 4A is a top plan view of a continuously updated pilot
display of an embodiment of the present invention illustrating
areas of landing (ditching) opportunities (target radius) available
upon a particular condition, wherein the pilot may operatively
select to accept and fly a suggested new (emergency) procedure set,
or in the alternative to accept each item from said new procedure
set in seriatim;
[0018] FIG. 4B is a diagram explaining generally how wind speed and
direction may affect the target radius of available alternative
landing sites reachable by a given aircraft under undesirable
conditions;
[0019] FIG. 5 is a highly diagrammatic perspective view of an
emergency condition (engine failure at takeoff) forced landing
(straight ahead) procedure overview (display) with an associated
queue wherein an embodiment of the present invention suggests a
risk profile accessed emergency procedure set providing a return to
airport (re-land) procedure;
[0020] FIG. 6 is a highly diagrammatic perspective view of an
emergency condition (engine failure at takeoff) ditching procedure
overview with an associated queue wherein an embodiment of the
present invention suggests a risk profile accessed emergency
procedure set (the procedure set being dependent on the specific
nature of the engine failure) providing a best safe landing
(ditching) opportunity procedure;
[0021] FIG. 7 is an environmental drawing of alternate landing site
(ALS database, and subscription of an embodiment of the flight
assistant of the present invention;
[0022] FIGS. 8A, 8B, 8C, 8D, and 8E are flow diagrams for presently
preferred embodiments of operations of various aspects of the
present invention;
[0023] FIGS. 9A and 9B are a diagrammatic plan elevation and plan
of a flight plan of an embodiment of the present invention from and
to an airport illustrating unusual condition detection and
reporting;
[0024] FIG. 10 is a perspective cockpit view of an embodiment of
the present invention with a HUD (Heads Up Display) illustrating a
suggested landing site selected by a system of the present
invention (at least partially on aircraft and pilot performance,
position, configuration, propulsion, traffic, weather, terrain,
cabin environment, ground resources (services)), and preselected
risk profile hierarchy;
[0025] FIG. 11 is a perspective cockpit view of an embodiment of
the present invention with a HUD (Heads Up Display) illustrating a
suggested landing site selected by a system of the present
invention at least partially on aircraft and pilot performance,
position, configuration, propulsion, traffic, weather, terrain,
cabin environment, ground resources (services), and a preselected
risk profile hierarchy;
[0026] FIG. 12 is a highly diagrammatic perspective view of an
emergency condition (medical divert) landing procedure overview
with an associated queue wherein an embodiment of the present
invention suggests a risk profile accessed emergency procedure set
providing a landing procedure at an airport with suitable nearby
medical facilities;
[0027] FIG. 13 is a highly diagrammatic perspective view of a
landing procedure overview with an associated queue wherein an
embodiment of the present invention suggests a risk profile
accessed emergency procedure set providing for safe departure from
the North Atlantic track route system and emergency landing at
suitable nearby airports;
[0028] FIG. 14 is a highly diagrammatic perspective view of an
emergency condition (pressurization emergency) forced landing
procedure overview with an associated queue wherein an embodiment
of the present invention suggests a risk profile accessed emergency
procedure set providing for immediate descent to safe altitude and
landing at the nearest available airport;
[0029] FIG. 15 is a pilot view of an onboard display unit wherein
an embodiment of the present invention displays navigational
information related to a final approach and landing;
[0030] FIG. 16 is a highly diagrammatic top plan view of emergency
condition landing procedure overview with an associated queue
wherein an embodiment of the present invention suggests a risk
profile accessed emergency procedure set providing a landing
procedure at a nearby airport;
[0031] FIG. 17A is a pilot view of an onboard display unit in an
emergency condition (engine out) diversion procedure overview with
an associated queue wherein an embodiment of the present invention
suggests a hierarchy of risk profile accessed emergency procedure
sets providing for best safe landing opportunity procedures at
suitable emergency landing sites;
[0032] FIG. 17B is a pilot view of an onboard display unit in an
emergency condition (single engine) diversion procedure overview
with an associated queue wherein an embodiment of the present
invention suggests a hierarchy of risk profile accessed emergency
procedure sets providing for best safe landing opportunity
procedure at suitable emergency landing sites, and the pilot may
operatively select to accept and fly a suggested new (emergency)
procedure set, or in the alternative to accept each item from said
new procedure set in seriatim;
[0033] FIG. 18 is a tabular representation of data inputs utilized
by an embodiment of the present invention to generate procedure
sets, and actions related to the generation of procedure sets and
to the outcomes of those procedure sets;
[0034] FIG. 19A is a pilot view of an onboard display unit wherein
an embodiment of the present invention displays the initial flight
plan and illustrates initial areas for landing (ditching)
opportunities (target radii) available upon a particular
condition;
[0035] FIG. 19B is a highly diagrammatic perspective view of an
emergency condition diversion and landing procedure overview with
an associated queue wherein an embodiment of the present invention
suggests a hierarchy of risk profile accessed emergency procedure
sets (the precise procedure set/s, and the hierarchical weight of
each set, being dependent on the specific nature of the emergency)
providing a best safe landing (ditching) opportunity procedure;
[0036] FIG. 20 is a highly diagrammatic top plan view of an
emergency condition (engine failure at takeoff) overview with an
associated queue wherein an embodiment of the present invention
suggests a hierarchy of risk profile accessed emergency procedure
sets providing a best safe landing (ditching) opportunity
procedure;
[0037] FIG. 21 is a highly diagrammatic top plan view of an
emergency condition (engine failure at takeoff) overview with an
associated queue wherein an embodiment of the present invention
suggests a hierarchy of risk profile accessed emergency procedure
sets providing a best safe landing (ditching) opportunity
procedure;
[0038] FIG. 22 is a highly diagrammatic top plan view of an
emergency condition (engine failure at initial climb) overview with
an associated display queue wherein an embodiment of the present
invention suggests a hierarchy of risk profile accessed emergency
procedure sets providing a return to airport (re-land) opportunity
procedure;
[0039] FIG. 23 is a highly diagrammatic top plan view of an
embodiment of the present invention illustrating areas of landing
(ditching) opportunities (target radius) available upon a
particular condition, wherein the pilot may operatively select to
accept and fly a suggested new (emergency) procedure set, or in the
alternative to accept each item from said new procedure set in
seriatim;
[0040] FIG. 24 is a diagram illustrating angle of attack and
rotational axes;
[0041] FIG. 25 is a graph illustrating surface and aloft winds at
selected altitudes along a flight plan; and
[0042] FIG. 26 is a table illustrating available services at
various airports.
DETAILED DESCRIPTION
[0043] In the following detailed description, embodiments are
described in sufficient detail to enable those skilled in the art
to practice the invention. It is understood that other embodiments
may be utilized without departing from the scope of the present
invention. The following detailed description should therefore not
be taken as limiting in any way the scope of the present
invention.
[0044] Features of the present invention in its various embodiments
are exemplified by the following descriptions with reference to the
accompanying drawings. These drawings depict only selected
embodiments of the invention, and should not be considered to limit
its scope in any way. The present invention may be described with
further detail and specificity through use of these drawings.
[0045] The present invention relates to a system and apparatus for
monitoring and processing a plurality of flight parameters in order
to minimize workload and stress on a pilot due to unexpected
(undesired) conditions. The apparatus includes a database of
information from which is extracted a dataset that is static
relative to any given flight at the point of departure (a "flight"
referring to a set whose elements are: an aircraft; one or more
pilots; an initial, unexecuted flight plan; and enroute flight path
conditions, both dynamic and static. In operation, the system
continually processes dataset components in concert with dynamic
data relative to a particular point along the flight path,
including: the aircraft's position, heading, and airspeed; its
performance relative to benchmark values as determined by the
aircraft's flight envelope and flight plan; and current cabin,
flight, and engine conditions (including emergency states that
might require an unscheduled landing). Additionally, a preferred
embodiment determines the availability of airports or other
alternative landing sites (including fields, roads, and bodies of
water) within the aircraft's range at that moment, as well as
current conditions at those landing sites (such as available
services, weather, wind, terrain, obstacles, or ground traffic). An
embodiment of an apparatus of the present invention may then
continually ascertain and display options for any given point and
suggest a procedure executable by the pilot or autopilot system
providing for an emergency landing at an alternative landing site
(including any necessary course changes or aircraft
reconfiguration).
[0046] In addition, the system may note any significant deviations
in the aircraft's performance (relative to its performance envelope
and expected performance at a particular point on a flight plan
profile), which might result from inappropriate configuration (of
landing gear, flaps, or the like). Generally an aircraft may be
configured for taxi, takeoff, climb, cruise, descent, approach,
landing, or penetrating turbulent air. If an aircraft is
inappropriately configured for a particular segment of flight, the
present invention may notify the pilot/crew and suggest a
configuration correction, such as lowering landing gear or
adjusting flaps, and the like such that the aircraft may be
correctly configured for the desired flight segment. The suggestion
may be generic, e.g., "CHECK CONFIGURATION: ______ AIR SPEED ______
GRADIENT ______ HEADING EXPECTED". Additionally, in further
embodiments the system and apparatus may provide a detailed or
specific suggestion, e.g., "CHECK GEAR/FLAPS", "CHECK AIRPSPEED",
"CHECK PITOT/STATIC", "CHECK PITCH ANGLE" and the like.
[0047] FIG. 1 depicts an aircraft 200 in flight; the system has
plotted a path and corresponding emergency procedure set 202 to
approach and land on a nearby ALS consisting of an airport runway
208, accounting for obstacles (i.e., natural and manmade) in the
flight path (vicinity) and wind conditions on descent and at the
landing site. In addition to navigating to the best available ALS,
procedure set 202 preferably provides (when possible) for aligning
aircraft 200's pitch angle for best possible glide speed,
configuring aircraft 200 for landing, and the like. Procedure set
202 also provides (when possible) for a landing into wind relative
to aircraft 200's approach, thereby reducing the landing speed and
required landing distance. FIG. 1 also illustrates operation of an
embodiment of the present invention where the apparatus of the
present invention has identified an opportunity gate 210 for
aircraft 200 final approach 204 and targeted touchdown point 212 on
runway preferred touchdown zone nearest aircraft 200 (system effort
to maximize safety).
[0048] FIG. 2 is a diagrammatic representation of the environment
of an embodiment of the present invention, including both hardware
components of the apparatus and data components used by the system.
For a given aircraft, the dataset includes information about its
specifications, e.g., size, empty weight, engine(s) operational
parameters, fuel capacity and consumption characteristics, flight
configuration performance characteristics, and general performance
envelope 506 plus derivative data (e.g., the runway length required
for a normal landing and the suitability of various landing
surfaces). In a currently preferred embodiment, all or
substantially all of the information in the Pilot's Operating
Handbook (POH, -1, or Flight Manual) may be included (e.g., all
performance data and emergency procedures).
[0049] For a given pilot (aircraft, leg), the dataset may include
general information such as pilot experience level (such as the
pilot's flight time for any given aircraft) and past performance
534, as well as specific and derivative flight performance data. In
operation a preferred embodiment of the present invention may
continuously ascertain current position relative to an expected
position (per the flight plan or previous leg/segment position) and
determine whether a reportable problem exists. An apparatus of the
present invention may be selectably programmed with a range of
operational values (via a menu or the like to a user/operator set
of parameters) for each operational segment. Ideally, takeoff and
landing segments may have tighter (tighter/narrower more
periodically detected values) so a pilot/crew may more quickly be
alerted to deviations.
[0050] In a preferred embodiment the invention may, for example,
monitor previous traffic and arrival/departure information to
improve accuracy (of operation of the present invention). For
example (selectably per the user/operator) on a flight plan to
KSTL/St. Louis the system may detect that landing traffic (from the
North) is now landing on runway 11 via the AARCH ONE arrival
(rather than on runway 30 via the QBALL EIGHT arrival) due to a
wind shift or the like. Within the constraints of this changed
condition, the system may alert the crew to a heading deviation
consistent with the new AARCH path. Additionally, satellite (or the
like) data over a period of intervals, or road traffic
applications, may be utilized by an embodiment of the present
invention to ascertain the relative risk associated with a
potential ALS (field, e.g., growing crop, plowed, row direction; or
road, e.g., slope, width, and current or predicted level of
traffic).
[0051] For a given flight plan 502, the dataset may include the
initial flight path and related information (including information
derived by the present invention). This may include, for example,
terrain 520, including both topographic features and manmade
obstructions) along the path; nearby airports along the path
suitable for landing 524 and their navigation/communication
frequencies; and any services near those airports (parts/repair,
fuel, hospitals, currently available accommodations and/or
transportation). Derivative data may include risk ranked ALS along
or near the initial path, along with surface (typical/predicted),
gradient, elevation, obstacles, and other information relevant to
an attempted approach and landing 512. Alternative landing sites
may include open fields of sufficient dimension for the aircraft,
paved surfaces such as highways or parking lots, or bodies of
water.
[0052] In-flight, the system may monitor dynamic values for any
given point along the flight path, including: the aircraft's
current position 510; its airspeed, heading, and altitude above sea
level; atmospheric conditions such as air pressure/temperature and
wind speed/direction 522; cabin conditions 508; flight controls and
settings 514; and propulsion system conditions 518. The system may
also monitor information available via data link, including: local
air and ground traffic for a given position 516; current and
forecast weather along the initial path 504; and conditions at any
nearby ALS where available. Some embodiments may also monitor
biometric information about the pilot and/or crew 530, including:
brain activity; breathing and heart rate; reaction times (and
changes thereto); signs of nervousness or drowsiness; or other
vital signs. In such an embodiment of the present invention,
collected biometric information may be utilized to ascertain
acceptable (obtainable) ALS.
[0053] The system bus 532 connects the various components
responsible for the collection of these diverse data points to the
processor 800 and comparator 540 for data processing. A display
unit 700 with user interface 550 displays pertinent information and
processing output to the pilot, while at the same time allowing for
pilot input to reflect a change in conditions (for example,
declaring an emergency state [pan, pan; mayday, mayday]) that in
turn would change system parameters. An apparatus of a preferred
embodiment may include a user selectable switch for selectively
activating or selecting an emergency protocol (for a particular
situation/condition within a segment [R.sub.l, R.sub.P1, or
R.sub.P2]). R.sub.l for land immediately (or e.g., eject, activate
airframe parachute); R.sub.P1 for land as soon as possible; and
R.sub.P2 for land as soon a practicable.
[0054] In a presently preferred embodiment, the system may
continually evaluate both dataset components and dynamic values to
determine the best available ALS, or a weighted hierarchy of
alternatives (if more than one exists). The system may initially
select sites from those nearby landing sites provided by the
dataset. The system may consider additional sites suitable for a
given aircraft (but more distant from the initial flight plan) if
those sites fall within a predetermined range of the aircraft's
current position (i.e., the target radius) or an emergency state is
declared.
[0055] For any given set of more than one ALS, the system may
assign a weighted value to each individual ALS, corresponding to
that site's suitability for landing based on available current
(anticipated at arrival time) conditions. This assignment may
account for a variety of factors including: (1) the site's distance
from current position; 2) atmospheric conditions at current
position and at the ALS (if available or derivable); (3) ground
terrain at the ALS, including surface composition and the presence
of nearby trees, brush, vegetation, or other obstacles; (4) the
presence of hospital, security, repair, or other facilities near
the ALS; and (5) the difficulty of navigating to and landing at the
ALS for a pilot of given skill (current performance) and experience
level.
[0056] This assignment, and the resulting best ALS or hierarchy
thereof, may continually refresh as conditions and contributing
factors change. The results of this assignment may be available for
display to the pilot, refreshing as system results update.
[0057] The system may plot an optimal path to each identified ALS.
This path may be represented by a set of points in three dimensions
comprising a navigable path from the aircraft's current position to
a ground-level touchdown point at the ALS. In plotting these paths,
the system may incorporate aviation rules and best practices (e.g.,
landing into headwinds where possible to minimize landing speed,
maintaining safe distances from neighboring air (ground) traffic,
setting a touchdown point that maximizes the available landing
surface). The system may continually revise paths as the hierarchy
of potential landing sites (as well as the aircraft's precise
position along its flight path) changes.
[0058] FIG. 3 depicts aircraft 200 in an engine-out state, in need
of immediate landing. Without allowing for wind, the system uses
target radius 214 (reflecting an immediate need to land) in order
to determine the best available ALS at runway 208a, here the site
nearest aircraft 200's position. The system then plots emergency
course 202a to opportunity gate 110a and landing on runway 208a. As
a substantial wind may affect aircraft 200's glide capability in an
engine-out state, it may also affect the system's choice of best
available ALS. Here the presence of wind over aircraft 200's port
side (100 kts) flattens the circular target radius into an ellipse
216, and runway 208b is selected as the best available ALS despite
its greater physical distance from aircraft 200's position. The
system then plots paths along 202b, 202c to opportunity gates 110b
or 110c for landing at runway 208b.
[0059] FIG. 4A depicts aircraft 200 and potential alternative
landing sites 208(P2), 208(P1), and 208i. If an emergency state is
declared, the system parameters for determining the best available
ALS may change. Target radius 218 represents a need to land as soon
as practicable (considering any available services within a broad
radius), while radius 220 reflects a more pressing need if aircraft
200 is in single-engine state (i.e., one of aircraft 200's two
engines has failed) to land as soon as possible (e.g., first safe
opportunity depending on VFR). While one landing site 208(P2)) may
be an airport runway, if aircraft 200 is in a single-engine state
it may lose priority as an ALS to closer landing sites 208(P1) and
208i). The presence of hospital 222 adjacent to 208(P1) means that
if aircraft 200 is in a medical-emergency state, 208(P1) may gain
priority as an ALS due to nearby facilities. Finally, if aircraft
200 is in an engine-out state (all engines have failed), the
system's land-immediately target radius 214 is narrower still.
Landing site 208i, situated inside target radius 214, may maintain
priority as an ALS.
[0060] FIG. 4B explains generally how wind speed and direction may
affect the range of an aircraft experiencing engine failure, and
consequently the shape of the target range used to select best
available landing sites. A slight wind over aircraft 200's
starboard side elongates aircraft 200's target radii 214, 220, 218
slightly on that side.
TABLE-US-00001 Condition Indicator Possible Scenario Radius Land
immediately R.sub.I Dead Stick 214 Land as soon as possible
R.sub.P1 Single Engine 220 Land as soon as practicable R.sub.P2
Medical Emergency 218
[0061] The present invention may display landing opportunities
within ranges (R.sub.l, R.sub.P1, R.sub.P2) as circles (ellipses)
on an aircraft's Multi-Function Display (MFD) or the like.
Additionally, ALS suitability may be represented and displayed by
color-coded icons (green, yellow, orange, red, or the like). The
display range at which this and other information is presented may
be user or system selected. In operation, an MFD (HUD or the like)
serves to display information when the selected (user or system)
range makes various classes (types) of information relevant. For
example, in an effort to reduce clutter on moving map displays and
the like, detailed surrounding terrain is displayed depending on
altitude, airspeed, glide range, and distance (e.g., 20 NM). To
reduce clutter traffic information may nominally be displayed at
ranges between five and ten NM. Weather (and the like) is generally
displayed at ranges of 200 NM and less.
[0062] Approach courses, and the corresponding target windows
projected by the HUD, may vary depending on the specific emergency
state. FIG. 5 depicts aircraft 200 experiencing engine failure
after takeoff from runway 208. The system has selected a nearby
open field as the best available ALS. Aircraft 200's glide slope
and speed may vary depending on whether its emergency state is
single-engine 210b), aux-engine 210c), or engine-out 210a), and the
optimal approach course (and corresponding opportunity gates) may
vary accordingly. If aircraft 200 is in an engine-out state, for
example, its glide slope may be steeper and its corresponding
opportunity gate 210a) higher relative to the final touchdown
point.
[0063] FIG. 6 depicts aircraft 200 experiencing engine failure
immediately after takeoff from originating airport 224. The system
is directing aircraft 200 along emergency course 202, and preparing
to ditch in a nearby river 226a (section 226b, being unreachable by
aircraft 200, is unsuitable for ditching). Again, the aircraft's
specific engine emergency (engine-out/210a, single-engine/210b,
aux-engine/210c) may determine its glide slope and speed, and its
precise approach and corresponding opportunity gate 210a, 210b,
210c) toward touchdown point 212 may vary accordingly.
[0064] FIG. 7 depicts an onboard display unit 700, which shows an
aircraft in-flight from KSLN/Salina to KDEN/Denver to KSUX/Sioux
City to KMSP/Minneapolis-Saint Paul per its initial flight plan
(not over KMCK). Onboard display unit 700 also displays initial
target radii calculated by the system for immediate landing 222,
landing as soon as possible 220, and landing as soon as practicable
218, as well as a no-wind opportunity radius 214.
[0065] The system may record all data generated in-flight in memory
storage. Flight data is streamed (or batch loaded) for
incorporation into a database of the present invention for
auxiliary purposes (e.g., comparison of a current flight to
previous flights in order to predict and/or detect unusual
conditions).
[0066] At least two primary embodiments of the present invention
may be delineated in operation by the means utilized to determine
the existence of an unusual condition. Where data is available from
existing aircraft systems, such as position, airspeeds, flight
control positions, attitude and angle of attack, propulsion and
cabin condition, that data may be utilized by the present invention
via the bus 532 (FIG. 2) to assist an apparatus of the present
invention in ascertaining status and/or an unusual condition. For
example, an ARINC 429, MIL-STD-1553, UNILINK, or like avionics data
bus protocol may be utilized by the present invention. Likewise, an
embodiment of the present invention may sufficiently derive the
necessary information from limited available data. For example, an
aircraft equipped with a GPS or other navigation system (inertial
guidance, VOR, RNAV, LORAN, and/or ADF or the like) may be
sufficient. Likewise, an embodiment of the present invention may
include a GPS. In operation such an embodiment receiving
continually refreshed GPS data related to the aircraft's position
inflight may derive from those data further information related to
the aircraft's airspeed, heading, attitude, rate of climb or
descent, configuration, propulsion, or cabin conditions, and
thereby assist an apparatus of the present invention in
ascertaining status and/or an unusual condition.
[0067] For example, the present invention may interpret the
aircraft 200's GPS coordinates as placing the aircraft (for any
unique time T.sub.x) at a point P.sub.x of coordinates (X.sub.x,
Y.sub.x, Z.sub.x), where X.sub.x and Y.sub.x correspond to that
point's latitude and longitude, and Z.sub.x to its altitude above
mean sea level (MSL) and ground level (AGL). The present invention
may then interpret the point of takeoff as (X.sub.0, Y.sub.0,
Z.sub.0) at time T.sub.0, where X.sub.0 and Y.sub.0 represent the
latitude and longitude of the current flight's origin point and
Z.sub.0 (relative to the ground at the point of takeoff) is zero.
The present invention may then interpret subsequent GPS data as
representing a series of points
{P.sub.0(X.sub.0,Y.sub.0,Z.sub.0), . . . ,
P.sub.n(X.sub.n,Y.sub.n,Z.sub.n), P.sub.n+1(X.sub.n+1, Y.sub.n+1,
Z.sub.n+1), . . . , P.sub.L(X.sub.L,Y.sub.L,Z.sub.L)} along the
aircraft's flight path, from liftoff at P.sub.0 to touchdown at
P.sub.L. For any two such points P.sub.a (X.sub.a, Y.sub.a,
Z.sub.a) and P.sub.b (X.sub.b, Y.sub.b, Z.sub.b), the present
invention may easily derive the total distance d traveled relative
to the ground (over the time interval T.sub.a to T.sub.b) as
cos - 1 ( sin x b sin x a + cos x b cos x a cos ( x b - x a ) ) ,
or ##EQU00001## 2 sin - 1 ( sin x b - x a 2 ) 2 + cos x a cos x b (
sin y b - y a 2 ) 2 , ##EQU00001.2##
the initial course from P.sub.a to P.sub.b (of distance d) as
{ sin ( y b - y a ) < 0 : cos - 1 ( sin x b - sin x a ) cos d
sin d cos x a else : 2 .pi. - cos - 1 ( sin x b - sin x a ) cos d
sin d cos x a , ##EQU00002##
and the rate of climb or descent over the time interval as:
( Z b - Z a ) ( T b - T a ) ##EQU00003##
The present invention may also derive information related to the
aircraft's airspeed, allowing for variances in wind speed and
atmospheric pressure. For the aircraft's takeoff and initial climb,
beginning at liftoff {P.sub.0(X.sub.0, Y.sub.0, Z.sub.0), time
T.sub.0}, and concluding when the aircraft reaches
{P.sub.C(X.sub.C, Y.sub.C, Z.sub.C), time T.sub.C}, the aircraft
reaches cruising altitude Z.sub.C, climbing at an average rate
of
( Z c - Z 0 ) ( T c - T 0 ) ##EQU00004##
and traveling a distance (relative to the ground) of
cos.sup.-1(sin x.sub.c sin x.sub.0+cos x.sub.c cos x.sub.0
cos(x.sub.c-x.sub.0))
while climbing. The present invention may also, for example, derive
the aircraft's angle of climb as:
tan - 1 Z c - Z 0 cos - 1 ( sin x c sin x 0 + cos x c cos x 0 cos (
x c - x 0 ) ) ##EQU00005##
[0068] A preferred embodiment of the present invention may
ascertain the existence of an unusual condition by comparing
available data related to the aircraft's performance in-flight
(e.g., its position, altitude, airspeed, attitude, heading, rate of
climb/descent) to performance norms (ideals) stored in an onboard
dataset. Data sources from which these performance norms may be
derived include the pilot's past performance history while flying
the current route or under similar flight conditions, the
aircraft's expected performance along a given flight plan or under
similar flight conditions, or optimal performance conditions for a
given aircraft at any point within a given flight plan (and/or
flight segment).
[0069] Likewise, an embodiment of the present invention may note as
an unusual condition any deviation of a particular performance
factor, or set of factors, from performance norms and respond to a
detected (ascertained) unusual condition according to one or more
user selectable protocols (depending on the nature and severity of
the condition). However, the precise course of action recommended
by the present invention in response to an unusual condition may
vary depending on the specific phase of flight in which the
condition occurs (including taxi, takeoff, initial climb, cruise,
descent, approach landing, and weather avoidance). Similarly,
depending on the specific phase of flight in which a deviation from
performance norms occur, the present invention may account for a
broader or narrower deviation from performance norms in determining
whether a deviation represents a routine event (associated with a
configuration fix or procedure set that can be communicated to the
pilot or autopilot system) or an unusual condition (including a
potential emergency requiring diversion from the initial flight
plan). For example, a deviation of two percent from expected
cruising altitude may not be interpreted as an unusual condition
(requiring only continued observation at that time, with possible
action taken if the deviation persists or increases) while a
similar deviation in altitude during the initial climb phase
(approach or landing) may be interpreted as an unusual condition
potentially requiring correction (and brought to the pilot's
attention). Similarly, a preferred embodiment of the present
invention may ascertain whether an unusual condition is a reroute,
minor deviation, a configuration error, or a more serious problem
(a potential emergency). The range of acceptable deviations from,
for example, an idealized, expected norm, may be user/operator
selectable and may vary by flight segment (and/or airspeed and
altitude). Generally, in a preferred embodiment, tighter ranges (of
acceptable values) are utilized the closer the aircraft is to the
ground, other aircraft, or weather and the like.
[0070] For example, an embodiment of the present invention may
identify a significant loss of airspeed inflight that may in turn
indicate a partial or total failure of the propulsion system. If
this loss of airspeed occurs at cruise, the present invention may
suggest reconfiguration of the aircraft as a remedy, e.g.,
correction of improper use of flaps, power setting, and or angle of
attack. If the loss of airspeed is not remedied by reconfiguration,
the present invention may then suggest other courses of action. In
the alternative, immediately after takeoff the present invention
may interpret a significant loss of airspeed as an emergency or a
potential emergency. Based on a variety of factors (including but
not limited to the aircraft's altitude, the availability of
alternative landing sites, and wind conditions), the present
invention may then suggest an emergency landing, advising the pilot
as to possible emergency procedure sets (turning in excess of
180.degree. to land at the originating airport, gliding forward to
an alternative airport, or touching down at some nearby alternative
site suitable for landing) and the relative risk of each course of
action.
[0071] In addition, embodiments of the present invention may track,
collect and transmit data according to an established set of
requirements. Such requirements may include a Flight Operations
Quality Assurance (FOQA) program and the like. Such requirements
may track operational data over time and transmit data to a central
operational facility for follow on analysis. Future training or
future simulator scenarios may be based on such analysis. Further,
pilot specific data may be recorded for future pilot specific
training. For example, should a specific pilot maintain a
consistent set of errors over time, the systems of the present
invention may create a training scenario for the specific pilot
based on the consistent set of errors.
[0072] FIG. 8A depicts the underlying process by which, under
routine flight conditions, the system of a preferred embodiment of
the present invention may continually collect position data at
selectable time intervals. Based on this information, the system
may develop a continually refreshing hierarchy of the best
available landing sites. FIG. 8B depicts the subroutine by which
the system creates the ALS hierarchy, augmenting via ground-to-air
data link the information previously downloaded from the onboard
dataset (which may include terrain, traffic, and service
information about airports and other alternative landing sites
along the flight path). When this information is current, the
system may then evaluate and rank available landing sites within a
given radius, storing the results and displaying them to the pilot
via display unit 700.
[0073] While this subroutine continually runs, the comparator 540
may also continuously assess incoming and derived flight data
(which may include information about the aircraft's position,
altitude, airspeed, attitude, etc.) in comparison to data patterns
in the onboard dataset. These data patterns represent performance
norms and may include expected data points relative to the history
of a particular flight plan or leg, and the pilot's past
performance on the current or similar routes. If a deviation from
performance norms is detected or ascertained, the system may assess
whether the deviation is sufficient to constitute an unusual
condition. If an unusual condition exists, the system may notify
the pilot via display unit 700, and may then further assess whether
the unusual condition is associated with a configuration error
(change) or, in the alternative, an emergency profile. If there is
a configuration change associated with the deviation, the system
will suggest the appropriate correction to the pilot via the
display unit 700, or communicate the necessary changes to the
autopilot system if it is currently active.
[0074] If there is no appropriate configuration correction (trouble
solution or fix) to address the current deviation, the system may
notify the pilot via the display unit 700, either recommending the
activation of R.sub.P2 land-when-practicable status or activating
that status through the autopilot system. The system may then
compare current flight data with emergency profiles stored in the
onboard dataset in order to determine if the current deviation from
performance norms is indicative of an emergency or potential
emergency. FIG. 8C depicts data components included in an emergency
profile by a preferred embodiment of the present invention. Certain
conditions, e.g., a rapid descent or significant loss of speed at
climb or descent, may be associated with a particular emergency
profile such as an engine failure. The magnitude of the deviation
(e.g., a 25 percent vs. 50 percent loss of speed at initial climb)
may inform the system of the severity of the emergency, and the
system may set the corresponding target radius accordingly
(R.sub.P2, R.sub.P1, or R.sub.l) depending on urgency. The system
may then adjust landing site priorities depending on the specific
emergency, prioritizing medical, security, or other services in
addition to the size of the target radius and feeding these new
priorities to the ALS search routine (FIG. 8B). Finally, the system
may load checklists and emergency procedure sets associated with
the particular emergency, displaying them to the pilot via the
display unit 700 for execution or sending them to the autopilot
system for execution in the event of a diversion. The pilot may
also activate an emergency state manually through the system
interface 550.
[0075] When an emergency state is active, the pilot may be
presented with current ALS information pertinent to the current
emergency, displayed via the display unit 700. The pilot may then
divert to an ALS. FIG. 8D depicts the information that may be
displayed to the pilot via the display unit 700 when an emergency
state is active and a diversion is imminent. For every viable ALS
identified by the system, the system may associate with that ALS a
calculated path in three dimensions to that ALS, as well as a set
of emergency procedures necessary to effect a landing there. The
pilot may choose to divert automatically, in which case the
autopilot system will execute the associated emergency procedure
set. In the alternative, the pilot may choose to execute a manual
diversion to a particular ALS. In this case, the display unit 700
will display the associated emergency procedure sets and checklists
for the pilot to execute in seriatim.
[0076] FIG. 8E depicts the data components of the main database and
associated onboard dataset utilized by a preferred embodiment of
the present invention. The database may contain information
specific to pilots, aircraft and aircraft types, flight plans and
legs, and selectable parameters for the system of the present
invention. Prior to flight, the pilot may download from the main
database information related to the pilot's history and past
performance, the specifications and expected performance of his/her
aircraft and aircraft type, the expected flight plan (including a
history of expected performance associated with that particular
flight plan or leg), and system parameters that may be selectable
by the pilot or determined by a commercial carrier (including
emergency procedure sets, system sensitivity settings and
associated flight stages, rules and policies, and best practices).
Parameters used by the system of the present invention may be
scalable depending on aircraft categorization.
[0077] Aircraft are most typically categorized by weight and
mission. For the purposes of an embodiment of the present invention
aircraft may be categorized as: (1) general aviation
(small<12,500 lbs and large>12,500 lbs); 2) commercial
transport aircraft; or (3) military aircraft. Small general
aviation aircraft tend to be low flying (non-pressurized) and have
little excessive reserve performance. Commonly they are
single-engine piston powered with only nominal performance reserve
during all but taxi, descent, approach and landing flight segments.
For this reason a reduction in or loss of propulsion is always an
emergency (R.sub.l). Larger general aviation aircraft tend to be
pressurized and may have multiple turbine engines. Thus, larger
general aviation aircraft are operated at significantly higher
altitudes. Upon a loss of or reduction in propulsion, larger
general aviation aircraft have an increased gliding distance and
generally some propulsion. Thus, the loss of an engine generally
requires descent and landing (R.sub.P1). Commercial transport
aircraft are certified under different standards and have required
performance criteria making the continuation of a flight after the
loss of an engine safer and less time critical (R.sub.P2).
[0078] Military aircraft are generally designed to operate in
extreme conditions at the boundaries of a broad flight envelope. In
a hostile operating theater a damaged or failing aircraft may have
few readily discernable options. In an operation of a military
embodiment of the present invention, the apparatus may analyze
aircraft and pilot performance in a threat theater and offer ALS
risk analysis based upon identified options. For example, a wounded
crew member, less than optimally performing pilot, a damaged
aircraft, in an environment containing multiple threats (ground
and/or air) will be greatly assisted by an embodiment of the
present invention. As an embodiment of the present invention is
notified of threat location and movement, aircraft and crew
performance, mission plan, mission capabilities (changed or
deteriorating), and position information, it may continuously
display or point to a risk assessed option or set of options (e.g.,
mission abort, divert, egress direction). In highly critical
situations an embodiment of the present invention may selectively
execute a mission abort or selectively execute a return to base
(RTB) where the crew is unresponsive. Additionally, such an
embodiment of the present invention may be configured to transfer
control of the aircraft to itself or ground (or wing) based
control.
[0079] FIG. 10 depicts aircraft 200 making an emergency landing in
a suburban area. The system has selected field 228 (a relatively
open area whose location allows the pilot to land into the wind) as
the best available ALS, and the pilot has executed to divert. The
projected window 210 represents the pilot's opportunity gate,
assisting in targeting the near end of the ALS in order to maximize
the available emergency landing space.
[0080] FIG. 11 depicts aircraft 200 continuing to land in the
suburban area. The system has selected an ALS (consisting of an
open area, relatively free of obstacles, with favorable winds) and
identified an emergency touchdown point; the pilot has diverted to
that ALS. Projected window 210 serves to assist the pilot in
touching down in such a way as to maximize the available treeless
area for landing.
[0081] FIG. 12 depicts aircraft 200 in a medical-emergency state.
After executing a divert from flight plan 240 to emergency course
202, aircraft 200 navigates to opportunity gate 210 to begin its
final approach and land on runway 208, the best available ALS. In
addition to runway 208, the system has evaluated nearby river 226
as a potential ALS. However, due to the fact that the medical
emergency may require an R.sub.P2 profile, river 226 may display on
a lower level of the hierarchy. Note the presence of hospital
facilities in close proximity to runway 208, and that aircraft
200's course enables landing into a headwind.
[0082] FIG. 13 depicts aircraft 200 inflight eastbound over the
North Atlantic Ocean, along flight plan 240. In order to ensure
aircraft separation in an area with high traffic and sporadic radar
coverage, air traffic is directed along well-known parallel tracks
102a, 102b, and 102c, here depicted as 30 NM apart). Should
aircraft 200 divert north to an ALS on island 230a, or south to an
ALS on island 230b, the system may plot a course 202b, 202c) that
first directs aircraft 200 parallel to track routes, maintaining a
maximum distance of 15 NM from either adjacent track. Then, the
system will allow aircraft 200 to exit the track system at an
altitude safely below other aircraft.
[0083] FIG. 14 depicts aircraft 200 in a pressure-emergency state,
at cruising altitude (FL380="flight level 380".apprxeq.pressure
altitude 38,000 ft) over mountainous terrain. In the event of a
pressurization failure, aircraft 200 executes a diversion from
initial flight plan 240. Aircraft 200's emergency path takes it
through a mountain pass at FL160 (flight level 160.apprxeq.16,000
ft, 202a). Once clear of mountainous terrain, aircraft 200 descends
along path 202b to FL100 (flight level 100.apprxeq.10,000 ft,
202b), at which altitude lack of pressure is no longer an immediate
danger. Aircraft 200's emergency course then proceeds downwind
202c) to opportunity gate 210 for final approach and emergency
landing on ALS 208, an airport runway.
[0084] FIG. 15 depicts RNAV navigational display information to
aircraft 200 on approach to KMLE/Millard Airport, including
navigational beacons and waypoints and nearby obstacles (and their
elevations). Waypoint NIMMU serves as the initial approach fix 232
and opportunity gate 210 for final approach to land at KMLE Runway
12 208. Should aircraft 200 fly toward initial approach fix 232 in
an incorrect configuration, the system may alert the pilot via
display unit 700 of a suggested configuration change.
[0085] FIG. 16 depicts aircraft 200 diverting from its initial
flight plan 240 to emergency path 202 (and executing the associated
emergency procedure set). Emergency path 202 includes opportunity
gate 210, which may also represent an initial approach fix 232 for
final approach 204 to landing on runway 208; emergency path 202
provides for an obtainable (safe and desirable) touchdown point 212
on the portion of runway 208 nearest the position of aircraft 200
(in order to maximize available landing space).
[0086] In some embodiments of the present invention the pilot may,
under emergency conditions, "divert" to a particular ALS by
selecting the colored indicator displayed next to that ALS.
Diverting to an ALS has several consequences. First, ground control
may be immediately alerted of the diversion and of the pilot's
intentions. Second, the pilot (or autopilot system, if active) may
be directed to the selected ALS along the emergency course plotted
by the system. Third, when the aircraft approaches the landing
site, the heads-up display may project a virtual "window". This
window may provide the pilot with a quick visual reference to use
in approaching what may be an unfamiliar or unmarked site, and in
targeting a touchdown point selected by the system to maximize the
chance of a safe and normal landing. In the alternative, the system
may suggest emergency procedures to the pilot, who may then accept
and execute them in seriatim.
[0087] FIG. 17A and FIG. 17B depict embodiments of the present
invention displaying onscreen divert options available to a pilot
who has declared an inflight emergency state. The aircraft in FIG.
17A has declared an engine-out state over eastern Nebraska. Three
potential alternative landing sites are indicated along with their
distance, heading, and suitability status: a grass field, 234a
(rated "green", 236a); a nearby road, 234b (rated "yellow", 236b);
and KOFF/Offutt AFB, 234c (rated "red", 236c). The aircraft in FIG.
17B, inflight over the North Atlantic Ocean, has declared a
single-engine state. Divert options are available to nearby
emergency landing strips, along with their suitability color codes.
The system has rated LPLA/Lajes Field 234b) "red" (236b) on account
of adverse weather. However, divert options to either BIKF/Keflavik
AFB 234a or EINN/Shannon Airport 234c--near which hospital
facilities are found--are rated "green" (236a and 236c
respectively) and available to the pilot by selecting the "DIVERT"
indicator. In the alternative, the pilot may accept each component
of the emergency divert procedure set in seriatim, manually
changing heading (queuing configuration changes), contacting ground
control, and so forth.
[0088] A display of the present invention may preferably indicate
possible options to the pilot. The peace of mind of knowing one has
"green" runway options available may offer the pilot valuable
choices. As an aircraft leaves a runway at takeoff, all ALS options
are red. As the aircraft climbs, ALS options turn green as they
become viable R.sub.l options. With all options red, the pilot has
limited options: eject or activate the airframe chute. As landing
options turn green, the pilot has options from which to choose to
safely land.
TABLE-US-00002 Color Indicator/s Options ALL RED EJECT/CHUTE/DITCH
1 GREEN LAND 2+ GREEN CHOICE & LAND
[0089] An aircraft may encounter emergency conditions inflight that
require diversion from the initial flight path. Conditions may
require a precautionary landing (if further flight is possible but
inadvisable), a forced landing (if further flight is not possible),
or an emergency landing on water (generally referred to as a
"ditching"). Emergencies may also dramatically reduce the time
frame within which such a landing must occur. Emergency conditions
may include: the failure of one or more engines (single-engine,
aux-engine, or engine-out states); the failure of pitot/static,
electrical, hydraulic, communications, or other onboard systems; a
rapid decompression or other pressurization emergency; a medical
emergency; an onboard fire; or an attempted hijacking (or similar
security threat).
[0090] System input in the event of an emergency may be simplified
to minimize demands on the pilot's attention and time. Should an
emergency occur, the pilot may select from a menu of emergency
states and "declare" the relevant emergency by selecting that state
(R.sub.P2, R.sub.P1, R.sub.i). Declaring an emergency state results
in two immediate consequences. First, the system parameters for
selecting an ALS may change depending on the specific emergency.
Second, the pilot may be given the option to divert from the
initial flight path to an ALS. The "divert" option represents an
emergency procedure set ascertained/suggested by the system; in the
alternative, the pilot may maintain manual control and accept each
item of the emergency procedure set in seriatim (from a list, a
flight director (with a queue key (scroll switch) or the
like)).
[0091] When an emergency state has been declared and the "divert"
option is available to the pilot, the hierarchical list of
potential alternative landing sites (weighted according to their
suitability as an ALS) may be displayed using a green/yellow/red
color scheme. The most suitable landing sites (those closest to
current position (for example), or with favorable surface and/or
wind conditions, easily navigated headings, or nearby services) may
be marked "green". "Yellow" sites may be acceptable for an
emergency landing, but conditions there may be less than ideal
(e.g., ground traffic, uneven landing surface, crosswinds,
obstacles). A site rated "red" is contraindicated as an ALS.
Pertinent information about each potential "divert" destination
(e.g., airport designation if any, surface conditions, other
information relating to the site assessment) may be displayed along
with its distance, heading, and color indication. In addition,
should an aircraft be on one of the selected profiles (R.sub.P2,
R.sub.P1, R.sub.l) the system may continue to update possible ALS
data if conditions change. For example, an aircraft is flying an
R.sub.P2 profile and all engines fail. In this condition, the pilot
may select and/or execute the R.sub.l profile, allowing for safe
forced landing at the selected ALS.
[0092] FIG. 18 represents the datasets and components that inform
the system's selection of best available alternative landing sites
and corresponding emergency procedure sets: the aircraft's
airspeed, location, condition and configuration; current data on
terrain and obstacles (natural and manmade), weather systems,
winds, and ground services; available emergency states; available
decision trees and courses of action (automatic diverts vs. manual
decisions in sequence); coupled approaches to identified runways
and landing sites; cross-referencing for
airspeed/altitude/attitude; current data about local air traffic;
glide potential; obtainable descent profiles; and factors
influencing the selection of emergency courses and opportunity
gates such as the length of runway, road or field required for
landing; and other actions to be taken in the event of a divert
such as transmitting intentions, squawking emergency, and
maintaining contact with ground control (dispatch/ATC) and other
authorities.
[0093] FIG. 19B depicts an aircraft inflight over the Colorado
Front Range; nearby fields suitable for landing are KDEN/Denver,
KCOS/Colorado Springs, KBKF/Buckley AFB (Aurora, Colo.),
KCYS/Cheyenne, and KOMA/Eppley (Omaha). If an emergency state is
declared, available divert options may vary depending on the
specific emergency. If R.sub.l, a land-immediately or "ditch"
state, is declared KOMA is rated "red" due to its extreme distance.
If the aircraft is in R.sub.P1, a single-engine state ("1 ENG")
KOMA may not be ruled out if it would be feasible to reach that
destination safely and without incident. If a medical emergency is
declared, however, landing is a more imminent priority and the
system's target radius therefore narrows considerably. Only KDEN
and KBKF are rated "green" due to their proximity and services.
Finally, if a medical or threat emergency is declared both KOMA and
KCYS are disregarded due to distance, KDEN and KCOS are both rated
"green" as a suitable ALS, while KBKF is assessed and rated "red"
despite its proximity due to lack of appropriate facilities.
[0094] FIG. 20 depicts aircraft 200 in R.sub.l, a land-immediately
or "ditch" state, having experienced engine failure immediately
after takeoff from originating airport KMLE/Millard, NE 224.
Several alternative landing sites have been evaluated, but most
have been rated "red" due to their distance: KOMA/Eppley 2140,
KOFF/Offutt AFB 2130, Interstate 680 238 (indicated by the system
display as ROAD), a large field south-southwest of Offutt AFB 228b
(indicated as GRASS), and the Missouri River 226 (indicated as
RIVER). Within R.sub.l range 214, however, are two options rated
"green": a field 228a directly ahead (opportunity gate 210a) and
originating airport 224. Field 228a, however, is given higher
priority than airport 224 as an ALS.
[0095] While returning aircraft 200 to the originating airport
might appear to be the obvious emergency landing option in the
event of engine failure, circumstances often indicate otherwise.
Depending on aircraft 200's airspeed and altitude, as well as the
experience and reaction time of its pilot (among many other
considerations), executing a turn in excess of 180.degree. back to
originating airport 224 while in glide descent (the excess being
necessary to realign the aircraft with the runway) may not be the
safest available option. In FIG. 20, a field directly ahead of
aircraft 200's position serves as a suitable, and safely reachable,
ALS. If otherwise unfamiliar with the local terrain, aircraft 200's
pilot may not have considered a landing in the field, instead
attempting to return to originating airport 224 at considerable
risk.
[0096] Similar to FIG. 20, FIG. 21 depicts aircraft 200 in a
land-immediately ("ditch") state at 1,000 feet above ground level
(AGL). Multiple landing sites fall within aircraft 200's R.sub.P1
radius 220, some of them airport runways: originating airport
KMLE/Millard 224, opportunity gate 2122; KOMA/Eppley 2140,
opportunity gate 2142; KOFF/Offutt 2130, opportunity gate 2132; and
the Missouri River 226. Only one site, however, lies within R.sub.l
radius 214: open field 228 (indicated as "GRASS") at a roughly 1
o'clock heading relative to aircraft 200. Therefore field 228 has
been rated "green" as an ALS (opportunity gate 210a, final approach
204). Because hard-surface runways are available, the system may
not display river 226 as an option.
[0097] FIG. 22 depicts aircraft 200 in a land-immediately ("ditch")
state, but at 4,000 feet AGL. At this higher altitude, an ALS that
might not have been within 200's glide range at 1,000 feet may now
be safely reachable. Therefore aircraft 200's land-immediately
radius 222 now includes originating airport KMLE/Millard 224
(opportunity gate 210a), KOFF/Offutt 2130, KOMA/Eppley 2140, and
the Missouri River 226. All three airports are rated "green" as an
ALS.
[0098] FIG. 23 depicts aircraft 200 in-flight westbound over the
North Atlantic Ocean. In-flight under normal transatlantic
conditions via course 240, the system may search broadly for an ALS
within target radius 218, reflecting a need to land only when
practicable. Within target radius 218, the system has identified an
ALS in Greenland along path/procedure set 202a to opportunity gate
210a and touchdown point 212a, and an ALS in Labrador along
path/procedure set 202b to opportunity gate 210b. Should aircraft
200 declare an engine-out state, however, the search radius narrows
to R.sub.i, or target radius 222, reflecting an immediate need to
land. As the Greenland ALS lies within the engine-out radius, it
may be the only option available in an engine-out situation.
[0099] FIG. 24 diagrammatically depicts the various axes of
rotation of an aircraft, which together produce a particular angle
of attack into the relative wind. Flight control surface position
selected via pilot or autopilot inputs largely dictate angle of
attack. Aircraft airspeed is at least partially selectable by angle
of attack and aircraft configuration. Power settings in combination
with pitch and configuration control altitude and airspeed. Thus,
in operation of a preferred embodiment of the present invention, a
particular aircraft configuration is desired for each of the
various segments of flight, generally, taxi, takeoff, climb,
cruise, descent, approach, landing, and the like. Each model (type)
of aircraft has known flight performance characteristics in a
particular configuration within a particular flight (operational)
segment. The present invention utilizes a lookup table (register or
the like) extracted from the dataset, containing these aircraft
performance characteristics for comparison with current or realized
characteristics 540 against expected (most likely desired) flight
segment characteristics (given weather, traffic, routing, and the
like).
[0100] FIG. 25 depicts how wind speeds and headings can vary
dramatically along a flight plan, and at a single geographic
location, depending upon the altitude. The dotted line 2610 depicts
a flight from KSJC/San Jose 2620 to KSLC/Salt Lake City to
KDEN/Denver. A weather report might describe the wind as 10 knots
from the northwest (300.degree.) at KJSC 2630, 5 knots from the
north (360.degree.) at KJSC, and 10 knots from the northeast
(60.degree.) at KDEN. At any given altitude 2640 over any of these
points, however, the reported wind direction and speed may not be
accurately represented or forecast. The apparatus of the present
invention may be preferably programmed/set for offsetting the
variability of forecasts and/or moderating the display based upon
most likely (worst case) conditions.
[0101] FIG. 26 depicts a hypothetical dataset display
utilized/presented by the system to catalog available services
(hospital, lodging, security, maintenance, and the like) and
approach procedures for various airports, ALS's, and other
pertinent locations. For example, at KAIA/Alliance Municipal
Airport, hospital services and police are nearby, and a broad
variety of instrument approach procedures are available, including
RNAV, VOR, ILS, and LOC/DME.
[0102] In the context of embodiments of the present invention
configuration and configured mean (1) the position of the aircraft
relative to an expected position, (2) the attitude of the aircraft
relative to an expected attitude, and (3) the position of
controllable members and settings (e.g., gear, flaps, elevator,
rudder, ailerons, spoilers, throttle(s), selection of
navigation/communication frequencies, and the like) relative to
expected settings. A flight plan may be described as a series of
scalars describing the vector of an aircraft from one location to
another (gate-to-gate, hanger-to-ramp, runway to runway, and the
like). The vector describing this path will be altered in operation
by, for example: (1) ATC (altitude changes, course changes,
airspeed restrictions, arrival and departures, traffic, and holds
or the like), (2) weather (deviations around, ground speeds,
turbulence, and the like), and (3) pilot and aircraft performance.
In an embodiment, system experience with a particular pilot or leg
may be stored, compared, and made part of an analysis in
determining what constitutes a departure from an expected vector
(path). Deviation from what is expected may be tolerance dependent.
For example, on takeoff, climb out, approach, and landing, system
sensitivity to a deviation may be higher. Deviations resulting from
ATC or weather may be ascertained, for example, by ATC
communication patterns (i.e., a change in heading, altitude, and/or
airspeed precedes an ATC/pilot communication) or by a change in
weather condition or forecast received by an embodiment of the
present invention not preceded by a change in heading, altitude,
and/or airspeed (or the like). Thus, where a deviation is found
unlikely (improbable) by the system of an embodiment of the present
invention to be associated with ATC and/or weather, depending of
flight phase/segment and the magnitude of the deviation, the system
may warn the pilot of a likely configuration error and under
certain conditions it may suggest a configuration change. However,
if altitude, airspeed, weather, or traffic indicate few safe
options (e.g., loss of power on takeoff) an embodiment may
immediately suggest an ALS with an associated procedure set
(insufficient ALS options given the total energy TE available to
aircraft 200).
[0103] In the context of embodiments of the present invention
unusual condition (262, 264, 266) means a deviation having a
magnitude outside of a preselected range of acceptable values for a
particular flight segment/phase. In a preferred embodiment a pilot,
user, dispatcher, owner, or other entity may preselect what
constitutes an unusual condition for each segment/phase of flight.
Conversely, a system of a preferred embodiment of the present
invention may operationally determine a range of acceptable values
for a particular pilot, aircraft, segment, leg, or the like from
past flight data.
[0104] In the context of embodiments of the present invention
flight segment, flight phase, segment, phase, or segment/phase
means a portion of a flight having a particular aircraft
configuration or desired aircraft configuration. More particularly,
in the context of an embodiment of the present invention an
aircraft in a certain configuration will produce a corresponding
airspeed, rate of ascent/descent, course change, or the like.
Aircraft being operated on a flight plan with an embodiment of the
present invention and its associated database(s) (FIG. 2 and the
like) in a particular segment of flight should be progressing along
the desired vector (path) at an expected rate (relative to the
ground and destination) within an expected tolerance. Deviations
from expected tolerances may be user (pilot and the like)
selectable and are presented to the pilot.
[0105] In addition, during each phase/segment of flight an aircraft
possess a finite energy state (kinetic+potential energy=total
energy (KE+PE+TE)). Aircraft energy state (total energy) directly
effects range. For example, an aircraft at FL380 (38000 MSL) has
more energy than one at 8000 MSL. Similarly an aircraft at 500
knots and 500 MSL in a bombing run with full stores has more energy
than one at 200 knots and 500 MSL. Energy equals options. An
embodiment of the present invention monitors total energy and
utilizes known total energy to ascertain available options by, for
example, criticality and flight segment.
[0106] FIG. 9A diagrammatically illustrates an aircraft 200
departing from an airport 224 for a destination airport having
runways 208(a) and (b). Depending on wind conditions the aircraft
may be landing via and approach 210(a) and (b). In operation an
aircraft may be expected to operate between an area of expected
operation 260 (dashed lines) while on a flight plan (solid line)
during flight operations and associated phases of flight (242-256).
An aircraft on takeoff and climb, in a preferred embodiment, will
be considered in an unusual condition 262(a) with even a slight
deviation from the expected flight path. Corrective actions may be
expected or prompted by the system when the unusual condition
262(a) is detected. If the aircraft 200 proceeds, to for example, a
likely unusual condition 264(a) the system of an embodiment of the
present invention may be more insistent (perhaps requiring a pilot
acknowledgement or the like) in order to neutralize further
warnings. Should the aircraft 200 appear to the system to be
proceeding to a position 266(a) (anticipated position) dangerous to
the aircraft, the system of an embodiment of the invention may
become still more insistent (or the like), requiring some aircraft
reconfiguration, flight plan cancellation or alteration, corrective
action (or the like). An aircraft 200 enroute (or transiting
another less critical flight phase) may deviate from expected
position substantially more before an embodiment of the present
invention detects an unusual condition 262(b). An embodiment of the
present invention may not draw the pilot's (crew's) attention to
the deviation until the aircraft 200 has exited the expected
operation area 260 and is in a likely unusual condition 264(b). The
system may become more insistent if it predicts the aircraft 200 is
proceeding to a position 266(b) (anticipated position) dangerous to
the aircraft.
[0107] FIG. 9B is a diagrammatic elevation of a flight plan
(expected path/course) of an aircraft 200 from an originating
airport 224 to a second airport 208. The expected area of operation
of the aircraft 200 is schematically defined by dashed lines (260).
The expected area of operation is diagrammatically illustrated as
substantially narrower during take off 242, climb 244, descent
approach 252, and landing 254). A variation in position is
tolerated by an embodiment of the present position most preferably
by altitude (AGL), airspeed (GS), and aircraft configuration.
[0108] An aircraft on takeoff and climb (FIG. 9B), in a preferred
embodiment, will be considered in an unusual condition 262(a) with
even a slight deviation from the expected flight path. Corrective
actions may be expected or prompted by the system when the unusual
condition 262(a) is detected. If the aircraft 200 proceeds to, for
example, a likely unusual condition 264(a) the system of an
embodiment of the present invention may be more insistent (perhaps
requiring a pilot acknowledgement or the like) in order to
neutralize further warnings. Should the aircraft 200 appear to the
system to be proceeding to a position 266(a) (anticipated position)
dangerous to the aircraft, the system of an embodiment of the
invention may become still more insistent (or the like), requiring
some aircraft reconfiguration, flight plan cancellation or
alteration, corrective action (or the like). An aircraft 200
enroute (or transiting another less critical flight phase) may
deviate from expected position substantially more before an
embodiment of the present invention detects an unusual condition
262(b). An embodiment of the present invention may not draw the
pilot/crew's attention to the deviation until the aircraft 200 has
exited the expected operation area 260 and is in a likely unusual
condition 264(b). The system may become more insistent if it
predicts the aircraft 200 is proceeding to a position 266(b)
(anticipated position) dangerous to the aircraft.
[0109] Thus, in various preferred embodiments of the present
invention, the invention may provide at least one of emergency
guidance (Safety Hierarchical Emergency Pilot Helper Engageable
Runway Diverter: "SHEPHERD") and configuration error identification
and configuration suggestions (Safety Interface Mission Operations
Navigation: "SIMON").
[0110] In operation, a database of potential alternative landing
sites (ALS's) may be created and maintained utilizing airport
directory information, satellite imagery, survey data, surface
temperature data (variations over time), traffic data, current and
historic Landsat imagery, remote sensing (road and field), LDCM
(Landsat Data Continuity Mission), TIRS (thermal infrared sensor),
and the like. Airport directories such as AeroNav
(www.aeronav.faa.gov), AOPA (www.aopa.org/members/airports), AirNav
(www.airnav.com/airports), and world airport directories such as
www.airport-directory.com and www.airport.airlines-inform.com may
be utilized by embodiments of the present invention. The present
invention may utilize satellite imagery such as Landsat, LDCM, TIRS
and with terrain data from USGS (www.usgs.gov), WeoGeo, and
TopoQuest, Google Maps and the like to determine the acceptability
of potential off-airport landing sites. Likewise, road and traffic
information may be analyzed for additional potential off-airport
landing sites and incorporated into the ALS database 526 via the
flight assistant 100 and through a subscription 600 of an
embodiment of the present invention. Generally, traffic data may be
obtained via the onboard database associated with the network of
GPS satellites (for general traffic patterns), US Department of
Transportation traffic sensors, reflected data from GPS-enabled
vehicles and mobile devices, or from aftermarket data providers and
data aggregators such as Google Maps, Inrix, Radio Data Service,
Sirius/XM, MSN, and the like.
[0111] An embodiment of the present invention may utilize data from
the Automatic Dependent Surveillance-Broadcast (ADS-B) as well as
the full compliment of the Next Generation Air Transportation
System (NextGen). In operation an embodiment of the present
invention may receive traffic, weather, terrain, and flight
information from ADS-B as an exclusive source (or enhancing
cumulative or partially cumulative source) for processing by an
apparatus of the present invention for detecting unusual conditions
(positions) and configuration errors (and the like) and selectively
suggesting either a new flight profile or flying a suggested flight
profile.
* * * * *
References