Abstract: A method for controlling a desired change in course for an aircraft is provided. The method comprises: determining a roll angle for a constant radius curve in a constant roll attitude lateral path segment of a lateral path to achieve the desired change in course; determining, for each of a first plurality of derivative lateral path segments between a first straight lateral path segment of the lateral path and the constant roll attitude lateral path segment and a second plurality of derivative lateral path segments between the constant roll attitude lateral path segment and a second straight lateral path segment of the lateral path, a derivative roll parameter to apply in the lateral path segment, wherein the derivative roll parameter comprises a constant roll acceleration value or a constant roll rate value; and causing the aircraft to sequentially execute a maneuver specified by the roll angle and, derivative roll parameters.

Abstract: A method for controlling a desired change in course for an aircraft is provided. The method comprises: determining a roll angle for a constant radius curve in a constant roll attitude lateral path segment of a lateral path to achieve the desired change in course; determining, for each of a first plurality of derivative lateral path segments between a first straight lateral path segment of the lateral path and the constant roll attitude lateral path segment and a second plurality of derivative lateral path segments between the constant roll attitude lateral path segment and a second straight lateral path segment of the lateral path, a derivative roll parameter to apply in the lateral path segment, wherein the derivative roll parameter comprises a constant roll acceleration value or a constant roll rate value; and causing the aircraft to sequentially execute a maneuver specified by the roll angle and, derivative roll parameters.

Abstract: Provided are enhanced flight guidance systems and methods for an aircraft. The method includes recognizing when the aircraft is in manual operation and an active flight path is different than the planned flight path. An interrupt is received and categorized as one of (i) obstacle, (ii) equipment/fuel, or (iii) pilot health monitor. A managed mode begins, including identifying a rejoining leg of the planned flight path at which to rejoin and a location on the rejoining leg at which to rejoin. A recapture path strategy is selected from (i) lateral, (ii) vertical, and (iii) mixed lateral and vertical. A recapture path to the location on the rejoining leg is computed. The computed recapture path includes speed targets and configuration requirements at dedicated points along the recapture path. Aircraft state data along the recapture path is predicted and guidance controls for the aircraft along the recapture path are generated.

Abstract: A computer-implemented method in an aircraft for identifying a flight plan modification that has a favorable impact from jet streams is provided. The method includes: retrieving an entered flight plan for the aircraft; retrieving available jet stream data identifying one or more jet streams in proximity to a proposed flight path from the entered flight plan, wherein the jet stream data includes jet stream vector, altitude, width, and thickness data; projecting the jet stream data around the proposed flight path as points of interest around the proposed flight path; identifying a flight plan modification that has the most favorable impact from jet streams at the points of interest; and displaying the identified flight plan modification on a user interface.

Abstract: Provided are enhanced flight guidance systems and methods for an aircraft. The method includes recognizing when the aircraft is in manual operation and an active flight path is different than the planned flight path. An interrupt is received and categorized as one of (i) obstacle, (ii) equipment/fuel, or (iii) pilot health monitor. A managed mode begins, including identifying a rejoining leg of the planned flight path at which to rejoin and a location on the rejoining leg at which to rejoin. A recapture path strategy is selected from (i) lateral, (ii) vertical, and (iii) mixed lateral and vertical. A recapture path to the location on the rejoining leg is computed. The computed recapture path includes speed targets and configuration requirements at dedicated points along the recapture path. Aircraft state data along the recapture path is predicted and guidance controls for the aircraft along the recapture path are generated.

Abstract: A system and method are provided for controlling turbine blade tip-to-static structure clearance in a gas turbine engine installed on an aircraft. Mode control data are processed to determine that a fuel-saving mode is enabled, and aircraft data are processed to determine that the aircraft gas turbine engine is generating a substantially constant thrust. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is minimized upon determining that both the aircraft gas turbine engine is generating a substantially constant thrust and the fuel-saving mode is enabled. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is then selectively increased to a predetermined clearance, and a change in aircraft gas turbine engine thrust is prevented until the predetermined clearance is achieved.

Abstract: A system and method provide pseudo-speed/altitude constraints which are computed values associated with route legs and are used to enhance lateral and vertical trajectory construction for route legs of a published procedure.

Abstract: A system and method are provided for controlling turbine blade tip-to-static structure clearance in a gas turbine engine installed on an aircraft. Mode control data are processed to determine that a fuel-saving mode is enabled, and aircraft data are processed to determine that the aircraft gas turbine engine is generating a substantially constant thrust. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is minimized upon determining that both the aircraft gas turbine engine is generating a substantially constant thrust and the fuel-saving mode is enabled. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is then selectively increased to a predetermined clearance, and a change in aircraft gas turbine engine thrust is prevented until the predetermined clearance is achieved.

Abstract: A system is provided for controlling the speed of an aircraft with a speed brake during flight. The system includes a guidance system configured to determine a target speed for the aircraft; a speed brake control system coupled to the guidance system and configured to compare the target speed to a current speed to generate speed brake guidance; and a display unit coupled to the speed brake control system and configured to display a visual representation of the speed brake guidance to a pilot of the aircraft.

Abstract: A system is provided for controlling the speed of an aircraft with a speed brake during flight. The system includes a guidance system configured to determine a target speed for the aircraft; a speed brake control system coupled to the guidance system and configured to compare the target speed to a current speed to generate speed brake guidance; and a display unit coupled to the speed brake control system and configured to display a visual representation of the speed brake guidance to a pilot of the aircraft.

Abstract: A flight management system and method is provided that determines segment sequencing during entry into holding patterns and the holding patterns themselves. The flight management system and method monitors the aircraft's progress along the active segment of the flight plan to determine what is the appropriate next segment and when to switch control from the active segment to the next segment. The flight management system can determine the appropriate next segment for the aircraft based on a variety of factors. These factors including aircraft position relative to a wayline, the existence of any cross track error, and whether or not the projected aircraft track will intersect an active segment. Preferably, the flight management system evaluates the aircraft state parameters at each wayline crossing to determine which segment is appropriate to control to next. If none of the segments are appropriate, then the control is defaulted to a default segment.