Abstract: An improvement to a method of automatic flight using a flight management system is provided. The flight management system includes a lateral navigation (LNAV) control mode in which the flight management system provides roll commands via a flight director system to the pilot during manual flight or to an autopilot during autoflight to effectuate lateral flight guidance. The improvement includes evaluating the energy state of the airplane during the LNAV control mode, calculating a Thrust Based Roll Limit (TBRL), and providing an appropriately limited bank angle command signal via the flight director system for use by the pilot during manual flight or to the autopilot during autoflight while flying in a thrust-limited condition. The TBRL is calculated as a function of the energy state of the airplane. The use of the TBRL to limit the bank angle command signal avoids an uncommanded change in altitude and/or airspeed.

Abstract: An improvement to an aircraft flight management system automatically allows changes entered into one control display unit (CDU) to be transmitted to the remaining CDU's upon failure of the onboard flight management computers. Each CDU includes memory allowing it to store the initial flight plan as being implemented by the flight management computer. Upon failure of all onboard flight management computers, detection of the failures by the CDU's initiates an alternate navigation mode. In this mode, entries made by a flight crew in one CDU are automatically transmitted to the remaining CDU's and, correspondingly, to the navigation displays, to thereby avoid redundant data entries in the remaining CDU's of a new, modified flight plan. In addition, all navigation displays are automatically caused to display the new, desired flight plan.

Abstract: An alternate destination planner for searching a navigation database in an aircraft and identifying a plurality of alternate destinations at which the aircraft can land in the event of an emergency. For each identified alternate destination, the alternate destination planner calculates an estimated time of arrival (ETA) and an amount of fuel remaining upon arrival at the destination. The calculation of the ETA and the remaining fuel is based on user-modifiable parameters of aircraft speed, aircraft altitude, wind direction and speed, outside air temperature, and the type of routing the aircraft will follow from a diversion point to the alternate destination. The plurality of alternate destinations are displayed to a pilot of the aircraft according to the ETA to each alternate destination, with the closest alternate destination by time listed first. The plurality of alternate destinations are also displayed to the pilot on a map of the surrounding region that is provided to the pilot on a navigation display.

Abstract: An improvement to an aircraft flight management system allows the flight crew to enter a predetermined position, which may be either the aircraft's current position or a defined waypoint, and a course line, or vector from the predetermined position. The system responds by displaying to the flight crew the predetermined position and course line, and then proceeds to link the course line to the existing flight plan. The flight crew may then either execute the modified flight plan or erase the modification and enter an alternate plan. The procedure of entering the predetermined position and course line, and linking to the existing flight plan may all be done with the autopilot activated, whereby appropriate lateral navigational signals are generated and supplied to the autopilot flight director to direct the aircraft along the newly specificed route. In addition, accurate performance data, such as distance to go, estimated time of arrival, and fuel remaining at each waypoint are displayed to the flight crew.

Abstract: An improvement to an autopilot flight director system allows the flight crew to make a late runway change without disengaging the autopilot. The improved system allows a transition to a new runway assignment if radio altitude is greater than 1500 feet. Control logic determines whether or not localizer and/or glideslope have been captured and enters predetermined modes as a function thereof to effect a transition to the new approach while enabling instrument landing system retuning while maintaining autopilot engagement. Flight crew workload during approach is significantly reduced as a result of implementation of the improved system.

Abstract: A flagstaff for alternative uses includes an elongated pole with fasteners for attaching a flag to the pole and a bracket for use in selectively attaching the flag to an automotive vehicle. The bracket has a flange to fit about the upper edge of an automobile window and a latch which positively locks the pole to the bracket when operatively connected. The bracket also has a notch to fit about a nail or other fastener on a wall. Alternatively the pole may be removed from the bracket and carried by hand.