Abstract: Systems and methods for creating a custom approach procedure are provided. The systems and methods receive a plurality of user entered waypoints constituting a provisional custom approach procedure from a user interface. A three-dimensional (3D) flight path is constructed connecting the way points with the constraint that the 3D flight path is a descent path with no climb segments. Terrain data along the 3D flight path is obtained from a terrain database. The 3D flight path is assessed with respect to the terrain data to detect one or more terrain conflicts. An output is generated and provided to the user interface based on the detected one or more terrain conflicts.

Abstract: Systems and methods for presenting a qualitative risk assessment for an aircraft to perform a flight procedure. Methods include determining: a pilot support value that is representative of a human-machine interface (HMI) onboard the aircraft; a crew factors value representative of a number of pilots and respective experience; an equipment state value of the aircraft, representing available and functioning avionic systems; a type of procedure for the flight procedure; a remaining trip length; an airport facilities state value; an Airport facilities state value; a physical environment value; and, an environmental state value. The method calculates the qualitative risk assessment, as a function of the determined values/factors and presents the qualitative risk assessment in a predefined area on an avionic display in the aircraft.

Abstract: In one embodiment, a system to enhance in-flight controlled rest for a flight crew includes a pilot user interface, a co-pilot user interface, and a flight crew monitoring system. The flight crew monitoring system is configured to: (i) determine a physiological state of both a pilot and a co-pilot, (ii) selectively generate one or more alerts for the pilot and/or the co-pilot based on the determined physiological state, (iii) inhibit generating the one or more alerts for the pilot upon receipt of a first inhibit signal from the pilot user interface, (iv) inhibit generating the one or more alerts for the co-pilot upon receipt of a second inhibit signal from the co-pilot user interface, and (v) generate and store data indicating a time of day and a duration that the one or more alerts for the pilot or co-pilot, respectively, were inhibited.

Abstract: Aircraft display systems and methods. Flight data is received from a Flight Management System (FMS) or other flight data source. A map display is generated based on the flight data including a depiction of a flight path and a plurality of waypoints or other fixes. A user selection of one of the waypoints or other fixes is received. An edit dialog box is generated. A value for a constraint or condition for the selected one of the waypoints or fixes is entered in the edit dialog box display by the user via a user interface device. The value for the constraint or condition is applied to the selected one of the waypoints or fixes via the FMS or other flight data source. The map display is generated including the depiction of the flight path and the plurality of waypoints or fixes. An icon is tagged to the selected one of the waypoints or fixes. The icon denotes an existence of the constraint or condition and a type of the constraint or condition.

Abstract: Methods and system for alerting descent with respect to at least one of minimum sector altitude, minimum safe altitude and terrain clearance floor in an aircraft. The methods and systems receive at least one of a minimum sector altitude value, a minimum safe altitude value and a terrain clearance floor value based on a flight plan of the aircraft or a location of the aircraft. A movement trajectory of the aircraft is predicted. The aircraft predicted movement trajectory is evaluated with respect to the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value. An alert is output when the evaluation predicts convergence of the aircraft predicted movement trajectory and the at least one of the minimum sector altitude value, the minimum safe altitude value and the terrain clearance floor value.

Abstract: Runway awareness and advisory systems (RAAS) and methods are provided for an aircraft. A variety of alerts can be provided based on integrating FMS data with the RAAS systems.

Abstract: Aircraft display systems and methods. Flight data is received from a Flight Management System (FMS) or other flight data source. A map display is generated based on the flight data including a depiction of a flight path and a plurality of waypoints or other fixes. A user selection of one of the waypoints or other fixes is received. An edit dialog box is generated. A value for a constraint or condition for the selected one of the waypoints or fixes is entered in the edit dialog box display by the user via a user interface device. The value for the constraint or condition is applied to the selected one of the waypoints or fixes via the FMS or other flight data source. The map display is generated including the depiction of the flight path and the plurality of waypoints or fixes. An icon is tagged to the selected one of the waypoints or fixes. The icon denotes an existence of the constraint or condition and a type of the constraint or condition.

Abstract: An apparatus and method for receiving and processing weather data and flight plan data is disclosed. The apparatus includes a first display, an input unit, and a processor. The processor is configured to receive flight plan data and weather data, and to determine, based on the weather data, which weather characteristics is located within a predetermined range of a predetermined flight altitude value. The processor is further configured to instruct the first display to display those weather data which are located within the predetermined range above and below the input flight altitude value together with the flight plan data, and to instruct the first display to additionally display at least one element of the group consisting of the elements: strategic information weather, uplink weather, weather information from external weather data provider, onboard weather radar information, notice to airmen, aeronautical information service data, terminal area forecast, air-traffic related information.

Abstract: Alerting systems and methods for an enhanced approach monitor are provided. The system is configured to: determine a missed approach altitude (MAA), an intended configuration, and target approach speed, each being related to the intended approach procedure and aircraft specific data. At a decision point defined as a co-occurrence of (a) the RT distance is substantially equal to or less than a distance threshold, and (b) the RT altitude is substantially equal to the MAA, the system identifies go-around scenarios, such as when (i) the RT speed exceeds the target approach speed, or (ii) the RT configuration is not equal to the intended configuration, or (iii) an RT approach path angle exceeds the target angle. The system issues a go-around alert based on whether the aircraft can perform a go-around operation, as determined based on aircraft performance data and terrain data.

Abstract: A flight deck system for providing progressive taxiing guidance is provided. The flight deck system comprises a controller configured to: generate a graphical insert to overlay a small portion of an active navigation display, the graphical insert providing a progressive depiction of upcoming travel surfaces on a cleared taxi route. The graphical insert comprises a non-linear map with non-linear scaling, a current travel surface alphanumeric indicator, and a current travel surface stick character representative of a current travel surface. The controller is further configured to position, on the graphical insert, a crossing travel surface sign, a first-turn travel surface stick character, and a second-turn travel surface stick character; update the position of the crossing travel surface sign, the first-turn travel surface stick character, and/or the second-turn travel surface stick character as the aircraft travels; and cause the graphical insert to be displayed as an overlay on the active navigation display.

Abstract: An enhanced flight control system and method providing a technological improvement over a conventional flight control systems. A control module employs rules to determine whether or not a received traffic collision avoidance system (TCAS) evasive maneuver is automatically implemented. Specifically, the control module effectively couples the TCAS to the FMS, allowing access to the flight plan and to the navigation database and the approach procedures and runway data therein. An algorithm determines when there is a co-occurrence of the conditions (1) a flight plan uploaded in the FMS, (2) autopilot is engaged, (3) VNAV is engaged. Upon co-occurrence of (1) and (2) and (3), and an evasive maneuver is received from a TCAS, the control module determines whether or not to automatically implement the evasive maneuver. Look ahead algorithms may also analyse and modify the flight plan to preclude TCAS alerts and evasive procedures being required.

Abstract: Systems and methods directed to improvements in the presentation of CAVS procedures on an aircraft display system over what is conventionally available are provided. The provided systems and methods employ a vertical situation display (VSD), thereby presenting additional relevant visual approach information, such as a vertical distance between the ownship and the target aircraft, descent rates of the ownship and the target and an alerting function for the user-selected CAVS range. The provided systems and methods also capably receive and process user selections of target aircraft from both the lateral display and the VSD.

Abstract: In some examples, a ground obstacle detection system of an aircraft is configured to generate and display a graphical user interface (GUI) that includes a graphical representation of a detected obstacle with which the aircraft may collide during a ground operation and an indication of an area of unknown associated with the detected obstacle. Instead of, in addition to, a GUI that includes an indication of an area of unknown associated with an obstacle, in some examples, a ground obstacle detection system to generate a GUI that includes at least two windows that present different views of an aircraft. At least one of the windows may include a graphical representation of an obstacle that may not be visible in the view of another window.

Abstract: Disclosed is an autopilot-coupled traffic alert and collision avoidance systems (AP TCAS). The AP TCAS includes a an AP/automatic flight control system (AFCS) that is configured to receive a vertical speed setting after the issuance of a preventive resolution advisory, wherein the aircraft vertical speed setting exceeds the maximum vertical speed allowed by the resolution advisory, the AP/AFCS being further configured to: (1) modify the aircraft vertical speed setting so as to be less than the maximum vertical speed, and relay the modified second aircraft vertical speed to an autopilot system of the aircraft to automatically cause the aircraft to fly at a vertical speed in accordance with the modified second vertical speed setting; and (2) relay a command to the autopilot system to initiate an automatic, corrective flight maneuver if a current vertical speed of the aircraft is within a predetermined amount of the maximum vertical speed.

Abstract: Methods and systems are disclosed for depicting an energy state of a vehicle. One method comprises receiving, by a flight management computer, a plurality of vehicle parameters associated with the vehicle and determining a flight plan associated with the vehicle. Then, the flight management computer identifies a point of interest in the flight plan and determines one or more trajectories associated with the flight plan. Based on the one or more trajectories, an actual energy height and a desired energy height at the point of interest are determined and displayed to a vehicle operator.

Abstract: A system for providing visual cues to flight crew on multiple displays during an approach is provided. The system is configured to: position, on a synthetic vision system (SVS) and/or head-up display (HUD), one or more traffic icons each representative of a lead aircraft ahead of the ownship; designate a lead aircraft as traffic to follow (TTF) via selection of a first traffic icon representative of one lead aircraft displayed on a navigation display and via selection of a second traffic icon representative of the same lead aircraft displayed on the SVS, wherein selection of either the first traffic icon or the second traffic icon results in designation of the selected lead aircraft as TTF and results in both the first traffic icon and the second traffic icon to more visually stand out; and position, on a horizontal situation indicator, a third TTF icon representative of the lead aircraft when a TTF has been designated.

Abstract: Systems and methods directed to improvements in the presentation of CAVS procedures on an aircraft display system over what is conventionally available are provided. The provided systems and methods employ a vertical situation display (VSD), thereby presenting additional relevant visual approach information, such as a vertical distance between the ownship and the target aircraft, descent rates of the ownship and the target and an alerting function for the user-selected CAVS range. The provided systems and methods also capably receive and process user selections of target aircraft from both the lateral display and the VSD.

Abstract: Alerting systems and methods for an enhanced approach monitor are provided. The system is configured to: determine a missed approach altitude (MAA), an intended configuration, and target approach speed, each being related to the intended approach procedure and aircraft specific data. At a decision point defined as a co-occurrence of (a) the RT distance is substantially equal to or less than a distance threshold, and (b) the RT altitude is substantially equal to the MAA, the system identifies go-around scenarios, such as when (i) the RT speed exceeds the target approach speed, or (ii) the RT configuration is not equal to the intended configuration, or (iii) an RT approach path angle exceeds the target angle. The system issues a go-around alert based on whether the aircraft can perform a go-around operation, as determined based on aircraft performance data and terrain data.

Abstract: A vertical profile display includes weather information for an aircraft. In some examples, the weather is displayed in the vertical profile display as a plurality of weather blocks, each block indicating the weather in a volume of space associated with the block. In addition, in some examples, the vertical profile display shows a vertical profile view of a flight path of the aircraft and includes indications of primary weather and secondary weather, where the indication of primary weather is visually distinct from the indication of secondary weather.

Abstract: Systems and methods directed to improvements in the presentation of CAVS procedures on an aircraft display system over what is conventionally available are provided. The provided systems and methods employ a vertical situation display (VSD), thereby presenting additional relevant visual approach information, such as a vertical distance between the ownship and the target aircraft, descent rates of the ownship and the target and an alerting function for the user-selected CAVS range. The provided systems and methods also capably receive and process user selections of target aircraft from both the lateral display and the VSD.