Abstract: A system and a method for planning and flying a cost-optimal cruise vertical profile in combination with a required time-of-arrival (RTA) constraint. The method may be implemented as a single function in a flight management system (FMS). The FMS plans the aircraft trajectory with cruise vertical and speed profiles that are optimized to minimize flight cost (e.g., fuel burn) while meeting the time constraint. When appropriate under the circumstances, this integrated function is also able to degrade the cruise vertical profile in order to open the window of achievable RTAs and increase the RTA success rate. The method also monitors progress of the flight along the planned trajectory as actual flight conditions may differ from the forecasted flight conditions, and readapts the cruise speed profile when the estimated arrival time is deviating from the RTA constraint by more than a specified threshold.

Abstract: A method includes generating a flight plan of an aircraft. The flight plan is based on at least one waypoint and a set of operational rules associated with the aircraft. The method also includes generating an initial trajectory profile based on the at least one waypoint and the set of operational rules. The method further includes identifying an impermissible flight condition associated with the initial trajectory profile. The impermissible flight condition violates at least one operational rule of the set of operational rules. The method further includes generating a modified trajectory profile by modifying at least one aspect of the initial trajectory profile to remove the impermissible flight condition. The modified trajectory profile can be used by a pilot to fly the aircraft, the modified trajectory profile can be used by an autopilot system, or the modified trajectory profile can be displayed.

Abstract: A system and a method for planning and flying a cost-optimal cruise vertical profile in combination with a required time-of-arrival (RTA) constraint. The method may be implemented as a single function in a flight management system (FMS). The FMS plans the aircraft trajectory with cruise vertical and speed profiles that are optimized to minimize flight cost (e.g., fuel burn) while meeting the time constraint. When appropriate under the circumstances, this integrated function is also able to degrade the cruise vertical profile in order to open the window of achievable RTAs and increase the RTA success rate. The method also monitors progress of the flight along the planned trajectory as actual flight conditions may differ from the forecasted flight conditions, and readapts the cruise speed profile when the estimated arrival time is deviating from the RTA constraint by more than a specified threshold.

Abstract: A method includes generating a flight plan of an aircraft. The flight plan is based on at least one waypoint and a set of operational rules associated with the aircraft. The method also includes generating an initial trajectory profile based on the at least one waypoint and the set of operational rules. The method further includes identifying an impermissible flight condition associated with the initial trajectory profile. The impermissible flight condition violates at least one operational rule of the set of operational rules. The method further includes generating a modified trajectory profile by modifying at least one aspect of the initial trajectory profile to remove the impermissible flight condition. The modified trajectory profile can be used by a pilot to fly the aircraft, the modified trajectory profile can be used by an autopilot system, or the modified trajectory profile can be displayed.

Abstract: A method for controlling an aircraft includes storing data aboard the aircraft. The data include the relative positions of radar targets disposed within a region adjacent to the runway. The region is scanned with a radar aboard the aircraft to obtain data corresponding to the relative positions of radar reflections from the region, including reflections from the radar targets. The data corresponding to the radar targets is distinguished from the data corresponding to the radar reflections from the region using correlation techniques. The position and attitude of the aircraft relative to the runway is then assessed using the stored data and the data corresponding to the radar targets. The position and attitude of the aircraft relative to the runway is also evaluated using an independent navigation system. The difference between the assessed position and attitude and the evaluated position and attitude is then used to control the aircraft.

Abstract: A method for controlling an aircraft includes storing data aboard the aircraft. The data include the relative positions of radar targets disposed within a region adjacent to the runway. The region is scanned with a radar aboard the aircraft to obtain data corresponding to the relative positions of radar reflections from the region, including reflections from the radar targets. The data corresponding to the radar targets is distinguished from the data corresponding to the radar reflections from the region using correlation techniques. The position and attitude of the aircraft relative to the runway is then assessed using the stored data and the data corresponding to the radar targets. The position and attitude of the aircraft relative to the runway is also evaluated using an independent navigation system. The difference between the assessed position and attitude and the evaluated position and attitude is then used to control the aircraft.

Abstract: A navigation technique for a vehicle employs an inertial reference system to derive a first position indication and a first velocity value. A first receiver processes signals of a global positioning system from which a second position indication and a second velocity value are derived. A second receiver processes signals from a plurality of distance measuring equipment stations at fixed positions on the earth and determines the distance between the vehicle and each of those stations. A third position indication is derived from those distances. A Kalman filter function is applied to the first, second and third position indications and to the first and second velocity values to compensate for uncertainty in the first position indication and in the first velocity value and thereby produce a vehicle position estimate and a vehicle velocity estimate.