Abstract: A method for managing aircraft operations includes determining, via a trajectory predictor, an expected fuel usage for a flight along a desired route, and determining, via at least one processor, an available cargo capacity for the flight along the desired route based at least in part on the expected fuel usage. In addition, the method includes determining, via the at least one processor and the trajectory predictor, a passenger ticket price, a cargo price, and a fuel quantity based at least in part on an available seating capacity, an expected passenger demand, the available cargo capacity, and an expected cargo demand to enhance profitability of a flight network. The method also includes outputting the passenger ticket price, the cargo price, and the fuel quantity to a user interface, to a storage device, and/or to a network.

Abstract: A piloting system including a performance functions server which is linked to all the computers of the piloting system, which hosts all the performance functions of the piloting system and which is able to supply the results of performance functions to at least said computers of the piloting system.

Abstract: An operational reliability system includes a flight grouping module, a block modification module, and a pairing optimizer. The system evaluates potential modifications to scheduled flight block time and quantifies associated changes in on-time performance B0. The system also evaluates the impact of block modifications to headcount, regulatory compliance, operating expenses, and so forth. Via use of the operational reliability system, compliance with external regulations, for example Federal Aviation Regulations (FAR), may be achieved with a higher degree of probability.

Abstract: A computerized aircraft system, such as an unmanned aircraft system (UAS) is provided with a cloud detection system. The UAS includes a monocular electro-optic or infra-red camera which acquires consecutively, in real time, a plurality of images within a field of view of the camera. The system identifies feature points in each of the consecutive images, and generates macro representations of cloud formations (3D representations of the clouds) based on tracking of the feature points across the plurality of images. A cloud avoidance system takes in nominal own-ship waypoints, compares those waypoints to the 3D cloud representations and outputs modified waypoints to avoid the detected clouds.

Abstract: A method and system for the prediction of aircrafts vertical trajectory, in particular for Air Traffic Management, using the following flight calculation modules: Take-off; Climb; Cruise; Descent; and Landing, corresponding to the relevant flight phases, in which: the calculation of the predicted aircraft trajectory is effected by using a set of TEM equations using, as output variables, the vertical rate of climb or descent, the true air speed, the energy share factor, the thrust and the drag, the mass of the aircraft modeled as point-mass, and using, as input variables, the Mach number depending on true air speed and temperature and altitude, the gravity acceleration, and the fuel flow, and the flight path angle; the calculation of the predicted aircraft trajectory for Cruise phase, wherein only the mass is varies, is performed by using the following analytical solution to said set of TEM equations.

Abstract: A method of formulating a specification for temporal and vertical required navigation performance is described. The method assesses various flight management guidance systems methods and allows a specification to be set for an airport. The specification may be used to increase aircraft traffic into the airport. The specification sets limits on deviations in time and altitude, for example, on approach into arrivals at the airport. The method comprises: calculating temporal and vertical deviations from a reference trajectory for one or more flight management guidance methods for one or more aircraft types; and comparing the temporal and vertical deviations with operational requirements of the airport. The deviations from a reference trajectory may result from uncertainties affecting trajectory prediction, such as wind and temperature prediction accuracy.

Abstract: A method and device for determining a shifted circular segment on the basis of an initial circular segment, the shifted circular segment being shifted by a shift distance, the method being implemented by a computer dedicated to flight management, comprises: determining a shifted final point terminating a shifted circular segment, on the basis of the final point terminating the initial circular segment, through a shift of the final point determined on the basis of the shift distance and in the direction of shift, through the use of a straight line passing through the center of the initial circular segment and the final point of the initial circular segment, and determining a shifted circular segment on the basis of the initial circular segment by construction of a circular segment between the shifted final point associated with the preceding shifted segment and the shifted final point associated with the shifted segment.

Abstract: A system comprises a plurality of reference navigation systems, each reference navigation system configured to generate a respective reference navigation solution. The system also comprises a test navigation system, the test navigation system configured to generate a test navigation solution; and a processing unit configured to compare the test navigation solution to each of the respective reference navigation solutions to estimate one or more errors in the differences between the test navigation solution and the respective reference navigation solutions. The processing unit is further configured to update the respective reference navigation solutions to account for the corresponding one or more estimated errors. The processing unit is also configured to compare the test navigation solution to the updated reference navigation solutions to generate a performance score representative of the performance of the test navigation system.

Abstract: In one embodiment, a method comprises receiving, in a computer-based airspace monitoring system, airspace information from a plurality of different sources via a plurality of different communication networks, receiving, in the computer-based airspace monitoring system, a first flightpath parameter from a first aircraft at a first point in time, wherein the first flightpath parameter comprises at least one of a three-dimensional position parameter, a flight trajectory parameter, or a speed parameter, establishing, in the computer-based airspace monitoring system, a first defined airspace in a region proximate the first aircraft, processing, in the computer-based airspace monitoring system, the airspace information for the first defined airspace based on the first position parameter received from the first aircraft to define a first data set of airspace information relevant to the first aircraft, and transmitting the first dataset of airspace information from the computer-based airspace monitoring system to the

Abstract: The present invention provides a computer-implemented method of generating an aircraft intent description expressed in a formal language that provides an unambiguous four-dimensional description of an aircraft's intended motion and configuration during a period of flight. A flight intent description is parsed to provide instances of flight intent that span a flight segment, the flight segments together spanning the period of flight. The parsed flight intent is enriched with objectives and constraints according to user preferences, operational context and aircraft performance. The resulting enriched flight intent is converted into a parametric aircraft intent description by ensuring that each flight segment closes all associated degrees of freedom of motion and of configuration of the aircraft. At least some instances of aircraft intent contain a parameter range, and the method further comprises optimising the parametric aircraft intent by determining an optimal value for the parameter of each parameter range.

Abstract: A present novel and non-trivial system, device, and method for presenting flight information of a plurality of aircraft on a display unit. An image generator (“IG”) is programmed to receive a first request for flight information for one of a plurality of aircraft; receive first flight information of a viewer aircraft when included in the request; send a second request for second flight information of a target aircraft for each target aircraft included in the request; receive the second flight information; retrieve terrain data corresponding the flight information of a focal aircraft; generate an image data set representative of a three-dimensional scene of a selectable view comprised of the sky, the spherical surface of the Earth, a first aircraft symbol corresponding to the received flight information, and a first curved flight path; and provide the image data set to a display unit.

Abstract: An aircraft traffic alert system that minimizes false alarms and unnecessary alerts by automatically adjusting the sensitivity of the system based on proximity to an airport. The system also can use information from a flight management system (FMS) or GPS navigation system (GNS) to only adjust the sensitivity near a destination airport and to suppress potential alerts for possible collisions with other aircraft that will be moot based on planned course changes of the subject aircraft. The system also can suppress alerts related to another aircraft when the other aircraft is landing on a parallel runway to the runway on which the subject aircraft is landing. The system may use multiple sensitivity levels based on different airspace classes, each class being associated with a different sensitivity level.

Abstract: The different advantageous embodiments provide a system for generating trajectory predictions for a flight comprising a flight object manager and a trajectory predictor. The flight object manager is configured to generate flight information using a number of flight plans, a number of flight schedules, and flight status information. The trajectory predictor is configured to receive flight information from the flight object manager and use the flight information to generate the trajectory predictions.

Abstract: A method and system of managing an aerial vehicle trajectory is provided. The remote trajectory management system (RTMS) for a fleet of aircraft includes an input specification module configured to manage information specifying flight-specific input data used to generate a trajectory, an aircraft model module including data that specifies a performance of the aircraft and engines of the aircraft, a predict 4D trajectory module configured to receive the specified inputs from the input specification module and an aircraft performance model from aircraft model module and to generate a 4D trajectory for a predetermined flight, and a trajectory export module configured to transmit a predetermined subset of the predicted trajectory to the aircraft.

Abstract: A method and apparatus for processing routes is disclosed. An area of interest associated with a number of routes for a number of aircraft and an identification of a number of weightings for a number of characteristics for the number of routes are identified. The number of characteristics includes at least one of a number of environmental characteristics or a number of economic characteristics. A number of new routes are generated based on information about the number of routes associated with the area of interest. Values are identified for characteristics in the number of characteristics for each new route in the number of new routes and for each route in the number of routes based on the information. A performance value is identified for the each new route and for the each route based on the values and the number of weightings for the number of characteristics.

Abstract: An airline operations control system for an airline having multiple aircraft and multiple routes formed by one or more flights where the airline operations control system includes a computer searchable database a query module configured to query the database and a display module and a method of controlling operation of the airline having the multiple aircraft and the multiple routes.

Abstract: A process of providing an aviation navigation chart over a computer network includes receiving a request by a server computer from a client computer. The client computer is in communication with the server computer via the computer network. The request is received over the computer network. The request includes an indication of a departure point and a destination point selected by a user of the client computer. The process also includes generating, at the server computer, a composite travel navigation chart in response to the request. The composite travel navigation chart includes a travel chart image with the departure point and the destination point and a route line extending between the departure point and the destination point. Furthermore, the process includes delivering the composite travel navigation chart from the server computer to the client computer for display by the client computer.

Abstract: A method and system for providing taxiway navigational information to a crewmember of an airplane taxiing at an airport. An airport taxiway navigation system (“ATNS”) that executes on an onboard computer system that displays a map of the taxiways of an airport, receives the name of each taxiway of the taxi route specified by the taxi clearance, and highlights the taxiways on a displayed map to provide a visual indication of the cleared taxi route for the crewmembers.

Abstract: The different advantageous embodiments provide a method, computer program product, and apparatus for presenting a position of a vehicle on a chart. In one advantageous embodiment, a method for presenting a vehicle on a chart is presented. A current position of the vehicle is identified. The method then determines whether the current position of the vehicle is on a path between two points in a plurality of points. A first indicator at a first location on the chart indicating a position of the vehicle on the path relative to the two points is presented responsive to a determination that the current position is on the path. A second indicator on a second location on the chart is presented responsive to an absence of a determination that the current position is on the path, wherein the second indicator points to a closest point in the plurality of points.

Abstract: A method and device to help an aircraft change altitude in case of reduced separations is disclosed. The device, embarked on board the airplane, comprises means for determining a performing time range during which the altitude change maneuver within reduced spacings being desired by the pilots is able to be performed.

Abstract: The invention relates to the automatic detection of the presence of non-authorized persons in the vicinity of an apparatus of the aircraft type. To this end, the invention comprises equipping persons with radio transmitters for identifying them as authorized personnel. The aircraft are also fitted, such as at the existing PODs, with a transceiver device of a radio identification system of the RFID type for recognition of the persons wearing the radio transmitters. Only the persons who are not authorized in the vicinity of the aircraft initiate an alarm procedure.

Abstract: A method and device establishes trajectory planning, predictions and guidance so as to obtain the satisfaction of a time constraint (RTA). This objective is achieved by undertaking a computation of a trajectory up to the point where the flypast time constraint applies, on the basis of a profile of altitude and speeds, and then by computing the profile of speeds and altitudes making it possible, throughout the computed trajectory, to comply with the RTA. The method is also a method for readapting the trajectory and the vertical profile when during a mission, the data outside the aeroplane have caused the time predictions to drift and the constraint is no longer complied with under the initial speeds and trajectory assumptions.

Abstract: Methods and systems are provided for completing and displaying a taxi clearance for an aircraft at an airport. One exemplary method involves receiving an input taxi clearance including a first taxi path of a plurality of taxi paths at the airport and a second taxi path of the plurality of taxi paths that succeeds the first taxi path in the input taxi clearance, and determining a plurality of possible taxi routes between the first taxi path and the second taxi path. The method continues by identifying an optimal taxi route from among the plurality of possible taxi routes, and graphically indicating that the taxi clearance for the aircraft includes the optimal taxi route between the first taxi path and the second taxi path.

Abstract: The present invention is a method for providing rapid intervisibility determination in resource-constrained computational environments. The method may be applied to various real-time applications, such as real-time flight planning and ad-hoc network management. The method includes pre-processing terrain elevation data into an ELDETREE data structure, which uses a 3-D grid coordinate system for each zone inside a multi-zone planning area, for expediting intervisibility determination. Along with promoting increased intervisibility computation efficiency, the method further promotes reduced memory usage for intervisibility computation.

Abstract: A computer implemented method, apparatus, and computer usable program product for cross checking required navigation performance procedures. A required navigation performance procedure in a flight management system is executed in an aircraft. A global positioning system signal in an electronic flight bag or other independent data processing system located onboard the aircraft is received while executing the required navigation performance procedure. A current position of the aircraft based on the global positioning system signal is presented on a moving map. A set of containment lines on the moving map are displayed to indicate whether deviations from the required navigation performance procedure have occurred.

Abstract: A system and method for analyzing a risk of extended operations (ETOPS) dual independent engine in-flight shutdown (IFSD) using an ETOPS IFSD risk calculation means is disclosed. A two-engine aircraft/engine combination performance data set is provided to obtain flight specific data, and a user input variable array is also provided. Flight times are calculated based on the flight specific data and the user input variable array. Dual independent engine shutdown total thrust loss probability values for various phases of an ETOPS flight are calculated based on the user input variable array, the flight specific data, and the flight times. A calculated risk of dual independent engine in-flight shutdown on the ETOPS flight is calculated based on a sum of the dual independent engine shutdown total thrust loss probability values.

Abstract: A method and apparatus for flight planning. Routes from a start point to an end point are identified for a flight of an aircraft from a database of routes. A plurality of different types of routes is present in the database of routes. A number of characteristics of the aircraft are applied to the routes to identify a performance of the aircraft for the routes using a number of weather conditions for the flight. The routes are ranked based on the performance of the aircraft on the routes in meeting a number of goals for the flight to form ranked routes. A portion of the ranked routes are displayed.

Abstract: A method and apparatus for displaying information for an aircraft. Information is identified for the aircraft. An aeronautical chart is displayed on a display system. An envelope is displayed in the aeronautical chart based on the information. The envelope defines a space flyable by the aircraft that meets a number of objectives.

Abstract: The present general inventive concept relates to methods and systems to select and display information on an avionics display screen. The systems and methods allow for the selection and display of information using knobs to highlight and select the desired information for display, eliminating the need for a cursor function. The systems and methods also provide for multiple pages and/or multiple windows or “tiles” within these pages and/or windows simultaneously on a single screen of a display, with each window, page, and/or tile being fully controlled independently when selected. The present general inventive concept also relates to systems and methods to provide multiple cues on an electronic display system altitude tape to a pilot in advance and impending approach to a predefined altitude. The present general inventive concept also relates to systems and methods to employ variable resolution topographical data based on display range for an avionics navigation display.

Abstract: The Electronic Kit Bag (EKB) is a computerized, portable pilot “kit bag” that accepts input data, manipulates said data, and outputs solutions. The EKB consists of standard and state-of-the-art computer parts and peripherals, interfaced for maximum utility. The central operating program of the device assesses the relationships of input data through logic based, three-dimensional decision-making algorithm. Data output is utilized either directly by the user, by the user through an aircraft system, or directly from the EKB to an aircraft system or autopilot.

Abstract: A system and method for flight planning determines an optimal route by setting an initial departure weight or range of such weights for an aircraft traveling from a departure airport to a destination airport, defining a network of nodes for potentially legal routes, labeling each node with a graph of fuel needed to reach that node either as a function of flight duration or as a function of flight duration and departure weight, selecting or discarding routes when conditions at a node of that route are favorable or violated, selecting a preferred route, departure weight and duration for the desired payload and minimizing fuel for the desired route and payload.

Abstract: A method for displaying a flight plan having at least one waypoint on a flight display of a flight deck of an aircraft having known flight constraints, including receiving a user input for a user-inputted waypoint and generating an alternative waypoint when the user-inputted waypoint is not suitable and displaying same.

Abstract: A method of displaying a flight plan on a flight display of a flight deck of an aircraft, where the method includes displaying at least a portion of the flight plan on the display and determining an unsuitability of at least a portion of the flight plan based on at least one suitability criteria.

Abstract: A method for processing a flight plan, implemented in a flight management system, consisting of at least one segment, comprises a step of determining the positions of the start point and of the end point of each of said segments constituting said flight plan by searching for at least two characteristic points of said segment, said characteristic points being explicit, fixed and non-floating, said positions being respectively characterized by a latitude, a longitude and an altitude.

Abstract: To improve the scheduling and tasking of sensors, the present disclosure describes an improved planning system and method for the allocation and management of sensors. In one embodiment, the planning system uses a branch and bound approach of tasking sensors using a heuristic to expedite arrival at a deterministic solution. In another embodiment, a progressive lower bound is applied to the branch and bound approach. Also, in another embodiment, a hybrid branch and bound approach is used where both local and global planning are employed in a tiered fashion.

Abstract: An onboard monitor that ensures the accuracy of data representing the calculated position of an airplane during final approach to a runway. This airplane position assurance monitor is a software function that uses dissimilar sources of airplane position and runway data to ensure the accuracy of the respective data from those dissimilar sources. ILS data and GPS or GPS/Baro data are the dissimilar sources of airplane position data used by this function. This function will calculate the airplane's angular deviations from the runway centerline and from the glide slope with onboard equipment and then compares those angular deviations to the ILS angular deviation information.

Abstract: In the field of the definition of a flight plan for an aircraft, a method is provided for determining an offset lateral trajectory from an initial lateral trajectory comprising a set of initial waypoints. The initial lateral trajectory and the offset lateral trajectory have two junction points in common, namely a point of entry and a point of exit. At least one of the junction points is distinct from the initial waypoints and from the current position of the aircraft. This first junction point can notably be defined so that the flight duration or the flight distance between the first and second junction points corresponds to a defined value.

Abstract: A present novel and non-trivial system and method for generating trajectory data for an aircraft in flight is disclosed. Data representative of an aircraft's current trajectory, aircraft parameter(s), and navigation service data are received. As embodied herein, the aircraft parameter(s) may be received from more than one aircraft. An optimized flight trajectory for the aircraft is determined from a trajectory optimizing function and based upon the aircraft's current trajectory data, the aircraft parameter(s) data, and the navigation service data. Then, dispatch center trajectory data representative of the optimized flight trajectory is generated and sent to at least one user such as an aircraft system of the aircraft and/or an air navigation service provider. As embodied herein, the trajectory optimization function could be based upon cost minimization, time minimization, an operator's internal prioritization, or any combination of these.

Abstract: A device and method for flight management of an aircraft along a flight plan comprises a plurality of waypoints comprising a computation of the temporal predictions determining the temporal situation of the aircraft for each waypoint of the flight plan, a temporal situation of the aircraft being defined by at least one set of information from among the group comprising the target time of transit at each waypoint the estimated minimum and maximum times of arrival at each waypoint, the estimated time of transit at the waypoint, and a formatting and display simultaneously presenting the temporal situations of the said plurality of waypoints

Abstract: An asset operational health monitoring system, in which a plurality of sensors are arranged to determine values of asset operation parameters pertaining to an instance of asset operation. One or more processing unit receives data corresponding to said asset operation values and determine a plurality of asset locations at a corresponding plurality of points in time. The one or more processing unit is arranged to receive data indicative of the location of a region of adverse environmental conditions which may impact on the operation of the asset and to compare the determined locations of the asset with the location of said region so as to determine whether one or more of said asset locations fall within said region. An indicator of operational risk associated with the presence of said asset in said region is output which can drive asset operation or maintenance decision making. The system may be used for ash cloud impact monitoring for aircraft, a fleet of aircraft or aircraft engines.

Abstract: A method and apparatus for managing a flight of an aircraft. Conditions in an environment around the aircraft are monitored during the flight of the aircraft on a route having a number of target points. In response to detecting a condition requiring a change to the route of the aircraft, current resources for the aircraft are identified. A determination is made as to whether changing the route reduces the number of target points that can be reached based on the current resources for the aircraft. In response to a determination that changing the route reduces the number of target points that can be reached, the route is changed to include a portion of the number of target points using the condition and a policy.

Abstract: A torque based power limit cueing system is provided and includes an engine computer to compile data relating to torque and additional information of each of one or more engines, an active stick by which tactile cueing are provided to a pilot and by which the pilot inputs control commands, a multi-function display (MFD) by which visible cues are provided to the pilot and a flight control computer (FCC) operably coupled to the engine computer, the active stick and the multi-function display, the FCC being configured to receive the data from the engine computer and to output tactile cue commands and visible commands in accordance with the torque and the additional information of each of the one or more engines to the active stick and the MFD, respectively.

Abstract: Technologies are described herein for providing a list of alternate diversion airports that is based on up-to-date and accurate information received electronically at the aircraft. The list of alternate diversion airports may be prioritized according to a normal mode when the aircraft is operating under normal flight conditions, or a non-normal mode when the aircraft is operating in an emergency situation. In one aspect of the present disclosure, a system includes an alternate airport diversion planner program that generates the list of alternate diversion airports based on diversion planning information received at an aircraft. The alternate airport diversion planner program subsequently receives periodic updates of the diversion planning information, which is used to update the list of alternate diversion airports that is provided to a pilot of the aircraft.

Abstract: This invention relates to a method of providing a simplified practice for dealing with aviation turbulence and other weather hazards that allows the end users to better communicate turbulence as a state of the atmosphere metric and the additional weather threats affecting the flight. The invention will provide an Atmospheric State Index (ASI) that will allow all the users to work with a standardized metric that describes the turbulence as the state of the atmosphere and a similar scale for other weather risks to the flight. This system will make the correlation between the forecast and aircraft reports for turbulence easier to interpret for the end users. This approach would concentrate on turbulence as one of the weather hazards with a more objective and easier to use metric. This invention would provide a transition for moving from a system based on turbulence PIREPS to a more objective data driven process in the future air traffic environment.

Abstract: In one advantageous embodiment, a method for managing presentation of a navigational chart on a touchscreen display device is presented. A user input is received on a surface of the touchscreen display device on which the navigational chart is presented. A number of portions of the navigational chart corresponding to the surface on which the user input was received are identified, using a processor unit connected to the touchscreen display device. A number of graphical indications are presented on the navigational chart in association with each of the number of portions identified by the processor unit.

Abstract: A device and method aids the evaluation of a flight trajectory that is intended to be followed by an aircraft within a constrained environment. The method includes receiving information from a processing unit regarding stationary and moving obstacles, implementing a collision trial based on this information, and displaying any collision risks to the pilot on a display device in the cockpit. Consequently, a pilot can know within the constrained environment whether a flight trajectory needs to be modified to avoid potential collisions.

Abstract: A process of providing an aviation navigation chart over a computer network includes receiving a request by a server computer from a client computer. The client computer is in communication with the server computer via the computer network. The request is received over the computer network. The request includes an indication of a departure point and a destination point selected by a user of the client computer. The process also includes generating, at the server computer, a composite travel navigation chart in response to the request. The composite travel navigation chart includes a travel chart image with the departure point and the destination point and a route line extending between the departure point and the destination point. Furthermore, the process includes delivering the composite travel navigation chart from the server computer to the client computer for display by the client computer.

Abstract: A method of a flight management system (FMS) of an aircraft for generating an equi-time point (ETP) for an emergency landing of the aircraft includes receiving at least two reference points for landing the aircraft upon an occurrence of an emergency. The method also includes determining an equi-distance point (EDP) for the aircraft by locating a first point on the remaining flight path of the aircraft which is equidistant from the at least two reference points. The method further includes generating an ETP for the aircraft by locating a second point on the remaining flight path such that time difference between any two of expected flight times of the aircraft from the second point to the at least two reference points is less than a threshold value.

Abstract: A method of a flight management system (FMS) of an aircraft for computing flight time from an equi-distance point (EDP to a reference point for an emergency landing of the aircraft includes receiving at least two reference points for landing the aircraft upon an occurrence of an emergency and determining a remaining flight path for the aircraft based on a current location of the aircraft and a flight plan serviced by the FMS. Further, the method includes generating the EDP for the aircraft by locating a point in the remaining flight path, and calculating an expected flight time of the aircraft from the EDP to each of the at least two reference points based on a plurality of factors affecting the flight time of the aircraft.

Abstract: Systems and methods are disclosed for determining an optimal flight path from a starting point to a destination point within an allotted time interval. The time interval is divided into a plurality of time periods. For each time period, a plausibility region is determined, representing an area reachable by an aircraft by an end of the time period, but from which the aircraft can reach the destination point within the remaining time. An expected region of influence is determined for at least one threat at each time period, and a constituent cost map is generated by assigning a cost to cells within the overlap of the region of influence and the plausibility region. The constituent cost maps are combined into a final cost map. The optimal path is determined as a lowest cost path from the starting point to the destination point, and displayed to a user.