Navigational apparatus and methods for displaying aircraft position with respect to a selected vertical flight path profile

• US 4,792,906 A
• Filed: 08/29/1986
• Issued: 12/20/1988
• Est. Priority Date: 08/29/1986
• Status: Expired due to Fees

• Current Assignee: Bowing Company The Seattle WA
• Original Assignee: The Boeing Co.
• Inventors: Kircher, Robert C. Jr., King, Ethmer W., Radfar, Mohammed R., Yotsuuye, David S.
• Primary Examiner(s): Chin, Gary
• Application Number:
  US06/902,417
• Time in Patent Office: 844 Days
• Field of Search: 364/428-430, 364/433, 364/434, 364/443, 364/444, 364/448, 73/178 T, 340/951, 340/959, 340/967, 340/970, 340/977, 340/979, 244/183, 244/185, 244/186
• US Class Current: 701/5
• CPC Class Codes: G01C 5/005 altimeters for aircraft G01C5/02, G01C5/06 take precedence
• CPC Class Codes: G05D 1/0653 during a phase of take-off or landing

Abstract

An aircraft navigational system for providing a geometic display to the pilot of the vertical position of the aircraft relative to a selected vertical flight path profile as the aircraft progresses between its departure and destination. The vertical profile, which has a climb portion, a cruise portion and a descent portion, is formed by a number of navigational points, each of which is defined by an altitude component and a geographical position component. The profile points which form the climb and descent profiles are calculated from controller assigned altitude and waypoint constraints as well as from airspeed and altitude operating limitations which define various selected aircraft performance climb and descent modes.

Claims

1. A method of generating an informational profile for guiding an aircraft flight, the method comprising the steps of:

a. providing information concerning locations of an earlier position P₁ and a later position P₄, as well as aircraft first operating parameters for conducting a climb from the earlier position P₁ and aircraft second operating parameters for conducting a descent to the later position P₄ ;

b. calculating a location of an upper descent position P₃ from the later position P₄ as a function of a projected distance to be flown by the aircraft when descending to position P₄ in accordance with the aircraft second operating parameters;

c. calculating a location of an upper climb position P₂ from earlier position P₁ as a function of a projected distance to be flown by the aircraft when climbing to the upper climb position P₂ from position P₁ in accordance with the aircraft first operating parameters;

d. generating the informational profile which is defined by a climb portion including positions P₁ and P₂, a descent portion including positions P₃ and P₄, and an intermediate portion including positions P₂ and P₃ ; and

e. guiding said aircraft based on the generated informational profile.

2. The method as set forth in claim 1 wherein:

a. the locations of positions P₁ and P₄ are defined relative to a position on the earth; and

b. the location of position P₂ is calculated relative to position P₁, and the location of position P₃ is calculated relative to position P₄.

3. The method as set forth in claim 2 wherein:

a. the projected distance to be flown by the aircraft includes a vertical altitude component and a horizontal distance component.

4. The method as set forth in claim 3 wherein the first operating parameters include an aircraft airspeed requirement which is a function of aircraft altitude.

5. The method as set forth in claim 2 wherein the first operating parameters include an altitude requirement for conclusion of the climb portion at position P₂, and an aircraft airspeed requirement during the climb to position P₂.

6. The method as set forth in claim 1 wherein:

a. the location of position P₂ from position P₁ is a function of aircraft third and fourth operating climb parameters for conducting the climb; and

b. the climb portion is formed by at least lower and upper climb legs, in which the lower climb leg includes the earlier position P₁ and an intermediate climb position P₅, and in which the upper leg includes the intermediate climb position P₅ and the upper climb position P₂, in a manner that a location of position P₅ is calculated relative to the earlier position P₁ as a function of the third operating climb parameters, and the location of the upper climb position P₂ is calculated relative to the intermediate climb position P₅ as a function of the fourth operating climb parameters.

7. The method as set forth in claim 6 wherein:

a. the location of intermediate climb position P₅ is a function of a first projected horizontal distance component and a first projected altitude component to be flown by the aircraft when climbing from the earlier position P₁ in accordance with the third operating climb parameters; and

b. the location of upper climb position P₂ is a function of a second projected horizontal distance component and a second projected vertical altitude component to be flown by the aircraft when climbing from the intermediate climb position P₅ in accordance with the fourth operating climb parameters.

8. The method as set forth in claim 7 wherein:

a. the intermediate climb position P₅ is located from the earlier position P₁ at a horizontal distance and vertical altitude which are equal to the first projected distance component and the first projected altitude component; and

b. the upper climb position P₂ is located from the intermediate climb position P₅ at a horizontal distance and vertical altitude which are equal to the second projected distance component and the second projected altitude component.

9. The method as set forth in claim 7 wherein the aircraft third operating clmmb parameters include a first aircraft airspeed, and the fourth operating climb parameters include a second aircraft airspeed which is different from the first aircraft airspeed so that the lower climb leg and the upper climb leg have different slopes.

10. The method as set forth in claim 1 wherein:

a. the location of the upper descent position P₃ from the later position P₄ is a function of fifth and sixth operating parameters for conducting the descent; and

b. the descent portion is formed by at least upper and lower descent legs, in which the lower descent leg includes the later position P₄ and an intermediate descent position P₆, and the upper leg includes the intermediate descent position P₆ and the upper descent position P₃, in a manner that a location of intermediate position P₆ is calculated relative to the later position P₄ as a function of the fifth operating descent parameters, and the location of the upper descent position P₃ is calculated relative the intermediate descent position P₆ as a function of the sixth operating descent parameters.

11. The method as set forth in claim 10 wherein:

a. the location of intermediate position P₆ is a function of a projected horizontal distance component and a projected vertical altitude component to be flown by the aircraft when descending to the later position P₄ in accordance with the fifth operating descent parameters; and

b. the location of position P₃ is a function of projected horizontal distance component and a projected vertical altitude component to be flow by the aircraft when descending to position P₆ in accordance with the sixth operating descent parameters.

12. The method as set forth in claim 11 wherein the aircraft fifth operating descent parameters include a third aircraft airspeed, and the sixth operating descent parameters include a fourth aircraft airspeed which is different from the third aircraft airspeed so that the lower descent leg and the upper descent leg have different slopes.

13. The method as set forth in claim 1 additionally comprising the step of displaying the informational profile and a symbol of the aircraft at locations relative to each other to indicate the position of the aircraft relative to the profile.

14. The method as set forth in claim 13 additionally comprising the step of displaying a trend symbol at a location relative to the aircraft symbol to indicate a predicted location of the aircraft at a selected time in the future as a function of aircraft present airspeed and aircraft present flight path angle.