Alternate destination predictor for aircraft

• US 5,398,186 A
• Filed: 12/17/1991
• Issued: 03/14/1995
• Est. Priority Date: 12/17/1991
• Status: Expired due to Term

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Nakhla, Nader N. I.
• Primary Examiner(s): Chin, Gary
• Assistant Examiner(s): PARK, COLLIN
• Application Number:
  US07/810,275
• Time in Patent Office: 1,183 Days
• Field of Search: 364/428, 364/430, 364/433, 364/434, 364/439, 364/441, 364/442, 364/443, 364/444, 364/446, 364/448, 364/449, 364/458, 244/180, 244/181, 244/182, 244/183, 244/186, 244/188
• US Class Current: 701/16
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/0039 Modification of a flight plan
• CPC Class Codes: G08G 5/0056 in an emergency situation, e.g. hijacking
• CPC Class Codes: G08G 5/025 Navigation or guidance aids radar or analogous systems specially adapted for landing purposes G01S13/913

Abstract

Disclosed is a flight management computer modification that provides a pilot of an aircraft with a list of alternate landing destinations at which he can land the aircraft in case of an emergency on board or due to some reason why he cannot land at an intended destination. Each of the alternate landing destinations is displayed with data regarding the distance between the aircraft'"'"'s present position and each of the alternate destinations, the estimated time of arrival to fly the aircraft to each of the alternate destinations and an estimate of the fuel remaining on board the aircraft if the aircraft were to land at the alternate destinations. The data allows the pilot to compare the benefits of landing at one of the alternate destinations versus landing at another. The dam is calculated assuming a direct flight from the aircraft'"'"'s present position to the alternate as well as assuming a missed approach at the intended destination and a flight from the intended destination to the alternate landing destination. The computational time required to produce the data for the pilot is minimized by increasing the size of the integration steps used by the flight management computer to calculate estimated time of arrival and fuel remaining and by using the flight management computer'"'"'s precalculated values for optimum climb and descent angles.

Claims

1. A method of providing a pilot of an aircraft with information regarding a plurality of alternate landing destinations where the aircraft can be landed, comprising the steps of:

searching a navigational database for locations of alternate landing destinations nearest the aircraft'"'"'s present position, said nearest alternate landing destinations forming said plurality of alternate landing destinations;

determining a distance between the aircraft'"'"'s present position and the position of each of the alternate landing destinations;

determining a flight plan from the aircraft'"'"'s present position to each of the alternate landing destinations, the flight plan including a trip altitude at which to fly to each of the alternate landing

destinations, an optimum climb angle to the trip altitude, a cruise segment at the trip altitude and an optimum descent angle from the trip altitude to the alternate landing destinations;

determining the time of arrival to fly to each of the alternate landing destinations; and

determining an amount of fuel remaining on the aircraft if the aircraft were to land at each of the alternate destinations by performing the steps of;

estimating a top of descent point in the flight plan to the alternate landing destination;

determining an amount of fuel required to fly from the aircraft'"'"'s present position to the top of descent point in the flight plan;

determining an estimate of the amount of fuel remaining on board the aircraft at the alternate landing destination;

performing a forward determination an amount of fuel remaining at the top of descent point by determining the amount of fuel required to fly the present position of the aircraft to the estimated top of descent point;

performing a backward determination of the amount of fuel remaining at the top of descent point by determining an amount of fuel required to fly from the top of descent point to the alternate landing destination plus the initial estimate of fuel remaining at the alternate landing destination;

comparing the amount of fuel remaining at the top of descent point calculated by the forward and backward determination; and

revising the estimate of the top of descent point and fuel remaining at the alternate landing destination as a result of the comparison;

displaying the alternate landing destinations to the pilot, as well as the distance to each of the alternate landing destinations, the estimated time of arrival at each of the alternate destinations, and the amount of fuel remaining if the aircraft were flown from its present position to each of the alternate landing destinations.

2. The method of claim 1, wherein said plurality of alternate landing destinations are entered by the pilot.

3. The method of claim 1, wherein the steps of determining the distance, trip altitude, time of arrival, and amount of fuel remaining are performed assuming a direct route from the aircraft'"'"'s present position to each of alternate landing destinations.

4. The method of claim 3, wherein the distance, time of arrival and fuel remaining for each alternate landing destination are displayed on a control display unit.

5. The method of claim 1, wherein the steps of determining the distance, trip altitude, time of arrival, and the amount of fuel remaining are performed assuming a missed approach at an intended destination airport and a route from the intended destination to each of the alternate landing destinations.

6. The method of claim 5, wherein the distance, time of arrival and fuel remaining for each alternate landing destination that are calculated assuming a missed approach are displayed on a control display unit.

7. The method of claim 1, wherein the step of performing a forward determination of the amount of fuel remaining at the top of descent point comprises the steps of:

determining a present altitude of the aircraft; and

integrating a function that determines the amount of fuel used by the aircraft to fly from the present altitude of the aircraft to the trip altitude in approximately 10,000 foot steps; and

integrating a function that determines an amount of fuel used by the aircraft to fly the cruise segment to the estimated top of descent point.

8. The method of claim 1, wherein the step of performing a backward determination of the amount of fuel remaining at the top of descent point comprises the steps of:

integrating a function that determines an amount of fuel used by the aircraft to fly from the estimated top of descent point to approximately 10,000 feet, wherein said integration is performed in steps of approximately 10,000 feet; and

integrating a function that determines an amount of fuel used by the aircraft to fly from approximately 10,000 feet to 1,500 feet AGL in one step; and

integrating a function that determines an amount of fuel used by the aircraft to fly from 1,500 feet AGL to the alternate landing destination in one step.