Method and system for determining improved flight trajectory

Abstract

A method for determining an improved flight trajectory 208 is disclosed. The method includes: receiving one or more weather parameters to determine wake forecast data; receiving one or more flight parameters associated with the at least one aircraft 204 to determine flight data thereof; receiving a flight timetable, the flight timetable comprising at least one flight plan 206 of the at least one aircraft; analyzing the at least one flight plan to determine at least one navigation avoidance between the at least two aircrafts; determining a wake likelihood associated with the at least one aircraft; altering the one or more flight parameters to determine an improved flight trajectory for the at least one flight plan; sending at least one flight plan including the improved flight trajectory to the at least one aircraft; the improved flight trajectory is validated using the image data while the at least one aircraft flies according to the at least one flight plan including the improved flight trajectory. A system 200 for determining an improved flight trajectory is also disclosed.

Description

Technical Field

[0001] The present invention relates to improved aircraft flight trajectories. In particular, but not exclusively, the present invention relates to methods and systems for determining an improved flight trajectory and minimizing the formation of a wake caused by an aircraft. In addition, the present disclosure relates to a computer program product for determining an improved flight trajectory. Background Art

[0002] The global aviation industry contributes significantly to climate impacts due to the steady growth in the number of aircraft and flights in service. This increase in flights results in CO2 emissions (exhaust gases due to the combustion of aviation fuel), other non-CO2 emissions (e.g., soot, sulfate aerosols, etc.), and the formation of contrails during aircraft cruising. It should be noted that approximately 60% of the impact of aviation emissions on human-induced climate change can be attributed to contrails. Condensation trails or contrails are usually left by aircraft flying at high altitudes and are a daily observable phenomenon. It should be noted that contrails may last for several hours, depending on the temperature, humidity, wind characteristics, and stability of the air at high altitudes. Aircraft contrails that last for several hours (and contrails with significant horizontal spread in the sky) may affect the radiative balance of the atmosphere, resulting in a net warming impact, which can exacerbate the global warming effect. One of the factors that contribute to the formation of aircraft contrails is the flight path of the aircraft.

[0003] Current technologies for mitigating contrail formation include improving engine design (e.g., reducing weight) and performance (i.e., efficiency), using "sustainable aviation fuels" (e.g., hydrogen-based aviation fuels), changing flight trajectories to minimize contrail formation, and so on. However, improving engine design and performance can be expensive, with associated environmental footprints and carbon credits, and cannot effectively mitigate contrail formation. In addition, the uncertainty associated with changing flight trajectories to minimize contrails cannot effectively mitigate contrails, and also poses challenges when predicting the impact of contrails on the radiative budget of the atmosphere. Historically, various computational prediction models have been developed to estimate improved flight trajectories associated with reducing the atmospheric radiation impact caused by contrail formation. However, such models are limited by their horizontal and vertical resolutions, and require a lot of computing time in order to parameterize the physics and dynamics of contrail formation associated with different flight trajectories. Recent advances in numerical weather prediction and simulation on high-performance computer platforms have enabled significant improvements in this field. However, such measures have also failed to improve the reduction of contrail formation caused by flight.

[0004] There remains a need for improved methods and systems that can mitigate the formation of contrails created by aircraft. Summary of the invention

[0005] A first aspect of the present invention provides a method for determining an improved flight trajectory (ie, a method for determining an improved flight trajectory), the method comprising:

[0006] - receiving one or more weather parameters to determine contrail forecast data;

[0007] - receiving one or more flight parameters associated with at least one aircraft to determine flight data for the at least one aircraft;

[0008] - receiving a flight schedule comprising at least one flight plan of at least one aircraft, wherein the flight schedule relates to a given time period;

[0009] - analyzing at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft;

[0010] - determining a contrail probability associated with at least one aircraft based on the contrail forecast data, the flight data and at least one flight plan;

[0011] - modifying one or more flight parameters of at least one aircraft based on at least one navigation avoidance and trail probability to determine an improved flight trajectory for at least one flight plan;

[0012] - sending at least one flight plan including an improved flight trajectory to at least one aircraft; and

[0013] - while at least one aircraft is flying according to at least one flight plan including the modified flight trajectory, using the image data to verify the modified flight trajectory.

[0014] Without wishing to be bound by theory, the disclosed method enables regular monitoring of one or more weather parameters and flight parameters to predict the contrail formation of a given aircraft and use of the contrail formation to determine and reduce the carbon footprint left by the aforementioned aircraft. It should be noted that the method enables the benefits of the aforementioned changes to be verified (or checked) by using images captured by, for example, the aircraft itself and an additional remote imaging device associated with the aircraft, which simultaneously captures images of the contrail. Based on the improved flight trajectory, a carbon credit is generated to compensate for the carbon footprint caused by the flight. Beneficially, the method is an efficient, effective and robust alternative to traditional methods for mitigating the carbon footprint caused by contrail formation caused by increased air travel due to changes in flight operations and maintenance.

[0015] It will be appreciated that changes in the levels of incident solar radiation in the atmosphere, surface albedo (including contrails), greenhouse gas levels (e.g., carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), ozone (O3), water vapor, perfluorocarbons (PFCs), hydrofluorocarbons (HFCs), and sulfur hexafluoride (SF6)), carbon dioxide equivalents, aerosols, clouds, etc. can all, for example, alter the energy flux of the atmosphere and increase the global carbon footprint.

[0016] In general, contrails (short for condensation trails) refer to white linear clouds that appear as a result of cruise aircraft engine exhaust. Under favorable atmospheric conditions, contrails are formed by the condensation of water vapor from cruise aircraft engine exhaust into ice crystals. It should be noted that the formation of contrails caused by cruise aircraft strongly depends on local meteorological conditions, the optical properties of the contrails, the spatial coverage of the contrails, and the time and season of contrails formation. Contrails are usually formed when the ambient relative humidity is close to or exceeds saturation (i.e., the supersaturation humidity of ice is >= 100%) and the temperature is below -40°C (critical temperature, T crit ) in a stable atmosphere. It should be noted that contrails produce a net warming effect during the day by reflecting incoming solar radiation and absorbing outgoing longwave radiation, while they only have a net warming effect at night. Contrails can typically vary in width from 0.1 km to 10 km and can last up to about 200 km.

[0017] Throughout this disclosure, the term "flight trajectory" as used herein refers to the path (actual or planned) followed by an aircraft to reach a defined destination. Additionally, the term "improved flight trajectory" as used herein refers to a flight trajectory that reduces the likelihood of contrail formation by an aircraft when one or more of the flight parameters are improved or altered.

[0018] The method of the present disclosure includes receiving one or more weather parameters to determine the contrail forecast data. One or more weather parameters can be obtained from at least one of the following: a weather monitoring system, a dynamic climate model (e.g., a global climate or regional climate model, such as CMIP5, WRF, UM), an atmospheric reanalysis data set (e.g., ERA5, GFS), or a pure observational data set (e.g., satellite measurements). Alternatively, optionally, a set-based probability forecast can be used to determine the contrail forecast data by counting the number of set members, which predicts the probability of contrail formation or does not form a contrail. In addition, a vertical simulation profile of one or more weather parameters can be generated to calculate the absolute existence and duration of the contrail (i.e., more than 2 minutes). In this regard, the simulation data is stored in a 4-dimensional atmospheric data set of the vertical simulation profile for query, i.e., querying the probability of contrail formation at a given latitude, longitude, altitude, and time. Optionally, a physics-based model (e.g., a contrail cirrus prediction model (CoCIP)) can be used to predict when the contrail will form (based on one or more weather parameters) and how the contrail will evolve.

[0019] In an embodiment, one or more weather parameters are selected from: temperature, pressure, water vapor and ice water content, vapor pressure and saturated vapor pressure of air, wind vector, number of ice particles in clouds and corresponding particle size, and incident and outgoing radiant energy in the atmospheric column. Radiant energy in the atmospheric column includes energy entering, reflected, absorbed, and emitted by the Earth system. Energy can be associated with, for example, space, the atmosphere, the oceans, and the Earth's geospheric surface.

[0020] Optionally, the contrail forecast data includes the probability of contrail formation and persistence and the radiation budget. The radiation budget represents the balance between incoming radiation (such as energy from space and the atmosphere, for example solar radiation) and outgoing radiation (such as reflected solar radiation or radiation emitted from the Earth system (i.e., the atmosphere, oceans, and the Earth's geospheric surface)). It should be noted that an imbalance in the radiation budget is responsible for net warming of the Earth's climate (such as that caused by potential contrail formation).

[0021] In addition, the method includes receiving one or more flight parameters associated with at least one aircraft to determine flight data for the at least one aircraft. The one or more flight parameters associated with the at least one aircraft may be obtained from at least one of: aircraft navigation beacon data (e.g., Automatic Dependent Surveillance-Broadcast (ADS-B)), engine specifications via original equipment manufacturers (OEMs) and airlines. The aircraft navigation beacon data is imported and processed to generate clean flight trajectories and schedules corresponding to historical and planned (or future) flights.

[0022] In an embodiment, one or more flight parameters are selected from: flight date and time, destination, trajectory, flight altitude, expected arrival at destination, speed, latitude of aircraft flight, longitude of aircraft flight, heading, payload, operating characteristics of a specific aircraft type, and fuel data. Fuel data typically includes fuel type, fuel quantity, fuel flow rate, and fuel burn time. It should be noted that different fuel types have different effects on contrail formation due to particulate emissions (such as black carbon soot) and water vapor (a byproduct of the combustion process). In the example, kerosene-based aviation fuel is currently used primarily in gas turbine aircraft and has different contrail formation characteristics from biofuels or hydrogen-based aviation fuels. In addition, the flight trajectory (historical or planned) is combined with the fuel data to generate flight data for any given aircraft. In addition, the flight data is used to query the determined contrail forecast data.

[0023] In addition, the method includes receiving a flight schedule including at least one flight plan of at least one aircraft, wherein the flight schedule is related to a given time period. As used herein, the term "flight schedule" refers to a timetable of a series of flights between designated airports operated by one or more registered airlines in a defined mode. It should be noted that the flight schedule provides a list of airlines and at least one of their aircraft and a list of designated destinations, tentative routes and the time when each aircraft is scheduled to start (i.e., take-off or departure) and complete (i.e., landing or arrival). In addition, the flight schedule may include rates for services (i.e., passenger and / or freight) between specified airports in a given time period (i.e., regular and specific times).

[0024] The term "flight plan" as used herein refers to the planned route or flight path of a given aircraft. Typically, a flight plan is submitted by the operator of a given aircraft (such as a pilot) to an air navigation service provider (ANSP) before the given aircraft departs from a specified airport (or during the flight). In general, a flight plan may include basic information such as departure and arrival points and departure and arrival times, estimated en route time, alternate airports in case of bad weather, flight type (IFR or VFR), flight altitude level, pilot and crew information, number of people on board, information about the aircraft, etc.

[0025] In addition, the method includes analyzing at least one flight plan to determine at least one navigation avoidance between at least two aircraft. It will be appreciated that analyzing at least one flight plan associated with at least one aircraft enables scheduling informed air route changes (and / or landings), i.e., route changes, when two or more aircraft fly over the same geographic area. It should be noted that such a route change can be a change in latitude, longitude, or altitude of the flight relative to the initial flight plan. Beneficially, such a route change enables navigation avoidance between at least two aircraft. Optionally, the navigation avoidance can cover collision avoidance, proximity avoidance, or similar avoidance between two or more aircraft flying in the airspace. Optionally, the navigation avoidance can include changing the flight trajectory of at least one of the at least two aircraft. In an example, the navigation avoidance can prevent two aircraft along the same route from flying within 1000 feet to 2000 feet (vertical separation) of each other. In this regard, the step of analyzing at least one flight plan can be implemented using a machine learning-based tool or an artificial intelligence-based tool.

[0026] In addition, the method includes determining a contrail probability associated with at least one aircraft based on contrail forecast data, flight data and at least one flight plan. The term "contrail probability" as used herein refers to the tentative global warming potential of a given aircraft along a tentative flight trajectory. In this article, contrail probability or global warming potential refers to the contribution of a contrail (or more specifically, the carbon dioxide equivalent emissions of a contrail) to the total contribution of global warming. It should be noted that the contrail forecast data, flight data and at least one flight plan provide information about flight and weather conditions that affect the formation of a contrail of at least one aircraft along the tentative flight trajectory. Specifically, the contrail probability is determined based on an estimate of the contrail formation of at least one aircraft, the particle size in the cloud, carbon and water emissions from at least one aircraft, and one or more weather parameters (i.e., existing atmospheric conditions). Optionally, the contrail probability is determined daily based on a flight schedule submitted to an ANSP operator. Optionally, fleet-wide daily forecast modeling can be used to generate the contrail probability associated with at least one aircraft.

[0027] In an exemplary implementation, the possibility of a wake may be determined according to a multi-stage process. In this regard, in the first stage, an initial check may be performed to determine whether the thermodynamic criteria for wake formation are met. In an embodiment, the initial check may be based on: one or more elements of flight data (e.g., the expected propulsion efficiency of the aircraft, the expected heat of combustion of the fuel, and the expected water vapor emission index value), one or more modeling elements of weather data (e.g., pressure, ambient air temperature, and / or water vapor mixing ratio), or flight position (e.g., latitude, longitude, and altitude). In addition, in the second stage, if it is determined that the thermodynamic criteria for wake formation are met, an initial prediction of the trajectory may be performed. The initial prediction may include generating a prediction of the position and / or geometry of the wake, and / or the number, size, habit, and / or mass of ice particles in the wake based on the following: one or more elements of flight data (e.g., mass, wing geometry, expected cruising speed, expected fuel burn rate, expected smoke emission index value, flight position), one or more elements of weather data (e.g., ice saturation mixing ratio, water vapor mixing ratio, ice number, ice particle mass, ice survival factor), wake geometry, etc. In the third stage, the initial creation of the contrails can evolve over time based on one or more elements of the weather data (e.g., modeled air speed, ice properties, and predicted energy dissipation rates). In the fourth stage, the radiative properties of the contrails can be calculated based on modeled values ​​of outgoing longwave radiation, reflected solar radiation, and / or direct solar radiation to determine the contrails likelihood. In the fifth stage, a final check can be performed to determine the contrails likelihood based on the number of ice particles (i.e., below a threshold number (e.g., 1000 m -3 )), optical thickness (i.e., below a threshold thickness (e.g., 0.01)), or center of mass of the wake (outside the ice supersaturated region (ISSR)). If the wake has not dissipated, the third stage including the time evolution of the wake can be repeated. In this way, the wake probability warming potential can be calculated for the lifetime of the wake. Alternatively, the wake probability can be calculated for a point in time and the expected length of the flight extrapolated. Once it is determined that the wake has dissipated, the multi-stage process can be stopped.

[0028] In addition, the method includes modifying one or more flight parameters of at least one aircraft based on at least one navigation avoidance and a trail probability to determine an improved flight trajectory for at least one flight plan. It will be understood that an improved flight trajectory is a flight trajectory that is different from a tentative flight trajectory. In addition, the determined improved flight trajectory has an improved trail probability, wherein the improved trail probability is less than the tentative trail probability determined for the tentative flight trajectory (i.e., the trail probability along the tentative flight trajectory). In other words, the flight trajectory with the lowest global warming potential is selected as the improved flight trajectory. By changing the necessary input parameters, the improved trail probability can be calculated in the same manner as the tentative trail probability described above. It will be understood that for a given improved flight trajectory, a lower improved trail probability corresponds to a lower trail formation probability. Therefore, the improved trail probability is associated with a lower global warming potential, and therefore, the atmospheric radiation impact caused by the aircraft's carbon dioxide and carbon dioxide equivalent emissions is smaller. In addition, the improved flight trajectory balances the lower global warming potential brought by the trail and the additional potential carbon dioxide emissions brought by the additional fuel combustion to avoid trail formation.

[0029] Furthermore, the method includes sending at least one flight plan including an improved flight trajectory to at least one aircraft. In this aspect, at least one aircraft is provided with the improved flight trajectory before takeoff or during flight. It will be appreciated that by utilizing information related to the likelihood of contrails and by analyzing at least one flight plan of a flight schedule, the route of a single aircraft may be altered before takeoff or during flight for navigation avoidance.

[0030] In addition, the method includes using image data to verify the improved flight trajectory. Optionally, in this aspect, the improved flight trajectory is checked for improved trail possibility (or minimum global warming potential) by observing the formation of a trail (or the absence of a trail) along the improved flight trajectory. The verification of the improved flight trajectory enables the advantages of changing one or more flight parameters to be determined to determine the improved flight trajectory (i.e., whether it is the right decision to change the route of the aircraft). Optionally, the verification step can be performed in real time (i.e., when the aircraft is flying). Alternatively, the verification step can be performed after the aircraft completes the flight (i.e., landing). In this aspect, verifying the improved flight trajectory includes observing the trail along the improved flight trajectory. Trail formation can be observed from image data from various sources, including but not limited to imaging devices directly associated with the aircraft, satellite observations, machine learning techniques (e.g., object imaging and object recognition, etc.) and convolutional neural networks. It will be understood that the verified data can be used to verify and improve the weather prediction model to determine accurate trail forecast data for future predictions.

[0031] In an embodiment, the step of verifying the improved flight trajectory comprises:

[0032] - capturing at least one wake image using a first imaging device associated with the aircraft and / or a second imaging device associated with a remote observation system remote from the aircraft, wherein the at least one wake image represents actual wake formation of the aircraft during flight according to the flight plan having the modified flight trajectory; and

[0033] - Comparing at least one contrail image with contrail forecast data to verify an improved flight trajectory of the aircraft with respect to contrail formation at a given moment.

[0034] It will be understood that the image data may include a sequence of images (i.e., a sequence of trail images) captured from a first imaging device and / or a second imaging device configured to observe the formation of a trail by an aircraft while flying (following a tentative flight trajectory or a modified flight trajectory). Typically, the first imaging device may be a built-in imaging device in the aircraft or mounted on the aircraft, optionally disposed at the end of the aircraft facing away from the aircraft in a direction opposite to the direction of flight (i.e., facing backward). The first imaging device may be, for example, a digital imaging system, an infrared imaging device (e.g., a forward-looking infrared (FLIR) camera, a long-wave infrared (LWIR) camera, a medium-wave infrared (MWIR) camera, etc.), a night vision imaging system, a laser radar (i.e., a light-based direction-finding and ranging device), etc. In addition, the second imaging device may be a remote observation system configured to observe an aircraft and its vicinity, such as a front view and a rear view of a cruising aircraft up to, for example, a predefined distance in front of and behind the aircraft. Alternatively, the second imaging device may be a built-in imaging device in another aircraft or mounted on another aircraft to monitor the aircraft causing the trail formation from the side (or behind) of the aircraft. In this context, another aircraft may act as a pilot reporting (PIREP) aircraft, which reports information about actual weather conditions and all aircraft in its field of view.

[0035] Optionally, at least one trail image is obtained from at least one of: an active remote sensing system, a passive remote sensing system, and an in-situ measurement system. Active remote sensing systems include lidars, etc., and passive remote sensing systems include earth observation sensors on satellites (such as geostationary satellites and / or polar orbiting satellites) or cameras at the surface of the earth. For example, in-situ observation systems include laser scattering devices on research aircraft, meteorological radiosondes, multispectral thermal infrared imaging spectroradiometers, or airborne medium resolution imaging spectroradiometer (MODIS) simulators. It will be understood that the trail needs to have a predetermined size, such as at least 1 km wide, in order to be detected by a remote observation system (such as a satellite). Optionally, the second imaging device can be, for example, a satellite earth observation (EO) imaging system, a radiosonde-based imaging system, an in-situ data imaging system, etc. It will be understood that radiosondes are typically used to measure weather parameters rather than images.

[0036] The method includes comparing at least one contrail image with contrail forecast data to validate and improve a prediction model for predicting contrail formation and persistence. In addition, comparing at least one contrail image with contrail forecast data is also used to validate an improved flight trajectory for the aircraft with respect to contrail formation at a given time while the flight is in flight or after the flight has landed.

[0037] In an embodiment, the method further comprises

[0038] - generating at least one climatological statistic of average contrail likelihood over at least one geographic region using the validated improved flight trajectory; and

[0039] - Use at least one climate statistic to develop at least one environmentally friendly flight route.

[0040] In this regard, the average contrail likelihood over a period of time over a given geographical area enables the definition of climate statistics for the given geographical area. Advantageously, such climate statistics enable the modification of one or more flight parameters of at least one aircraft to minimize the average global warming potential of the aircraft when flying through the given geographical area. In an example, the contrail formation zone is an altitude range with a predefined water vapor content in the vertical atmospheric column, wherein the contrail is formed at T crit It will be understood that, below or above such an altitude range, no contrail formation will be observed, and therefore an improved altitude for the aircraft to fly can be selected near such an altitude range. In addition, the 4D map generated based on the vertical simulation profile draws a contrail formation partition on a given flight trajectory, and the pilot can be guided to avoid flying into such a partition. For example, for a flight from North America to China flying above 36,000 feet above the ground, due to dry and hot weather conditions, no contrails are observed over Middle Eastern countries, while contrails are observed in the north of China and the United Kingdom. In such an example, for example, in the airspace above the northern regions of China and the United Kingdom, the altitude of the flying aircraft can be changed from 36,000 feet to 32,000 feet.

[0041] Optionally, changing one or more flight parameters of at least one aircraft is based on desired efficiency and safety aspects of rerouting the aircraft. Safety aspects include geopolitical security considerations, such as avoiding flying into at least one of the following: high probability contrail formation zones, war zones, existing weather hazards (such as turbulence and thunderstorms), and airports or airspace that are not pre-scheduled. In this aspect, the process uses an iterative algorithm to calculate the global warming potential associated with changing one or more flight parameters, the one or more flight parameters selected from at least one of the following: the speed of the aircraft, the altitude at which the aircraft is flying, the latitude at which the aircraft is flying, the longitude at which the aircraft is flying, the heading of the aircraft, the flight time, the amount of fuel carried by the aircraft, or a combination thereof.

[0042] In an embodiment, the method further comprises

[0043] - determining the CO2 emissions for a given flight of a given aircraft based on the flight plan of the given aircraft and the contrail likelihood associated with the given aircraft; and

[0044] - calculating the CO2 equivalent of a given flight based on the CO2 emissions, wherein the step of modifying one or more flight parameters associated with the given flight is performed in such a way that the CO2 equivalent of the given flight is minimized for an improved flight trajectory of a flight plan of a given aircraft.

[0045] Alternatively, implementation of a flight plan with an improved flight trajectory does not prevent contrails. Contrails formed by implementation of a flight plan with an improved flight trajectory exert a cooling effect on the atmosphere, rather than a warming effect. A net cooling effect within the atmosphere is created when local atmospheric conditions are such that short wave solar radiation reflected back into space by contrails ice crystals exceeds the surface warming effect of long wave radiation reflected back to the Earth's surface. Thus, rather than adjusting a flight plan to avoid the formation of persistent contrails that are forecast to have a strong warming effect, a flight plan may be adjusted to form persistent contrails when those contrails are forecast to have a strong and persistent net cooling effect.

[0046] In addition, the method can generate a joint carbon credit registry for credits generated by (a) carbon reduction credits (i.e., generated by sustainable aviation fuel reservations and applications) and (b) emissions equivalent credits (i.e., generated by trail management). Operators of aircraft that use emissions equivalent credits to generate credits can enter the resulting credits at the joint carbon credit registry to (i) sell the credits to external buyers or (ii) use the credits to purchase sustainable aviation fuel (SAF) for future reservations and applications through partner markets. Similarly, carbon reduction credits can be (i) sold to external buyers or (ii) used to fund trail management activities. Optionally, the carbon credit registry tracks flights / aircraft and generates credits for each unit of carbon dioxide emissions reduction or removal that is verified and certified. The sustainable aviation fuel reservation and application system can enable aircraft to purchase sustainable aviation fuel without being geographically connected to a supply location and further communicate its sustainability attributes to its partners.

[0047] In an embodiment, the method further comprises

[0048] - generating a first wake climate impact based on the flight plan of a given aircraft with an improved flight trajectory, based on the CO2 emissions equivalent determined for the given flight; and

[0049] - quantifying the climate benefit by comparing a first contrail climate impact of the flight with a second contrail climate impact of the flight, wherein the second contrail climate impact of the flight is generated based on a flight plan for a given aircraft having a baseline flight trajectory based on the CO2 emissions equivalent determined for the given flight. Optionally, the baseline flight trajectory is calculated by combining the historical contrail data with the flown historical flight trajectory tracked using aircraft navigation beacon data. Optionally, the historical contrail data is generated by collecting data over possible time scales varying from one day (or a portion thereof) to multiple years or any portion thereof. The historical contrail data may include data from numerical weather prediction modeling forecasts and / or aftercast weather data constrained by observations.

[0050] In an embodiment, the method further comprises

[0051] - Analyze the first contrail climate impacts for a given flight when it departs at different times to determine the optimal departure time; and

[0052] - Reschedule the departure of a given flight based on the best departure time.

[0053] Optionally, the method efficiently manages wakes by advancing or delaying the departure of a given flight based on the flight plan and aircraft trajectory of the given flight by analyzing the first wake climate impact. The same operator-submitted flight plan (OFP) for a given flight may have different weather conditions en route when departing at different departure times. By analyzing the impact of the warming wake on the first wake climate for specific flight plans departing at different times, the departures of flights are reordered based on the optimal departure time to efficiently manage the delays and avoid excessive disruption to flight departure times. Optionally, the same method can be applied to generate a continuous cooling wake instead of avoiding a continuous warming wake.

[0054] Optionally, the method generates a climate footprint of a flight path prospectively and / or retrospectively by combining the quantification of climate impact with a carbon calculator method, so that passengers and / or operators of the aircraft can pay to offset their non-CO2 climate impact prospectively (i.e., before the flight) or retrospectively (i.e., after the flight) or a combination of both methods. For example, for pre-flight payment, the method generates an expected estimate of the contrail climate impact of a given flight based on a multiplier derived from the calculated average contrail climate impact of the flight. In another example, the method generates an expected estimate of the contrail climate impact of a given flight based on an average value derived from a historical analysis of multiple previous flights on the same or similar routes and in the same or similar time period of the year. For post-flight payment, the method generates a retrospective analysis of the contrail climate impact of a given flight based on post-flight meteorological data. For pre-flight or post-flight payment, the method generates an expected estimate of the contrail climate impact of a given flight using either or both of the methods described above for pre-flight payment, then uses post-flight meteorological data, uses a retrospective analysis of the contrail climate impact to correct the payment made after the flight, and requires additional payment or refunds the excess payment.

[0055] Optionally, the method quantifies non-CO2 climate impacts on a per-flight basis by comparing a first wake climate impact of the flight with a second wake climate impact of the flight. Non-CO2 climate impacts include impacts caused by nitrous oxide (NOx), sulfur dioxide (SO2), water vapor (H2O), and non-volatile particulate matter (nvPM) (i.e., soot). Quantification of these non-CO2 emissions and their lateral and vertical distribution on a per-flight basis includes using ADS-B data to track aircraft trajectories to generate a retrospective analysis of non-CO2 emissions along the flight path.

[0056] In this regard, the amount of carbon dioxide (CO2) gas produced by the fuel burned by the aircraft is used to determine the corresponding carbon dioxide equivalent of a given aircraft to take into account the various greenhouse gases produced by the given aircraft. In addition, CO2e is also based on the contrail formation during flight. The global warming potential of the radiative impact from the contrail is converted into a suitable value (CO2e) and added to the total global warming potential of CO2 emissions. Typically, carbon dioxide equivalent (CO2e) is a measure of the global warming potential of various greenhouse gases including CO2 (such as methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFC), perfluorocarbons (PFC), sulfur hexafluoride (SF6), nitrogen trifluoride (NF3), etc.), which has the same global warming potential as CO2. Typically, CO2e is the product of tons of gas and its associated global warming potential. In the example, for 1 million metric tons of methane and nitrous oxide, which have global warming potentials of 25 and 298, respectively, CO2e is 25 million metric tons and 298 million metric tons of CO2 equivalent (MMTCDE). In the example, a given flight of a given aircraft may release 90 kg of CO2 per hour, however, the given flight releases other gases such that the total CO2e is 110 kg of CO2e per hour, i.e., the other gases add an additional 20 kg of CO2e to the atmosphere per hour. In this regard, one or more flight parameters associated with a given flight may be altered to minimize the CO2e of the given flight. It will be appreciated that by following an improved flight trajectory, contrail formation is reduced, and therefore the CO2e of the flight is reduced. Therefore, beneficially, the disclosed method reduces the overall global warming potential associated with the flight.

[0057] Additionally, minimizing the contrail potential using appropriate changes (i.e., modifications) to one or more flight parameters associated with a given flight is performed by determining the total savings in CO2 equivalents of the improved flight trajectory for the flight plan of a given aircraft, wherein the total savings in CO2 equivalents is the difference between the tentative carbon potential and the improved carbon potential. Beneficially, the total savings in CO2 equivalents of the improved flight trajectory corresponds to avoiding contrail formation when flying through the improved flight trajectory. Additionally, the total savings in CO2 equivalents are quantified for a given flight or a group of flights (historical and planned (or future) flights). Beneficially, by including carbon credits in the process, minimization of the contrail potential can also be associated with the potential minimization of flight costs. Thus, flights associated with such an airline are promoted to be both environmentally friendly (i.e., carbon neutral labeling) and cost-effective for passengers.

[0058] Typically, the total savings in global warming potential are reported in a variety of ways, including through mandatory or voluntary disclosure systems. It should be noted that the disclosure system is determined by the company and / or the country where the company is located. In an exemplary implementation, the global warming potential can be reported in the company's annual report or through international obligations such as the Paris Agreement. In an alternative exemplary implementation, the global warming potential can be incorporated into a carbon credit program, such as a regional and international emissions trading program, for example, the Carbon Offsetting and Reduction Program for International Aviation (CORSIA). In such a case, the global warming potential can be converted into an appropriate carbon credit value.

[0059] In an embodiment, minimization of the likelihood of a wake is associated with an increase in carbon credits, and wherein the carbon credits are associated with the fuel utilized for a given flight. It will be appreciated that the carbon credits are proportional to the emissions of CO2 gas and other CO2e generated by human activity, in this case aviation. In the above example, CO2 gas and other CO2e are generated due to the combustion of aircraft fuel. Thus, in such a case, for example, the fuel for the aircraft may be changed from 100% kerosene-based aviation fuel to 60% kerosene-based aviation fuel and 40% biofuel to minimize the CO2 gas and other CO2e for a given flight.

[0060] Additionally, a suitable carbon credit value is generated for the corresponding at least one parameter associated with the net global warming potential. In the example, a carbon credit value is generated for carbon dioxide. In such an example, if in 2018, the impact of aviation on global warming is 1.834×10 9 tonnes of CO2 and / or CO2 equivalent, then avoiding 50% of contrails through contrail forecasting and flight changes results in a loss of 1 billion tonnes of CO2 equivalent from the climate. Therefore, for this example, at a carbon price of $10 / ton, the net global warming potential is equivalent to a carbon credit market value of about $10 billion per year.

[0061] Typically, technical interventions can be performed to minimize the emission of CO2 gas and other CO2e and reduce the overall global warming potential associated therewith. Optionally, technical interventions can typically include investments in other local projects that represent the reduction of CO2 gas and other CO2e emissions. Such projects can include, for example, projects based on renewable energy (e.g., wind power, solar power, hydroelectric power, biofuels, etc.), methane collection and combustion systems, energy-saving models, tree planting projects, etc. It should be noted that carbon credits are carbon credits traded between carbon credit suppliers (such as parties under various environmental and trade organizations, such as (for example) the Kyoto Protocol, the EU Emission Trading Scheme) and buyers (such as individuals, companies, governments or other entities). In addition, carbon credit suppliers can be organizations that voluntarily include their trail potential in credits for the purpose of promoting sustainability. Buyers of carbon credits can be companies that emit various greenhouse gases as byproducts of their business. Such companies are required to reduce emissions or purchase carbon credits instead.

[0062] In an embodiment, the method further comprises evaluating a fuel burn loss or fuel savings achieved based on the fuel utilized for a given flight. The fuel burn loss and fuel savings are associated with a tentative flight trajectory and an improved flight trajectory, respectively. In this document, a tentative flight trajectory may result in higher fuel consumption (burn), thereby increasing the likelihood of a wake associated with a given flight; whereas an improved flight trajectory may result in lower fuel consumption (burn), thereby minimizing the likelihood of a wake associated with a given flight. Optionally, in an embodiment, an improved flight trajectory may burn more fuel and therefore have higher CO2 emissions, but the improved flight trajectory is configured to reduce CO2e from the wake more, such that the overall improved flight trajectory reduces total CO2e. Optionally, the fuel burn loss or fuel savings achieved may also be associated with a carbon credit value, wherein the fuel burn loss is caused by a reduction in the carbon credit value, and the fuel savings are achieved by an increase in the carbon credit value.

[0063] In this aspect, optionally, the method may include modifying maintenance activities of an engine of the aircraft based on the contrail likelihood of a given flight of the aircraft, and wherein the modification of the maintenance activities of the engine includes:

[0064] - receiving data associated with the aircraft's engines;

[0065] - generating an engine simulation model based on the received data for predicting the condition of the aircraft's engine; and

[0066] - Determining maintenance activities to be performed on the engine based on the predicted condition of the engine.

[0067] Optionally, in this regard, maintenance activities for the aircraft's engines are determined to enable the combustion efficiency of the fuel in the engines to be improved and to reduce emissions of carbon dioxide or carbon dioxide equivalents from the aircraft's exhaust. Data associated with the aircraft's engines may include the type of engine, the age of the engine, information about the OEM, the type of fuel, the amount of fuel carried by the engine, the flow rate of the fuel and the combustion time of the fuel, the last cleaning information of the engine, chemical analysis of debris in the engine exhaust, and the like. Data associated with the aircraft's engines are used to predict the current condition of the aircraft's engines, such as the amount of soot in the exhaust, the nature of corrosion, the amount of damage, and the like. Maintenance activities include, but are not limited to, changes in fuel (e.g., switching to green aviation fuels, such as biofuels or hydrogen-based aviation fuels), removing soot particles from the exhaust through appropriate cleaning, adapting to improved engine designs, and the like.

[0068] In an embodiment, the method also includes executing EFB software on an electronic flight bag (EFB) device to support air tactical response. Typically, an EFB is an electronic display system used in a cockpit, such as for displaying data or performing calculations thereon. Optionally, the EFB device can be a portable (handheld device) or a mounting device typically mounted on an aircraft control panel. It should be noted that the EFB software on the EFB device enables efficient air tactical response and efficient flight management before and after flight to be generated. In an example, the EFB software can help record changes in flight trajectory and call causal parameters (e.g., severe weather conditions, restricted areas, high trajectory partitions, etc.) for flight trajectory changes under various instances, and share such records with airlines or ANSP operators. Optionally, the interface of the EFB device can implement real-time route changes to one or more aircraft based on the flight management data recorded and thus shared with airlines or ANSP operators.

[0069] In an embodiment, the method further comprises executing air navigation service provider (ANSP) software to enable at least one air navigation task to be performed. Typically, similar to EFB software, ANSP software enables efficient air tactical responses and efficient flight management before and after flight to be generated. In addition, since at least one flight plan is submitted, the ANSP software enables strategic rerouting. The ANSP software provides an improved flight trajectory for the ANSP operator as well as the flight operator (or pilot) to perform the improved flight trajectory. In addition, the ANSP software tracks CO2 and CO2e emissions, NOx, and smoke in the contrails. In addition, the ANSP software also provides the execution of emission accounting for MRV schemes such as CORSIA.

[0070] In an embodiment, the method further comprises providing at least one of the following on an interactive user interface of a display device: one or more weather parameters, contrail forecast data, one or more flight parameters, flight data, flight schedule, contrail probability, improved flight trajectory, image data, verified improved flight trajectory, at least one environmentally friendly flight route, carbon dioxide equivalent, carbon credit value, fuel combustion loss or achieved fuel savings. The interactive user interface of the display device enables receiving input from a user of the user device and displays output data corresponding to the received input. Optionally, the display device may be selected from at least one of the following: an EFB device, a device in the cockpit, a portable device operated by an aircraft pilot. It will be understood that the above-mentioned data list displayed on the interactive user interface of the display device is a non-exhaustive list and may include other data, such as a map of the city being flown over, the current weather conditions of the city, air traffic at the alternate airport en route, air traffic at the destination airport, and the like. Beneficially, displaying information corresponding to carbon credit values ​​and sharing the information with passengers on board can encourage passengers to choose the same airline for future travel.

[0071] A second aspect of the present invention provides a system for determining an improved flight trajectory, the system comprising a processor, wherein the processor is configured to:

[0072] - receiving one or more weather parameters to determine contrail forecast data;

[0073] - receiving one or more flight parameters associated with at least one aircraft to determine flight data for the at least one aircraft;

[0074] - receiving a flight schedule comprising at least one flight plan of at least one aircraft, wherein the flight schedule relates to a given time period;

[0075] - analyzing at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft;

[0076] - determining a contrail probability associated with at least one aircraft based on the contrail forecast data, the flight data and at least one flight plan;

[0077] - modifying one or more flight parameters of at least one aircraft based on at least one navigation avoidance and trail probability to determine an improved flight trajectory for at least one flight plan;

[0078] - sending at least one flight plan including an improved flight trajectory to at least one aircraft; and

[0079] - while at least one aircraft is flying according to at least one flight plan including the modified flight trajectory, using the image data to verify the modified flight trajectory.

[0080] Optionally, the processor includes various modules, such as a weather prediction module, a trajectory module, an engine module, a trail possibility prediction module, an optimization module, a verification module, and a carbon credit module. The processor is configured to receive one or more weather parameters using the weather prediction module to determine trail forecast data. In addition, the trail forecast data is provided as an output of the weather prediction module. The processor is configured to receive one or more flight parameters associated with at least one aircraft to determine the flight data of at least one aircraft using the trajectory and engine modules. The processor is configured to receive a flight schedule including at least one flight plan of at least one aircraft from the trajectory module to analyze at least one flight plan to determine at least one navigation avoidance between at least two aircraft. The processor is configured to use the trail possibility prediction module to determine the trail possibility associated with at least one aircraft based on the trail forecast data, flight data, and at least one flight plan. The processor is configured to use the optimization module to modify one or more flight parameters of at least one aircraft based on at least one navigation avoidance and trail possibility to determine an improved flight trajectory for at least one flight plan. The processor is configured to send at least one flight plan including an improved flight trajectory to at least one flight plan. The processor is configured to validate the refined flight trajectory using the image data obtained by the validation module.

[0081] In an embodiment, the system further comprises a first imaging device associated with the aircraft and / or a second imaging device associated with a remote observation system remote from the aircraft, wherein the first imaging device and / or the second imaging device are configured to capture at least one wake image, wherein the at least one wake image represents an actual wake formation of the aircraft during flight according to a flight plan having an improved flight trajectory, wherein the processor is configured to compare the at least one wake image with the wake forecast data to verify the improved flight trajectory of the aircraft for the wake formation at a given moment in time.

[0082] In an embodiment, the at least one wake image is obtained from at least one of: an active remote sensing system, a passive remote sensing system, and an in situ measurement system. It should be noted that an active remote sensing system, a passive remote sensing system, and an in situ measurement system are examples of a second imaging device.

[0083] In some embodiments, the above system may be implemented as part of a system including an airline operator and / or an air navigation service provider (ANSP). For example, receiving one or more flight parameters associated with an aircraft to determine flight data may include requesting one or more flight plans from the airline operator and / or the ANSP.

[0084] In some examples, the airline operator may have previously signed an agreement with the operator of the system, such as a contrails credit program agreement.

[0085] An airline operator may generate a flight plan based on one or more flight parameters substantially as described above. For example, a flight plan may be generated based on: flight date and time, destination, trajectory, flight altitude, estimated arrival at destination, speed, latitude at which the aircraft is flying, longitude at which the aircraft is flying, heading, payload, operating characteristics of a particular aircraft type, and fuel data. A flight plan may be generated by flight planning software (FPS). In some examples, an airline operator may submit the generated flight plan to an ANPS. The generated flight plan may be referred to as an initial, provisional, or baseline flight plan.

[0086] The generated flight plan may also be referred to as a tentative flight trajectory, or may include a tentative flight trajectory. The system may determine a tentative trail probability along the tentative flight trajectory, and modify one or more flight parameters to determine an improved flight trajectory having an improved trail probability.

[0087] In some examples, the system may send or otherwise provide the improved flight trajectory to the airline operator and / or ANSP. The airline operator may generate a revised flight plan based on the improved flight trajectory. For example, the airline operator may use the FPS to generate a revised plan using the improved flight trajectory as an additional input. The airline operator may submit the revised flight plan to the ANSP.

[0088] In some examples, the airline operator may perform the flight according to the revised flight plan. That is, the airline operator may fly the aircraft along an improved flight trajectory. In some examples, new flight data, such as current or up-to-date weather data, may be obtained during the flight. For example, the new data may be made available to the airline operator, the pilot of the aircraft, and / or the ANSP via an Internet connector device or application (e.g., an electronic flight bag) or via an air traffic control service. Any of the airline operator, the pilot, and / or the ANSP may have the opportunity to change the flight trajectory based on the new flight data.

[0089] As described above, the system may be configured to use image data (eg, based on performed flights) to validate a refined flight trajectory, and may determine differences in atmospheric radiation effects between an initial flight plan and a revised flight plan.

[0090] In some examples, as described above, the atmospheric radiation impact difference can be incorporated into a credit scheme, such as the Carbon Credit and Reduction Scheme for International Aviation (CORSIA). In such a case, the net contrail potential can be converted into a suitable carbon credit value, such as a carbon dioxide equivalent (CO2e) unit. Such a unit can be a carbon credit value for emissions, for example, to meet regulatory requirements and / or a trading currency value. In some examples, the carbon credit value can be allocated to an airline operator and / or an operator of the system.

[0091] A third aspect of the invention provides a computer program product for determining an improved flight trajectory, the computer program product comprising a non-transitory machine-readable data storage medium having program instructions stored thereon, the program instructions when accessed by a processor causing the processor to perform the method of the first aspect.

[0092] Optionally, the computer program product is implemented as an algorithm embedded in software stored in a non-transitory machine-readable data storage medium. The non-transitory machine-readable data storage medium may include, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. Examples of implementations of computer-readable media include, but are not limited to, electrically erasable programmable read-only memory (EEPROM), random access memory (RAM), read-only memory (ROM), hard disk drive (HDD), flash memory, secure digital (SD) card, solid state drive (SSD), computer-readable storage medium, and / or CPU cache memory.

[0093] In this regard, the algorithm quantifies the climate impact caused by the aircraft and, by using the aforementioned methods, changes the aircraft flight plan or trajectory while flying to prevent contrails from forming.

[0094] Optionally, the program instructions cause the processor to:

[0095] - receiving one or more weather parameters to determine contrail forecast data;

[0096] - receiving one or more flight parameters associated with at least one aircraft to determine flight data for the at least one aircraft;

[0097] - receiving a flight schedule comprising at least one flight plan of at least one aircraft, wherein the flight schedule relates to a given time period;

[0098] - analyzing at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft;

[0099] - determining a contrail probability associated with at least one aircraft based on the contrail forecast data, the flight data and at least one flight plan;

[0100] - modifying one or more flight parameters of at least one aircraft based on at least one navigation avoidance and trail probability to determine an improved flight trajectory for at least one flight plan;

[0101] - sending at least one flight plan including an improved flight trajectory to at least one aircraft; and

[0102] - while at least one aircraft is flying according to at least one flight plan including the modified flight trajectory, using the image data to verify the modified flight trajectory.

[0103] Optionally, the program instructions cause the processor to compare at least one wake image captured using a first imaging device associated with the aircraft and / or a second imaging device associated with a remote observation system remote from the aircraft with the wake prediction data to verify an improved flight trajectory of the aircraft for wake formation at a given moment, and wherein the at least one wake image includes a plurality of wake images taken consecutively while the aircraft is flying and together constitute image data.

[0104] Embodiments of the present disclosure substantially eliminate or at least partially solve the above-mentioned problems in the prior art, and enable the provision of an improved flight trajectory that beneficially mitigates contrail formation and its ultimate impact on climate (i.e., climate impact). In this regard, the disclosed method changes one or more flight parameters, such as a flight plan associated with an aircraft (including trajectory, fuel data, etc.). In addition, such changes can be verified to improve the prediction model to predict the probability of contrail formation for the aforementioned aircraft for a given flight plan before the flight takes off and during the flight. In addition, the climate impact caused by contrail formation is compensated by a credit value generated based on the aforementioned changes, which corresponds to the amount of carbon and non-carbon equivalents generated by a given flight.

[0105] Throughout the description and claims of this specification, the words "comprise" and "contain" and variations of these words (such as "comprising and comprises") mean "including but not limited to", and do not exclude other components, integers or steps. In addition, unless the context requires otherwise, the singular encompasses the plural: In particular, when the indefinite article is used, the specification should be understood as contemplating plurality as well as singularity unless the context requires otherwise.

[0106] Improved features of each aspect of the invention may be described in conjunction with any other aspect. Within the scope of the present application, it is apparent that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular their individual features, may be employed independently or in any combination. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or combination, unless such features are incompatible. BRIEF DESCRIPTION OF THE DRAWINGS

[0107] One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0108] Figure 1 is a flow chart showing the steps of a method for determining an improved flight trajectory according to an embodiment of the present disclosure; and

[0109] Figure 2 is a schematic diagram of a system for determining an improved flight trajectory according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0110] refer to Figure 1 , which shows a flowchart illustrating the steps of a method for determining an improved flight trajectory according to an embodiment of the present disclosure. At step 102, one or more weather parameters are received to determine contrail forecast data. At step 104, one or more flight parameters associated with at least one aircraft are received to determine flight data of at least one aircraft. At step 106, a flight schedule including at least one flight plan of at least one aircraft is received, wherein the flight schedule is related to a given time period. At step 108, at least one flight plan is analyzed to determine at least one navigation avoidance between at least two aircraft. At step 110, a contrail probability associated with at least one aircraft is determined based on the contrail forecast data, the flight data, and at least one flight plan. At step 112, one or more flight parameters of at least one aircraft are modified based on at least one navigation avoidance and the contrail probability to determine an improved flight trajectory for at least one flight plan. At step 114, at least one flight plan including the improved flight trajectory is sent to at least one aircraft. At step 116, the improved flight trajectory is verified using image data while at least one aircraft is flying according to at least one flight plan including the improved flight trajectory.

[0111] Steps 102, 104, 106, 108, 110, 112, 114 and 116 are merely exemplary and other alternatives may be provided in which one or more steps are added, one or more steps are removed, or one or more steps are provided in a different order without departing from the scope of the claims herein.

[0112] refer to Figure 2 , which shows a system 200 for determining an improved flight trajectory 208 according to an embodiment of the present disclosure. The system 200 includes a processor. The processor of the system 200 is coupled to a weather monitoring system 202 and an aircraft 204. The processor is configured to:

[0113] - receiving one or more weather parameters from the weather monitoring system 202 to determine contrail forecast data;

[0114] - receiving one or more flight parameters associated with at least one aircraft 204 to determine flight data of at least one aircraft 204;

[0115] - receiving a flight schedule comprising at least one flight plan 206 of at least one aircraft 204, wherein the flight schedule relates to a given time period;

[0116] - analyzing at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft;

[0117] - determining a contrail probability associated with at least one aircraft 204 based on contrail forecast data, flight data and at least one flight plan;

[0118] - modifying one or more flight parameters of at least one aircraft based on at least one navigation avoidance and trail probability to determine an improved flight trajectory 208 for at least one flight plan 206;

[0119] - sending at least one flight plan including the improved flight trajectory 208 to at least one aircraft 204; and

[0120] While at least one aircraft 204 is flying according to at least one flight plan 206 including improved flight trajectory 208 , verifying improved flight trajectory 208 using image data, such as from a remote observation system 210 remote from aircraft 204 .

[0121] The processor is communicatively coupled to the remote observation system 210 via a communication network 212 .

Claims

1. A method for determining an improved flight trajectory, the method comprising: - receiving one or more weather parameters to determine contrail forecast data; - receiving one or more flight parameters associated with at least one aircraft to determine flight data of the at least one aircraft; - receiving a flight schedule comprising at least one flight plan of said at least one aircraft, wherein said flight schedule relates to a given time period; - analyzing the at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft; - determining a contrail probability associated with the at least one aircraft based on the contrail forecast data, the flight data and the at least one flight plan; - modifying said one or more flight parameters of said at least one aircraft based on at least one navigation avoidance and said trail probability to determine a modified flight trajectory for said at least one flight plan; - sending said at least one flight plan including said improved flight trajectory to said at least one aircraft; and - using image data to verify the modified flight trajectory while the at least one aircraft is flying according to the at least one flight plan including the modified flight trajectory.

2. The method according to claim 1, further comprising: - generating at least one climatological statistic of average contrail probability over at least one geographical area using the validated improved flight trajectory; as well as - Using the at least one climate statistic to develop at least one environmentally friendly flight route.

3. The method according to claim 1 or 2, further comprising: - determining the carbon dioxide emissions for a given flight of a given aircraft based on the flight plan of the given aircraft and the contrail likelihood associated with the given aircraft; as well as - calculating the CO2 equivalent of the given flight based on the CO2 emissions, wherein the step of modifying one or more flight parameters associated with the given flight is performed in such a way that the CO2 equivalent of the given flight is minimized for an improved flight trajectory for the flight plan of the given aircraft.

4. A method according to any one of the preceding claims, wherein: The minimization of the trail probability is associated with an increase in a carbon credit value, and wherein the carbon credit value is associated with the fuel utilized for a given flight.

5. The method according to any one of the preceding claims, further comprising: generating a first trail climate impact based on the flight plan of the given aircraft having the modified flight trajectory and based on the carbon dioxide emissions determined for the given flight; as well as The climate benefit is quantified by comparing a first wake climate impact of a flight with a second wake climate impact of the flight, wherein the second wake climate impact of the flight is generated based on the flight plan of the given aircraft having a baseline flight trajectory and based on the carbon dioxide emissions determined for the given flight.

6. A method according to any one of the preceding claims, wherein: The baseline flight track is calculated by combining the historical flight track flown, tracked using aircraft navigation beacon data, with historical contrail forecast data.

7. The method according to any one of the preceding claims, further comprising: Analyze the first contrail climate impacts of a given flight when it departs at different times to determine the optimal departure time; as well as The departure of the given flight is rescheduled based on the optimal departure time.

8. The method of claim 4, further comprising evaluating fuel burn losses or achieved fuel savings based on the fuel utilized for the given flight.

9. A method according to any one of the preceding claims, wherein: The step of using the image data to verify the improved flight trajectory comprises: - capturing at least one wake image using a first imaging device associated with the aircraft and / or a second imaging device associated with a remote observation system remote from the aircraft, wherein the at least one wake image represents actual wake formation of the aircraft during flight according to the flight plan having the modified flight trajectory; and - comparing the at least one contrail image with the contrail forecast data in order to verify an improved flight trajectory of the aircraft with respect to contrail formation at a given moment.

10. The method of any preceding claim, further comprising executing an Electronic Flight Bag (EFB) software on an EFB device to support airborne tactical response.

11. The method of any preceding claim, further comprising executing Air Navigation Service Provider (ANSP) software to enable performance of at least one air navigation task.

12. The method according to any of the preceding claims further includes providing at least one of the following on an interactive user interface of a display device: the one or more weather parameters, the contrail forecast data, the one or more flight parameters, the flight data, the flight schedule, the contrail probability, the improved flight trajectory, the image data, the verified improved flight trajectory, at least one environmentally friendly flight route, carbon dioxide equivalent, carbon credit value, fuel combustion loss or achieved fuel savings.

13. A method according to any one of the preceding claims, wherein: The one or more weather parameters are selected from: temperature, pressure, water vapor and ice water content, vapor pressure and saturated vapor pressure of air, wind vector, number of ice particles in clouds and corresponding particle size, and incident and outgoing radiation energy in the atmospheric column.

14. A method according to any one of the preceding claims, wherein: The one or more flight parameters are selected from: flight date and time, destination, trajectory, flight altitude, estimated arrival at the destination, speed, latitude at which the aircraft is flying, longitude at which the aircraft is flying, heading, payload, operating characteristics of a specific aircraft type, and fuel data.

15. A system for determining an improved flight trajectory, the system comprising a processor, wherein: The processor is configured to: - receiving one or more weather parameters to determine contrail forecast data; - receiving one or more flight parameters associated with at least one aircraft to determine flight data for the at least one aircraft; - receiving a flight schedule comprising at least one flight plan of said at least one aircraft, wherein said flight schedule relates to a given time period; - analyzing the at least one flight plan to determine at least one navigation avoidance maneuver between at least two aircraft; - determining a contrail probability associated with the at least one aircraft based on the contrail forecast data, the flight data and the at least one flight plan; - modifying said one or more flight parameters of said at least one aircraft based on at least one navigation avoidance and said trail probability to determine a modified flight trajectory for said at least one flight plan; - sending said at least one flight plan including said improved flight trajectory to said at least one aircraft; and - using image data to verify the modified flight trajectory while the at least one aircraft is flying according to the at least one flight plan including the modified flight trajectory.

16. The system of claim 15, further comprising a first imaging device associated with the aircraft and / or a second imaging device associated with a remote observation system remote from the aircraft, wherein: The first imaging device and / or the second imaging device are configured to capture at least one wake image, wherein the at least one wake image represents an actual wake formation of the aircraft during flight according to the flight plan with the modified flight trajectory, Therein, the processor is configured to compare the at least one wake image with the wake forecast data to verify the improved flight trajectory of the aircraft with respect to wake formation at a given moment.

17. The system of claim 16, wherein: The at least one wake image is obtained from at least one of: an active remote sensing system, a passive remote sensing system, and an in situ measurement system.

18. A computer program product for determining an improved flight trajectory, the computer program product comprising a non-transitory machine-readable data storage medium storing program instructions which, when accessed by a processor, cause the processor to perform the steps of the method according to any one of claims 1 to 14.

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