System and method for establishing airworthiness waiting route entry trajectory when available space is limited

Abstract

A technique that can be used to establish a modified entry trajectory profile for an aircraft to join a waiting course at an entry waypoint despite limited airspace available to establish an entry trajectory. In one aspect, instructions are received for an aircraft to join a waiting course at an entry waypoint according to an entry trajectory profile. Dividing the airspace around the waiting route into sectors by using the entering route point as a reference point; interruptions into the trajectory profile may be identified. In response to identifying a discontinuity in the entry trajectory profile, a modified entry trajectory profile may be established by: i) determining a sector from which the aircraft will approach the entry waypoint if a current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is directed to the entry waypoint; and ii) generating a modified entry trajectory profile.

Description

Technical Field

[0001] Aspects of the present disclosure relate to establishing an entry trajectory profile for an aircraft to enter a holding pattern. Background Art

[0002] The aircraft may include a flight management system (FMS) that generates a trajectory profile for the aircraft based on a flight plan. The trajectory profile may include a lateral trajectory of a waiting route. The flight crew may select a lateral navigation mode on the flight control system (FCS) of the aircraft to cause the aircraft to fly along the lateral trajectory calculated by the FMS. In order to allow the flight plan to join the waiting route, an entry trajectory profile is established. In some cases, insufficient space is available for establishing an entry trajectory profile, which causes the FMS to establish a discontinuous and unairworthy trajectory for entering the waiting route. This may force the flight crew to intervene. For example, the flight crew may be forced to modify the flight plan or stop using the lateral guidance provided by the FMS. This may lead to confusion and an increase in the workload of the flight crew, which is particularly problematic in a busy terminal area or when operating in an area around an adjacent aircraft. Therefore, a technology is needed for establishing a continuous and airworthy entry trajectory profile (especially when the airspace for establishing an entry trajectory profile is limited) for safely and efficiently transitioning an aircraft to a waiting route. Summary of the invention

[0003] In one aspect, the present disclosure provides a method, the method comprising: establishing a modified entry trajectory profile for an aircraft to join a holding pattern at an entry waypoint, dividing the airspace surrounding the holding pattern into a plurality of sectors using the entry waypoint as a reference point. An inbound route of the holding pattern may be used as a reference direction. The modified entry trajectory profile is established by: determining a sector from a plurality of sectors from which the aircraft will approach the entry waypoint when the aircraft's current track angle moves to intersect the entry waypoint and the aircraft is pointing toward the entry waypoint; and generating the modified entry trajectory profile based at least in part on the determined sector.

[0004] In one aspect, in combination with any of the exemplary aspects provided above or below, the method includes: receiving an instruction for an aircraft to join a holding pattern at an entry waypoint according to an entry trajectory profile; and identifying a discontinuity in the entry trajectory profile, and wherein, in response to identifying the discontinuity in the entry trajectory profile, a modified entry trajectory profile is established, the modified entry trajectory profile being established such that at least one aspect of the entry trajectory profile is changed.

[0005] In one aspect, in conjunction with any of the exemplary aspects provided above or below, a modified entry trajectory profile is generated such that the entry waypoint intersects the last segment of the modified entry trajectory once.

[0006] In one aspect, in conjunction with any of the exemplary aspects provided above or below, the determination of the sector is independent of the sector of the plurality of sectors in which the aircraft is actually located.

[0007] In one aspect, in combination with any of the exemplary aspects provided above or below, determining a sector from a plurality of sectors comprises: translating a current track angle to an entry waypoint to generate a translated track angle, the translated track angle intersecting the entry waypoint and the aircraft pointing toward the entry waypoint; and determining a route change angle based at least in part on the translated track angle and an inbound route of the holding pattern or an inbound reference line of the holding pattern, and wherein the sector is determined based at least in part on the route change angle.

[0008] In one aspect, in combination with any of the exemplary aspects provided above or below, the sector is determined by associating the course change angle with one of a plurality of predefined angular ranges, each of the plurality of predefined angular ranges corresponding to one of the plurality of sectors.

[0009] In one aspect, in combination with any of the exemplary aspects provided above or below, when the sector is determined to be a first sector of the plurality of sectors, a modified entry trajectory profile is generated such that: i) a holding pattern is captured at an inbound route of the holding pattern in a direction opposite to the inbound direction; and ii) a modified tear drop pattern is created that ends at an entry waypoint.

[0010] In one aspect, in combination with any of the exemplary aspects provided above or below, the sector is determined to be a first sector of a plurality of sectors, and wherein the method further comprises: determining whether capture of the waiting route passes through a starting point of an inbound route of the waiting route, or whether a length of the inbound route of the waiting route is shorter than two times a turning radius of a turn of the waiting route, and wherein, when capture of the waiting route will pass through a starting point of an inbound route of the waiting route, or a length of the inbound route of the waiting route is shorter than two times a turning radius of a turn of the waiting route, a modified entry trajectory profile is generated such that: i) capture is performed passing through a starting point of an inbound route at an inbound reference line extending from and coaxial with the inbound route and in a direction opposite to an inbound direction; and ii) a correction angle route is created having a correction angle arc established outside the turned inbound route of the waiting route, and the correction angle ends at an entry waypoint.

[0011] In one aspect, in combination with any of the exemplary aspects provided above or below, when the sector is determined to be the second, third, or fourth sector of the plurality of sectors, a modified entry trajectory profile is generated such that: i) capture of a holding pattern is performed at an outbound route of the holding pattern in a direction consistent with the outbound direction; and ii) a following route is created along the holding pattern and terminating at an entry waypoint.

[0012] In one aspect, in conjunction with any of the exemplary aspects provided above or below, a modified entry trajectory profile is generated such that a segment of the modified entry trajectory profile traverses the outbound route prior to capture of a waiting pattern at the outbound route.

[0013] In one aspect, in combination with any exemplary aspect provided above or below, the sector is determined to be the second, third or fourth sector of the plurality of sectors, and wherein the method further comprises: determining whether capture of the waiting route passes through an end point of an outbound route of the waiting route, and wherein, when capture of the waiting route will pass through an end point of an outbound route of the waiting route, generating a modified entry trajectory profile such that: i) capture is performed at an outbound reference line passing through the end point of the outbound route, the outbound reference line extending from and coaxial with the outbound route, and in a direction consistent with the outbound direction; and ii) an extended following route having an arc segment and an inbound segment is established, the arc segment being established outside the turned inbound route of the waiting route, and the inbound segment ending at an entry waypoint.

[0014] In one aspect, in combination with any of the exemplary aspects provided above or below, a method includes causing an aircraft to enter a holding pattern at an entry waypoint by flying according to a modified entry trajectory profile.

[0015] In one aspect, in combination with any of the exemplary aspects provided above or below, wherein establishing the modified entry trajectory profile further comprises: determining a setup structure based at least in part on the determined sector, determining the setup structure from one of a plurality of possible setup structures, and wherein the modified entry trajectory profile is established according to the setup structure.

[0016] In one aspect, in combination with any exemplary aspect provided above or below, the method further comprises determining an implementation for the establishment structure, determining an implementation from one of a plurality of possible implementations that includes at least a normal capture implementation and an extended capture implementation.

[0017] In another aspect, a non-transitory computer-readable medium containing instructions that, when implemented by one or more processors, cause the one or more processors to perform operations including: establishing a modified entry trajectory profile for an aircraft to join a holding pattern at an entry waypoint, dividing the airspace surrounding the holding pattern into a plurality of sectors using the entry waypoint as a reference point, establishing the modified entry trajectory profile by: determining a sector from a plurality of sectors from which the aircraft will approach the entry waypoint if a current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointing toward the entry waypoint; and generating the modified entry trajectory profile based at least in part on the determined sector.

[0018] In one aspect, in combination with any of the exemplary aspects provided above or below, the operations further include: receiving an instruction for an aircraft to join a holding pattern at an entry waypoint according to an entry trajectory profile; and identifying a discontinuity in the entry trajectory profile, and wherein a modified entry trajectory profile is established in response to identifying the discontinuity in the entry trajectory profile, the modified entry trajectory profile being established such that at least one aspect of the entry trajectory profile is changed.

[0019] In one aspect, in combination with any of the exemplary aspects provided above or below, determining a sector from a plurality of sectors comprises: translating a current track angle to an entry waypoint to generate a translational track angle, the translational track angle intersecting the entry waypoint and the aircraft pointing toward the entry waypoint; and determining a route change angle based at least in part on the translational track angle and an inbound route of the holding pattern, and wherein the sector is determined based at least in part on the route change angle.

[0020] In one aspect, in combination with any of the exemplary aspects provided above or below, the plurality of sectors includes a first sector, a second sector, a third sector, and a fourth sector, and wherein when the sector is determined to be a first sector of the plurality of sectors, a modified entry trajectory profile is generated such that: i) capture of a holding pattern is performed at an inbound route of the holding pattern in a direction opposite to the inbound direction; and ii) a corrected angle course is created that ends at an entry waypoint.

[0021] In one aspect, in combination with any of the exemplary aspects provided above or below, wherein the plurality of sectors includes a first sector, a second sector, a third sector, and a fourth sector, and wherein when the sector is determined to be the second, third, or fourth sector of the plurality of sectors, a modified entry trajectory profile is generated such that: i) capture of a holding pattern is performed at an outbound route of the holding pattern in a direction consistent with a departure direction; and ii) a following pattern is created that follows the holding pattern and ends at an entry waypoint.

[0022] In another aspect, an aircraft is provided. The aircraft includes a system having one or more processors and one or more storage devices storing a program executable by the one or more processors to perform operations including: establishing a modified entry trajectory profile by: determining a sector from a plurality of sectors from which the aircraft will approach an entry waypoint of a holding pattern when a current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointing toward the entry waypoint; and generating the modified entry trajectory profile based at least in part on the determined sector. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order that the above-recited features can be understood in detail, a more particular description, briefly summarized above, may be rendered by reference to exemplary aspects, some of which are illustrated in the accompanying drawings.

[0024] Figure 1 is a schematic top view of an aircraft according to an exemplary aspect of the present disclosure;

[0025] Figure 2 yes Figure 1 A diagram of the aircraft's systems;

[0026] Figure 3 Is used for Figure 2 A flowchart of an exemplary technique for generating a modified entry trajectory profile by a system;

[0027] Figure 4 is a diagram of an exemplary holding pattern for an aircraft, wherein the airspace surrounding the holding pattern is divided into various sectors using an approach reference line and an entry waypoint of the holding pattern as reference points;

[0028] Figure 5 is a diagram illustrating a technique for translating a current track angle of an aircraft to a translated track angle;

[0029] Figure 6 is a diagram illustrating an entry trajectory profile for transitioning an aircraft to a holding pattern, wherein the entry trajectory profile includes at least one discontinuity;

[0030] Figure 7 is a diagram illustrating a modified entry trajectory profile established according to a first establishment structure;

[0031] Figure 8 is a diagram illustrating a scenario in which a modified entry trajectory profile is established according to a normal capture implementation of a first build structure, wherein capture of a holding pattern passes through a starting point of an inbound route of the holding pattern;

[0032] Fig. 9 is a diagram illustrating a modified entry trajectory profile established according to an extended capture implementation of a first established structure.

[0033] Fig.10 is a diagram illustrating an exemplary holding pattern, wherein the length of the inbound route of the holding pattern is shorter than twice the turning radius of the turning of the holding pattern;

[0034] Fig.11 is a diagram illustrating an entry trajectory profile for transitioning an aircraft to a holding pattern, wherein the entry trajectory profile includes at least one discontinuity;

[0035] Fig.12 is a diagram showing a modified entry trajectory profile established according to a second establishment structure;

[0036] Fig.13is a diagram illustrating a scenario in which a modified inbound trajectory profile is established according to a normal capture implementation of a second build structure, wherein capture of a holding pattern passes through an end point of an outbound route of the holding pattern;

[0037] Fig.14 is a diagram showing a modified entry trajectory profile established according to an extended capture implementation of a second establishment structure; and

[0038] Fig.15 is a flow chart of an exemplary method according to an exemplary aspect of the present disclosure. DETAILED DESCRIPTION

[0039] The present disclosure provides techniques for establishing a continuous and airworthy entry trajectory profile for safely and efficiently transitioning an aircraft to a holding pattern (particularly when the airspace used to establish the entry trajectory profile is limited). For example, when the entry trajectory profile includes discontinuities that make it discontinuous and unairworthy, the present disclosure provides techniques for establishing a modified entry trajectory profile to "bypass" the entry trajectory profile with the discontinuities. Unlike the entry trajectory profile, the modified entry trajectory profile provides a continuous and airworthy entry trajectory to guide the aircraft into the holding pattern at an entry waypoint into the holding pattern. The airspace around the holding pattern can be divided into multiple sectors using an arrival reference line and an arrival waypoint as a reference point. The arrival reference line extends along and / or from the arrival route of the holding pattern to provide a reference direction.

[0040] In summary, in one exemplary aspect, a modified entry trajectory profile may be established by determining a sector from which the aircraft will approach the entry waypoint when the aircraft's current track angle moves to intersect the entry waypoint and the aircraft (e.g., the nose of the aircraft) is pointing toward the entry waypoint. The determination of the sector is independent of the sector in which the aircraft is actually located. Based on the determined sector, a setup structure may be determined. The setup structure may be implemented according to an implementation (e.g., a normal capture implementation or an extended capture implementation). A modified entry trajectory profile may be generated such that at least one aspect of the entry trajectory profile is changed. A modified entry trajectory profile may be established according to an implementation for the setup structure, the implementation being determined based on the determined sector. The aircraft may then transition to and enter a holding pattern using the modified entry trajectory profile.

[0041] The modified entry trajectory profile can provide a smooth, continuous and airworthy entry transition into a holding pattern. The generation or use of a modified entry trajectory profile can provide many advantages, benefits and / or technical effects. For example, advantageously, the modified entry trajectory profile can provide an airworthy lateral trajectory, along which the flight control system can command the aircraft without causing the aircraft to deviate from the path. In addition, despite the limited airspace, the flight crew intervention (if any) required to transition the aircraft to the holding pattern is minimal, which avoids increasing the workload of the flight crew. In addition, the modified entry trajectory profile follows the standard holding pattern entry rules as much as possible, and a notification can be issued to the flight crew indicating that a portion of the standard holding pattern entry trajectory is modified or bypassed due to limited available space. In addition, the level of safety can also be improved by improving the situational awareness of the flight crew and helping to meet airspace restrictions around the holding pattern.

[0042] Figure 1 1 is a schematic top view of an aircraft 100 according to an exemplary aspect of the present disclosure. The aircraft 100 includes a pair of wings 110, 112 and a fuselage 114. The wings 110, 112 extend laterally outward from the fuselage 114. The interior of the fuselage 114 may include a cockpit 116 and a cabin 118. The aircraft 100 also includes a tail section 120 having a horizontal stabilizer 122 and a vertical stabilizer 124. The wings 110, 112, the horizontal stabilizer 122, and the vertical stabilizer 124 may each include control surfaces 126 (e.g., ailerons, elevators, rudders, etc.) that may be controlled to maneuver the aircraft 100 during flight, such as according to a flight plan. The aircraft 100 also includes propulsion devices 128, 130 mounted to the respective wings 110, 112. In Figure 1 In the exemplary embodiment, the propulsion devices 128, 130 are gas turbine engines configured as turbofan engines. However, in other exemplary aspects, the propulsion devices 128, 130 may be other types of propulsion devices, such as electrically driven blades.

[0043] The aircraft 100 may also include a system 200. In accordance with inventive aspects of the present disclosure, the system 200 may be operable to dynamically modify an entry trajectory profile of the aircraft 100 during flight in response to identifying a discontinuity in the entry trajectory profile. Specifically, an entry trajectory profile may be established to provide a plan for joining a holding pattern at an entry waypoint. For example, an entry trajectory profile may be established based on one or more standard entry trajectory profiles. However, when a discontinuity in the entry trajectory profile is identified, for example, due to insufficient available airspace, the system 200 may bypass the standard entry trajectory profile and employ a modified entry trajectory profile. To this end, the system 200 may dynamically generate a continuous and airworthy entry transition to a holding pattern despite limited airspace. With respect to Figure 2 The system 200 will be described in more detail.

[0044] Figure 1 The aircraft 100 in the drawings is provided for illustrative purposes and is not intended to be limiting. Aspects of the present disclosure may be applied to any type of aircraft or airship capable of flying in air traffic controlled airspace using a holding pattern. To this end, the inventive aspects of the present disclosure may be applied to aircraft having any configuration of wings, tails, aerodynamic control surfaces, power plants, etc.

[0045] Figure 2 yes Figure 1 2 is a diagram of a system 200 for use with a flight management system (FMS). For example, the system 200 may be a flight management system (FMS). The system 200 includes one or more processors 212 and one or more storage devices 214 (e.g., one or more non-transitory storage devices), which may be embodied in one or more computing devices 210 such as a flight management computer (FMC). The one or more storage devices 214 may include instructions 216 (such as computer-readable instructions) that, when implemented by the one or more processors 212, may cause the one or more processors 212 to perform one or more operations, such as generating an entry trajectory profile for transitioning an aircraft to a holding pattern, and establishing a modified entry trajectory profile when necessary. The one or more storage devices 214 may also store data 218, such as operating rules 222, recorded flight data, lookup tables, and the like.

[0046] Operational rules 222 may include Radio Technical Commission for Aeronautics (RTCA) document DO-236C, Appendix E, ARINC specification 424, Federal Aviation Administration (FAA) guidance documents, rules or guidelines specified in air traffic control instructions, rules specified by the manufacturer of the aircraft, rules specified by a government agency, rules entered by a user, or a combination thereof. For example, operational rules 222 may specify various limits on turning radius at different aircraft speeds. As a non-limiting example, operational rules 222 may indicate a turning radius to be calculated for an aircraft so as to coordinate a turning maneuver (e.g., according to a coordinated turning equation). As another non-limiting example, operational rules 222 may indicate a turning radius to be calculated for an aircraft based on a constant minimum or maximum inclination angle and a current aircraft speed. Other examples may also be considered.

[0047] In addition, the one or more computing devices 210 may also include a communication interface 220 that can be operated to send communication signals to various related systems and / or devices, such as through a communication bus, and / or receive communication signals from various related systems and / or devices. Exemplary related systems include, but are not limited to, an input interface 224 (e.g., a control display unit (CDU)), one or more displays 226 (e.g., an electronic flight instrument system (EFIS), a navigation display (ND), and / or a multifunction display (MFD)), one or more navigation systems 228 (e.g., an inertial navigation system INS, a global positioning system (GPS), an altimeter, an air data computer (ADC), etc.), and / or one or more other systems 230 (e.g., an autopilot system, a flight control system (FCS), a flight data recorder (FDR), etc.).

[0048] like Figure 2 As shown, instruction 216 may include a lateral transition generator 240 that establishes or generates a lateral trajectory profile, including an entry trajectory profile that provides a plan for transitioning an aircraft to a waiting pattern. Typically, a flight plan (e.g., a flight plan input into system 200 by a flight crew) may be converted into a strip trajectory 242 as a series of straight and curved segments, which may have route discontinuities between the straight and curved segments. Lateral transition generator 240 creates lateral transitions between strip trajectory segments, including lateral transitions for the aircraft to enter a waiting pattern. Specifically, at box 244, lateral transition generator 240 may establish an entry trajectory profile 254 for transitioning an aircraft to a waiting pattern. The entry trajectory profile 254 may be established according to one or more operating rules 222 (such as rules or guidelines specified in RTCA document DO-236C, Appendix E, and / or ARINC specification 424).

[0049] In some cases, one or more discontinuities in the entry trajectory profile 254 may be generated. Typically, discontinuities in the entry trajectory profile 254 make the entry trajectory profile 254 discontinuous and unairworthy. At box 246, discontinuities in the entry trajectory profile 254 may be identified. Discontinuities may be generated when there is insufficient or limited space for establishing an entry trajectory. For example, a flight plan is formed by each flight section in sequence. The entrance to the waiting route is located at the entry waypoint at the end of the previous flight section. When the length of the previous flight section is too short and the route difference between the previous flight section and the entry route of the waiting route is large, there may not be enough space to establish an entry transition. In such cases, one or more discontinuities in the entry trajectory profile 254 may be generated. For another example, when the current position of the aircraft is close to the entry waypoint and the flight crew inputs a direct takeoff instruction to the entry waypoint, there may not be enough space to establish an entry transition. In such cases, one or more discontinuities in the entry trajectory profile 254 may be generated. For example, when the current position of the aircraft is close to the entry waypoint and the flight crew inputs a direct takeoff instruction to the entry waypoint, there may not be enough space to establish an entry transition. In such cases, one or more discontinuities in the entry trajectory profile 254 may be generated. As another example, when the aircraft's current position is near an entry waypoint and the flight crew enables the FCS's lateral navigation mode (LNAV), a lateral path capture may be established toward the knot before the holding pattern, and in some cases, there may not be enough room to establish an entry transition.

[0050] At box 248, a determination is made as to whether a discontinuity was identified at box 246. If a discontinuity was not identified at box 246, then the entry trajectory profile 254 established at box 244 will be used to establish the final lateral trajectory profile 258 at box 252. When one or more discontinuities are identified at box 246, the entry trajectory profile 254 is "bypassed" and a modified entry trajectory profile 256 is established at box 250 and used to establish the final lateral trajectory profile 258 at box 252.

[0051] The modified entry trajectory profile 256 can provide a smooth, continuous and airworthy entry transition into the waiting pattern. The generation of the modified entry trajectory profile 256 can provide many advantages and / or benefits. For example, advantageously, the modified entry trajectory profile 256 can provide an airworthy lateral trajectory that the FCS can command the aircraft to follow without causing the aircraft to deviate from the path. Despite the limited airspace, minimal flight crew intervention (if any) is required to transition the aircraft to the waiting pattern, which avoids increasing the workload of the flight crew. In addition, the modified entry trajectory profile 256 follows the standard waiting pattern entry rules as much as possible, and a notification can be issued to the flight crew: it indicates that a portion of the standard waiting pattern entry trajectory is modified or bypassed due to limited available space. In addition, the safety level can also be improved by improving situational awareness (i.e., by showing the flight crew the actual entry trajectory profile 256 that the aircraft will fly), and helping to meet airspace restrictions around the waiting pattern.

[0052] Create a modified entry trajectory profile

[0053] An exemplary technique for establishing the modified entry trajectory profile 256 is provided below.

[0054] Figure 3 is used in Figure 2 A flowchart of an exemplary technique for generating a modified entry trajectory profile 256 at block 250 in FIG. Figure 2 After determining that a discontinuity exists in the entry trajectory profile 254 at block 248 , a modified entry trajectory profile 256 may be established at block 250 .

[0055] like Figure 3 As shown, at block 250-1, the lateral transition generator 240 may be implemented by one or more processors 212 ( Figure 2 That is, the sector from the plurality of sectors may be determined by identifying the sector from which the aircraft approaches the entry waypoint when the current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointing toward the entry waypoint.

[0056] First, refer to Figure 4 , an exemplary manner of dividing the airspace around a holding pattern into different sectors will be provided. Figure 4 An exemplary holding pattern 300 for an aircraft is depicted, wherein the airspace is divided into various sectors using an entry waypoint 310 of the holding pattern 300 as a reference point. In this example, the holding pattern 300 has a predefined rectangular path including an inbound path 312, a first turn 314 (or a turn to an outbound path) at a fixed end 316 of the holding pattern 300, an outbound path 318, and a second turn 320 (or a turn to an inbound path) at an outbound end 322 of the holding pattern 300. Figure 4 As shown, the inbound route 312 and the outbound route 318 are straight sections and the first turn 314 and the second turn 320 are curved sections and extend between and connect the respective ends of the inbound route 312 and the outbound route 318. The entry waypoint 310 is the starting point of the first turn 314 and the entry point of the waiting pattern 300. The inbound direction 324 can be defined along the inbound route 312, and the outbound direction 326 can be defined along the outbound route 318 of the waiting pattern 300. For example, when waiting to land due to traffic congestion, bad weather, unavailable runways, ground emergencies, etc., the aircraft can use a right turn and fly in the waiting pattern 300. The waiting pattern 300 can be defined as a right turn or a left turn. In the case of a left-turn waiting pattern, the structure is symmetrical relative to the axis defined by the inbound reference line 328.

[0057] Using the entry waypoint 310 as a reference point, the airspace around the waiting pattern 300 is divided into a plurality of sectors. The sectors may include a first sector S1, a second sector S2, a third sector S3, and a fourth sector S4. Typically, the first sector S1 is defined from five degrees to one hundred and ten degrees (5° to 110°) relative to the arrival reference line 328, as shown in FIG. Figure 4 As shown, the approach reference line extends from the approach route 312 and is coaxial with the approach route; a second sector S2 is defined from two hundred and ninety degrees to five degrees (290° to 5°) relative to the approach reference line 328, a third sector S3 is defined from one hundred and eighty degrees to two hundred and ninety degrees (180° to 290°) relative to the approach reference line 328, and a fourth sector S4 is defined from one hundred and ten degrees to one hundred and eighty degrees (110° to 180°) relative to the approach reference line 328. The structure of such sectors is specified in RTCA document DO-236C, Appendix E.

[0058] Thus, at block 250 - 1 , the sector is determined to be one of four sectors, either the first sector S1 , the second sector S2 , the third sector S3 , or the fourth sector S4 . Determining the sector facilitates classification of the build structure to be implemented when building the modified entry trajectory profile 256 .

[0059] Secondly, with the first sector S1, the second sector S2, the third sector S3 and the fourth sector S4 defined, a technique will now be provided for determining the sector from which the aircraft will approach the entry waypoint when the aircraft's current track angle moves to intersect the entry waypoint and the aircraft is pointing toward the entry waypoint.

[0060] Figure 5 An exemplary diagram is described showing a technique for translating an aircraft's current track angle to a translated track angle. Figure 5 As shown, aircraft 100 (represented by a triangle) has a current track angle 101 or direction of motion in the horizontal plane. To determine the sector, current track angle 101 is moved or translated to entry waypoint 310 to generate translated track angle 101-T. For example, Figure 5 As shown, the translation track angle 101-T intersects the entry waypoint 310, and the aircraft or the translated aircraft 100-T is pointing to the entry waypoint 310. Figure 5 In the example of FIG. 1 , the second sector S2 is the sector from which the aircraft 100 approaches the entry waypoint 310 if the current track angle 101 of the aircraft 100 moves to intersect the entry waypoint 310 (i.e., moves to generate the translation track angle 101-T) and the aircraft (or the translated aircraft 100-T) points to the entry waypoint 310. In particular, the second sector S2 is the determined sector in this example even though the aircraft 100 is actually currently located in the first sector S1. For this reason, the determination of the sector is independent of the sector in which the aircraft is actually located.

[0061] In some aspects, the course change angle may be used to accomplish determining the sector from which the aircraft 100 will approach the entry waypoint 310 when the current track angle 101 of the aircraft 100 is moved to intersect the entry waypoint 310 and the aircraft has also moved to point toward the entry waypoint 310. For example, after translating the current track angle 101 to the entry waypoint 310 to produce a translated track angle 101-T that intersects the entry waypoint 310, and the aircraft is pointed toward the entry waypoint 310, the course change angle CCA may be determined based at least in part on the translated track angle 101-T and the inbound route 312 of the holding pattern 300. For example, as Figure 5 As shown, the course change angle CCA can be determined as the angle between the translation track angle 101-T and the inbound reference line 328, which extends from and is coaxial with the aforementioned inbound route 312. In this example, the course change angle CCA is three hundred and thirty-five degrees (335°). The sector can be determined at least in part based on the course change angle CCA.

[0062] For example, the sector may be determined by associating the course change angle CCA with one of a plurality of predefined angular ranges. Each predefined angular range may correspond to one of a plurality of sectors. For example, the determined course change angle CCA may be determined and associated with one of the predefined angular ranges listed in a lookup table (such as Table 1 presented below). For example, in Figure 5 The course change angle CCA determined in the example of is three hundred and thirty-five degrees (335°). Three hundred and thirty-five degrees (335°) falls within the predetermined angle range corresponding to the second sector S2. Therefore, the second sector S2 can be determined as the sector from which the aircraft 100 will approach the entry waypoint 310 when the current track angle 101 of the aircraft 100 moves to intersect the entry waypoint 310 and the aircraft (or the translated aircraft 100-T) points to the entry waypoint 310.

[0063] scope Sector 5 degrees ≤ CCA ≤ 110 degrees S1 290 degrees ≤ CCA < 5 degrees S2 180 degrees ≤ CCA < 290 degrees S3 110 degrees < CCA < 180 degrees S4

[0064] Table 1

[0065] In other aspects, determining the sector may be accomplished using other techniques, such as by translating or moving the current track angle 101 of the aircraft 100 to intersect the entry waypoint 310 (i.e., moving to produce a translational track angle 101-T) with the aircraft (or translated aircraft 100-T) pointing toward the entry waypoint 310, and then using recognition techniques to determine the position of the aircraft in such a translated position. Figure 5 , the recognition technique may determine that the translating aircraft 100 -T is located in the second sector S2 .

[0066] Return to Figure 3At block 250-2, the lateral transition generator 240 may be implemented, for example, based at least in part on the one or more processors 212 ( Figure 2 ) determines a sector determined by the modified entry trajectory profile 256, determining a setup structure for generating the modified entry trajectory profile 256. In some exemplary aspects, at least two different types of setup structures are possible, including a first setup structure (e.g., an inbound capture structure) and a second setup structure (e.g., an outbound capture structure). In other exemplary aspects, more than two types of setup structures are possible. One or more of the setup structure types can be implemented according to at least two different implementations. For example, in some exemplary aspects, the first setup structure can be implemented as a normal capture implementation or as an extended capture implementation, and the second setup structure can be implemented as a normal capture implementation or an extended capture implementation. To this end, the setup structure types can have certain implementation categories.

[0067] In some exemplary aspects, at block 250-2 and with reference to Figure 3 and Figure 4 When the sector is determined to be the first sector S1, the setup structure is determined to be the first setup structure (e.g., an inbound capture structure). When the sector is determined to be the second sector S2, the third sector S3, or the fourth sector S4, the setup structure is determined to be the second setup structure (e.g., an outbound capture structure). To this end, the setup structure used to generate the modified entry trajectory profile 256 may be determined based on the sector determined at block 250-1.

[0068] At block 250-3, the lateral transition generator 240 may be configured to generate a lateral transition based at least in part on the established structure determined at block 250-2, for example, by one or more processors 212 ( Figure 2 ) generates a modified entry trajectory profile 256. Figure 2 As shown, the modified entry trajectory profile 256 generated at block 250 - 3 may then be used to establish a final lateral trajectory profile 258 . An exemplary implementation of generating the modified entry trajectory profile 256 is provided below.

[0069] Sector 1 - First Establishment Structure - Normal Capture

[0070] Now roughly refer to Figure 3 , Figure 6 and Figure 7 , an exemplary manner is provided in which a modified entry trajectory profile may be established according to a first establishment structure in response to a first sector being determined to be a sector. Figure 6 is a diagram illustrating an entry trajectory profile 254 for transitioning an aircraft to a holding pattern 300 , wherein the entry trajectory profile 254 includes at least one discontinuity. Figure 7is a diagram illustrating a modified entry trajectory profile 256 built according to a first build structure, wherein the first build structure is utilized in response to determining the first sector S1 as a sector at block 250 - 1 .

[0071] like Figure 6 As shown, the entry trajectory profile 254 (e.g., Figure 2 244 in the block 244) provides a discontinuous and unairworthy trajectory for entering the holding pattern 300, and therefore, the entry trajectory profile 254 is identified as having a discontinuity. Specifically, the entry trajectory profile 254 is established so that the aircraft 100 is directed to the entry waypoint 310, and after reaching the entry waypoint 310 through the first segment SG1 and the second segment SG2, the entry trajectory profile 254 stipulates that the aircraft 100 makes an almost 180 degree (180°) turn from the entry waypoint 310 and flies along the third segment SG3. Such a turn would result in an impermissible flight maneuver, for example, a violation of at least one operating rule ( Figure 2 ). After completing the third segment SG3, the entry trajectory profile 254 provides that the aircraft 100 flies along the fourth segment SG4. In order to transition from the third segment SG3 to the fourth segment SG4, another almost one hundred eighty degree (180°) turn is planned. Such a turn would result in another impermissible flight maneuver, for example, a violation of at least one operating rule specified in the operating rules 222 ( Figure 2 ).

[0072] Therefore, in Figure 6 In the case where there are two determined discontinuities in the entry trajectory profile 254, according to the inventive aspects of the present disclosure, Figure 7 Specifically, in response to determining at block 250-1 that the first sector S1 is a sector (eg, see Figure 7 The translational aircraft 100-T and the translational track angle 100-T located in the first sector S1 are established according to the first established structure. Figure 7 When the sector is determined to be the first sector S1, the modified entry trajectory profile 256 is generated according to the first setup structure (e.g., the inbound capture structure) so that i) the capture of the holding pattern 300 is performed on the inbound route 312 of the holding pattern 300 in the direction opposite to the inbound direction 324; and ii) the modified angle course 260 ending at the entry waypoint 310 is created. The modified entry trajectory profile 256 is generated so that the entry waypoint 310 intersects the last segment of the modified entry trajectory profile 256 (which is the segment intersecting the entry waypoint 310) once.

[0073] Therefore, if Figure 7As shown, the modified entry trajectory profile 256 may include: one or more segments of the inbound route 312 arranged to capture the waiting pattern 300 in the direction opposite to the inbound direction 324 (without first intersecting the entry waypoint 310); and one or more segments forming the modified angle route 260, which ends at the entry waypoint 310. The one or more segments of the inbound route 312 arranged to capture the waiting pattern 300 in the direction opposite to the inbound direction 324 include a first segment SG1, a second segment SG2, and a third segment SG3. The first segment SG1 is curved to smoothly transition the aircraft 100 to the second segment SG2, which starts from the first segment SG1 and is straight and is configured to guide the aircraft 100 toward the inbound direction 312. The third segment SG3 starts from the second segment SG2 and captures the inbound route 312 at the capture point CP (or intercept point) in the direction opposite to the inbound direction 324. The angle of the second segment SG2 relative to the inbound path 312 and the turning radius of the third segment SG3 are selected to allow the aircraft 100 to smoothly capture the inbound path 312 at the capture point CP. For example, the turning radius of the first segment SG1 and the third segment SG3 may be based on the current or predicted aircraft speed upon arrival at the waiting pattern 300.

[0074] The one or more segments forming the modified angle route 260 include a fourth segment SG4, a fifth segment SG5, a sixth segment SG6, and a seventh segment SG7. The fourth segment SG4 starts from the third segment SG3 and follows the inbound route 312 in the opposite direction to the inbound direction 324. The fifth segment SG5 starts from the fourth segment SG4 and follows the second turn 320 at the outbound end 322 of the waiting route 300 and continues through the end point 330 of the outbound route 318, thereby turning the modified entry trajectory profile 256 back toward the inbound route 312. At the end point 330, the modified entry trajectory profile 256 no longer follows the waiting route 300 in the opposite manner. The sixth segment SG6 starts from the fifth segment SG5 and is a straight segment configured to guide the aircraft 100 toward the inbound route 312. The seventh segment SG7 starts from the sixth segment SG6 and transitions the aircraft 100 to the waiting route 300 at the entry waypoint 310. The angle of the sixth segment SG6 relative to the inbound route 312 and the turning radius of the seventh segment SG7 are selected so as to allow the aircraft 100 to smoothly transition to the waiting pattern 300 at the approach waypoint 310. Specifically, in this example, the fifth segment SG5 and the seventh segment SG7 have the same turning radius and are equal to the turning radius of the two turns of the waiting pattern 300. The sixth segment SG6 is adjusted to be tangent to the fifth segment SG5 and the seventh segment SG7 until the point where the angle of the sixth segment SG6 relative to the inbound route 312 is a maximum of ninety degrees (90°) (when this limit is reached, the establishment structure becomes Fig. 9 310 ). After entering the holding pattern 300 at the entry waypoint 310 , the aircraft 100 may fly the holding pattern 300 .

[0075] Accordingly, based on the first setup structure determined at block 250-2 (which is the type of setup structure used when the first sector S1 was determined as a sector at block 250-1), a modified entry trajectory profile 256 is generated at block 250-3. The modified entry trajectory profile 256 is generated to provide a continuous and airworthy entry transition into the holding pattern 300 despite the limited airspace.

[0076] Sector 1 - First Establishment Structure - Extended Capture

[0077] In some exemplary aspects, after determining the setup structure at block 250-2, an implementation for generating a modified entry trajectory profile 256 according to the first setup structure may be determined. In some cases, for example, when generating the modified entry trajectory according to the first setup structure, it may be determined whether the capture of the waiting route passes through the starting point of the inbound route of the waiting route, or whether the length of the inbound route of the waiting route is shorter than two times the turning radius of the turn of the waiting route. In such cases, when the capture of the waiting route does not pass through the starting point of the inbound route of the waiting route, or the length of the inbound route of the waiting route is not shorter than two times the turning radius of the turn of the waiting route, a normal capture implementation (e.g., such as the capture of the waiting route) of the first setup structure may be performed. Figure 7 However, when the capture of the waiting pattern will pass through the starting point of the inbound route of the waiting pattern or the length of the inbound route of the waiting pattern is shorter than twice the turning radius of the turning of the waiting pattern, the modified entry trajectory can be generated according to the extended capture implementation of the first established structure.

[0078] As an example, Figure 8 is a diagram illustrating a scenario in which, in response to determining at block 250-1 that the first sector S1 is a sector (eg, see Figure 8 The modified entry trajectory profile 256 is established according to the normal capture implementation of the first establishment structure. Figure 8As shown, in this example, if the modified entry trajectory profile 256 is established according to the normal capture implementation of the first set up structure, the trajectory will include a discontinuity. As a result, the aircraft 100 cannot fly the modified entry trajectory profile 256 without performing an impermissible flight maneuver, if any. The aircraft 100 will not be able to capture the inbound path 312 of the holding pattern 300 in a direction opposite to the inbound direction 324 according to the normal capture implementation. In order to make the transition into the holding pattern continuous and airworthy, the extended capture implementation of the first set up structure can be utilized.

[0079] therefore, Fig. 9 2 is a diagram showing a modified entry trajectory profile 256 established according to an extended capture implementation of a first established structure. Figure 8 As shown, when the capture of the waiting pattern 300 will pass through the starting point 332 of the inbound route 312 of the waiting pattern 300, a modified entry trajectory profile 256 is generated according to the extended capture implementation of the first established structure, so that i) the capture is performed through the starting point 332 of the inbound route 312 at the inbound reference line 328, which extends from the inbound route 312 and is coaxial with the inbound route, and in the opposite direction to the inbound direction 324; and ii) a correction angle course 262 is created, which has a correction angle arc line 264 established outside the turning inbound route (i.e., the second turn 320) of the waiting pattern, and the correction angle course 262 ends at the entry waypoint 310. To this end, the "extended capture" is performed at the inbound reference line 328 in the direction opposite to the inbound direction 324. The capture is performed at the extension point EP1, which is farther away from the entry waypoint 310 than the starting point 332 of the inbound route 312. Additionally, correction angle arc 264 is shown established further away from entry waypoint 310 than the arc of second turn 320. Thus, the arc of the correction angle extends outward relative to second turn 320 of holding pattern 300.

[0080] Fig. 9The modified entry trajectory profile 256 established according to the extended capture implementation of the first establishment structure may include: one or more segments arranged to capture the holding pattern 300 through the starting point 332 of the arrival route 312 in the direction opposite to the arrival direction 324 (without first intersecting the arrival waypoint 310); and one or more segments forming a correction angle, which ends at the entry waypoint 310. The one or more segments arranged to capture the arrival reference line 328 through the starting point 332 of the arrival route 312 in the direction opposite to the arrival direction 324 include a first segment SG1 and a second segment SG2. The first segment SG1 is curved and guides the aircraft 100 toward the arrival reference line 328. The second segment SG2 (which is also curved) starts from the first segment SG1 and smoothly transitions the trajectory to capture the arrival reference line 328 through the starting point 332 of the arrival route 312 in the direction opposite to the arrival direction 324.

[0081] The one or more segments forming the correction angle ending at the entry waypoint 310 include a third segment SG3, a fourth segment SG4, and a fifth segment SG5. The third segment SG3 starts from the second segment SG2 and follows the arc of the second turn 320, but at an extended position or farther from the entry waypoint 310 than the arc of the second turn 320, and then passes through the second turn 320 of the waiting pattern 300, thereby turning the modified entry trajectory profile 256 toward the arrival route 312. The fourth segment SG4 starts from the third segment SG3 and is a straight segment, which is configured to guide the aircraft 100 toward the arrival route 312. The fifth segment SG5 starts from the fourth segment SG4 and transitions the aircraft 100 to the waiting pattern 300 at the entry waypoint 310. The angle of the fourth segment SG4 relative to the arrival route 312 and the turning radius of the fifth segment SG5 are selected so as to allow the aircraft 100 to smoothly transition to the waiting pattern 300 at the entry waypoint 310. After entering the holding pattern 300 at the entry waypoint 310 , the aircraft 100 may follow the holding pattern 300 .

[0082] Accordingly, a modified entry trajectory profile 256 is generated according to the extended capture implementation of the first set up structure, thereby providing a continuous and airworthy entry transition into the holding pattern 300 despite the limited airspace.

[0083] As described above, in some cases, when generating a modified entry trajectory according to the first setup structure, it may be determined whether the length of the inbound path of the waiting pattern is shorter than twice the turning radius of the turn of the waiting pattern. When the length of the inbound path of the waiting pattern is indeed shorter than twice the turning radius of the turn of the waiting pattern, the extended capture implementation of the first setup structure may be implemented.

[0084] For example, Fig.10A diagram illustrating an exemplary waiting pattern 300 is provided. An inbound route 312 has a length L1, and a second turn 320 at an outbound end 322 of the waiting pattern 300 has a turn radius R1. In this example, the length L1 of the inbound route 312 is shorter than twice the turn radius R1 of the second turn 320 of the waiting pattern 300. Therefore, in response to this determination, a modified entry trajectory profile is generated according to an extended capture implementation of the first setup structure. Therefore, rather than capturing the inbound route 312 as in the normal capture implementation of the first setup structure, the modified entry trajectory profile captures the inbound reference line 328 at an “extended point” and thereafter creates a correction angle to, for example, be similar to Fig. 9 The illustrated manner guides the aircraft to the entry waypoint 310. Such an implementation effectively "extends" the waiting pattern 300 to form a continuous and airworthy trajectory into the waiting pattern 300. The extended capture implementation of the first set-up structure may be particularly useful for situations where the aircraft 100 is actually located in the third sector S3 or the fourth sector S4, but may also be used in some situations when the aircraft 100 is actually located in the first sector S1 or the second sector S2.

[0085] Sector 2, Sector 3 and Sector 4 - Second Establishment Structure - Normal Capture

[0086] Reference now Fig.11 and Fig.12 , an exemplary manner is provided in which a modified entry trajectory profile may be established according to a second establishment structure in response to a second, third, or fourth sector being determined as a sector. Fig.11 is a diagram illustrating an entry trajectory profile 254 for transitioning to a holding pattern 300 , wherein the entry trajectory profile 254 includes at least one discontinuity. Fig.12 is a diagram showing a modified entry trajectory profile 256 built according to a second build structure, wherein the second build structure is utilized in response to determining the third sector S3 as a sector at block 250 - 1 .

[0087] like Fig.11 As shown, the entry trajectory profile 254 (e.g., Figure 2244 in the example) provides a discontinuous and unairworthy trajectory for entering the waiting pattern 300, and therefore, the entry trajectory profile 254 is identified as having a discontinuity. Specifically, in order to attempt to guide the aircraft 100 through or to the entry waypoint 310, the entry trajectory profile 254 is established, but as shown, the aircraft 100 is too close to the entry waypoint 310, which cannot be achieved, for example, without performing an impermissible flight maneuver. Therefore, the first segment SG1 of the entry trajectory profile 254 extends through the entry waypoint 310. The second segment SG2 of the entry trajectory profile 254 is established to attempt to align the aircraft 100 with the entry waypoint 310, and the third segment SG3 starting from the second segment SG2 is established to guide the aircraft 100 back to the entry waypoint 310. When transitioning from the second segment SG2 to the third segment SG3, the entry trajectory profile 254 causes the aircraft 100 to perform an almost one hundred eighty degree (180°) turn, which would result in an impermissible flight maneuver, such as a violation of at least one operating rule specified in the operating rules 222 ( Figure 2 In addition, when transitioning from the third segment SG3 to the fourth segment SG4, the entry trajectory profile 254 causes the aircraft 100 to perform another one hundred eighty degree (180°) turn, which may result in another impermissible flight maneuver, such as violating at least one operating rule specified in the operating rule 222 ( Figure 2 ). These discontinuities render the entry trajectory profile 254 discontinuous and unairworthy.

[0088] Therefore, in Fig.11 In the case where there are two identified discontinuities in the entry trajectory profile 254, the inventive aspects of the present disclosure establish Fig.12 The modified entry trajectory profile 256. Specifically, in response to determining the third sector S3 as the sector at block 250-1 (see, e.g. Fig.12 , the translation aircraft 100-T and the translation track angle 100-T are located in the third sector S3), according to the second establishment structure Fig.11 When the sector is determined to be the third sector S3 (or the second sector S2 or the fourth sector S4), the modified entry trajectory profile 256 is generated according to the second setup structure so that i) the capture of the waiting pattern 300 is performed at the outbound route 318 of the waiting pattern 300 in a direction consistent with the outbound direction 326; and ii) a following route 266 is created along the waiting pattern 300 and ending at the entry waypoint 310. The modified entry trajectory profile 256 is generated so that the entry waypoint 310 is aligned with the last segment of the modified entry trajectory profile 256 that is a segment intersecting the entry waypoint 310 (e.g., Fig.12 The fifth segment SG5) in the example intersects once.

[0089] Accordingly, if Fig.12 As shown, the modified entry trajectory profile 256 can include: one or more segments of the outbound route 318 arranged (without first intersecting the entry waypoint 310) to capture the holding pattern 300 in a direction consistent with the outbound direction 326; and one or more segments forming the following route 266, which ends at the entry waypoint 310.

[0090] One or more segments of the outbound route 318 arranged to capture the waiting pattern 300 in a direction consistent with the outbound direction 326 include a first segment SG1 and a second segment SG2. The first segment SG1 is curved to guide the aircraft 100 toward the outbound route 318 and position the trajectory to capture the outbound route 318. The second segment SG2 starts from the first segment SG1 and captures the outbound route 318 at a capture point CP (or intercept point) in a direction consistent with the outbound direction 326. In this example, the modified entry trajectory profile 256 is generated so that a segment (e.g., the first segment SG1) of the modified entry trajectory profile 256 passes through the outbound route 318 before capturing the waiting pattern 300 at the outbound route 318 (e.g., at the capture point CP). In other examples, the modified entry trajectory profile 256 may not pass through the outbound route 318 before capturing the waiting pattern 300 at the outbound route 318. For example, in such an example, the modified entry trajectory profile 256 can capture the outbound route 318 without first passing over the outbound route 318. The turning radii of the first segment SG1 and the second segment SG2 are selected to allow the aircraft 100 to smoothly capture the outbound route 318 at the capture point CP. The turning radii of the first segment SG1 and the second segment SG2 can be based on the current speed or predicted speed of the aircraft when arriving at the waiting pattern 300.

[0091] The one or more segments forming the following route 266 include a third segment SG3, a fourth segment SG4, and a fifth segment SG5. The third segment SG3 starts from the second segment SG2 and follows the departure route 318 in a direction consistent with the departure direction 326. The fourth segment SG4 starts from the third segment SG3 and follows the second turn 320 at the departure end 322 of the waiting route 300. The radius of the fourth segment SG4 may be the same as the radius of the two turns of the waiting route 300. The fifth segment SG5 starts from the fourth segment SG4 and is a straight segment, which is configured to guide the aircraft 100 along the arrival route 312 toward the entry waypoint 310 in a direction consistent with the arrival direction 324. After entering the waiting route 300 at the entry waypoint 310, the aircraft 100 may follow the waiting route 300.

[0092] Accordingly, a modified entry trajectory profile 256 is generated according to the second setup structure (i.e., the structure used when one of the second sector S2, the third sector S3, or the fourth sector S4 is determined as the sector) to provide a continuous and airworthy entry transition into the holding pattern 300 despite the limited airspace.

[0093] Sector 2, Sector 3 and Sector 4 - Second Build Structure - Extended Capture

[0094] In some cases, when generating a modified entry trajectory according to the second setup structure, it may be determined whether the capture of the waiting pattern passes through the end point of the outbound route of the waiting pattern. In such cases, when the capture of the waiting pattern does not pass through the end point of the outbound route of the waiting pattern, the normal capture implementation according to the second setup structure (e.g., Fig.12 However, when the capture of the waiting pattern passes through the end point of the outbound route of the waiting pattern, a modified entry trajectory is generated according to the extended capture implementation of the second establishment structure.

[0095] For example, Fig.13 is a diagram illustrating a scenario in which, in response to determining at block 250-1 that the third sector S3 is a sector (see, e.g. Fig.13 The modified entry trajectory profile 256 is established according to the normal capture implementation of the second establishment structure. Fig.13 As shown, in this example, if the modified entry trajectory profile 256 is established according to the normal capture implementation of the second setup structure, the trajectory will include a discontinuity. As such, the aircraft 100 will not be able to fly the modified entry trajectory profile 256 without performing an impermissible flight maneuver, if any. Specifically, the aircraft 100 will not be able to capture the outbound path 318 of the holding pattern 300 in a direction consistent with the outbound direction 326 according to the normal capture implementation. In order to make the entry transition into the holding pattern continuous and airworthy, the extended capture implementation of the second setup structure may be utilized.

[0096] Fig.14 2 is a diagram showing a modified entry trajectory profile 256 established according to an extended capture implementation of the second establishment structure. Fig.13When the end point 336 of the outbound route 318 of the holding pattern 300 is approached, the modified entry trajectory profile 256 is generated according to the extended capture implementation of the second setup structure so that i) capture is performed at the outbound reference line 334 passing through the end point 336 of the outbound route 318, and the outbound reference line 334 extends from the outbound route 318 and is coaxial with the outbound route 318 (e.g., as shown in FIG. 2 ). Fig.14 26), and in a direction consistent with the outbound direction 326; and ii) establishing an extended following route 268 having an arc segment (e.g., Fig.14 The third arc section SG3 in the port and the approach section (for example, Fig.14 318), an arc segment is additionally established outside the turn inbound route (i.e., the second turn 320) of the waiting pattern, and the inbound segment ends at the entry waypoint 310. To this end, an "extended capture" is performed at the outbound reference line 334 in a direction consistent with the outbound direction 326. The capture is performed at the extension point EP2, which is further away from the entry waypoint 310 than the end point 336 of the outbound route 318. In addition, an arc segment (e.g., the third segment SG3) of the extended following route 268 is established further away from the entry waypoint 310 than the second turn 320. In this way, the arc segment extends outward relative to the second turn 320 of the waiting pattern 300.

[0097] Fig.14 The modified entry trajectory profile 256 established according to the extended capture implementation of the second establishment structure may include: one or more segments of the holding pattern 300 arranged (without first intersecting the entry waypoint 310) to capture the holding pattern 300 through the departure route 318 in a direction consistent with the departure direction 326; and one or more segments of the extended follow route 268 that form an end at the entry waypoint 310.

[0098] One or more segments arranged to capture the departure reference line 334 through the end point 336 of the departure route 318 in a direction consistent with the departure direction 326 include a first segment SG1 and a second segment SG2. The first segment SG1 is curved and guides the aircraft 100 toward the departure reference line 334. The second segment SG2 (which is also curved) starts from the first segment SG1 and smoothly transitions the trajectory to capture the departure reference line 334 through the departure route 318 in a direction consistent with the departure direction 326. Before capturing the departure reference line 334 at the extension point EP2, the modified entry trajectory profile 256 crosses the departure route 318. In other examples, the modified entry trajectory profile 256 may not cross the departure route 318 or the departure reference line 334 before capturing the departure reference line 334.

[0099] The one or more segments forming the extended following route 268 include a third segment SG3 and a fourth segment SG4. The third segment SG3 starts from the second segment SG2 and follows the arc of the second turn 320, but is at an extended position or farther from the entry waypoint 310 than the arc of the second turn 320. The third segment SG3 ends at the inbound reference line 328. The fourth segment SG4 starts from the third segment SG3 and is a straight segment along the inbound route 312 along the inbound direction 324. The fourth segment SG4 ends at the entry waypoint 310. After entering the waiting route 300 at the entry waypoint 310, the aircraft 100 may follow the waiting route 300.

[0100] Thus, a modified entry trajectory profile 256 is generated according to the extended capture implementation of the second setup structure, thereby providing a continuous and airworthy entry transition into the holding pattern 300 despite the limited airspace.

[0101] method

[0102] Fig.15 is a flow chart of a method 400 of establishing a modified entry trajectory profile according to an exemplary aspect of the present disclosure.

[0103] At 402, method 400 may include receiving instructions for an aircraft to join a holding pattern at an entry waypoint according to an entry trajectory profile. The airspace around the holding pattern may be divided into a plurality of sectors using the entry waypoint as a reference point. For example, one or more processors of a system (e.g., an FMS) may receive instructions for an aircraft to join a holding pattern at an entry waypoint to delay landing, such as due to traffic congestion, bad weather, unavailable runways, ground emergencies, etc. Figure 4 As shown, the plurality of waiting sectors may include a first sector, a second sector, a third sector, and a fourth sector.The entry trajectory may be constructed as a nominal waiting entry transition as defined in RTCA document DO-236C, Appendix E, for example.

[0104] At 404, method 400 may include identifying a discontinuity in the entry trajectory profile. For example, due to limited airspace or the aircraft being too close to an entry waypoint, the entry trajectory profile may include a discontinuity that makes the transition into the holding pattern discontinuous and / or unairworthy and / or violates one or more operating rules and / or guidelines. Thus, the standard entry trajectory profile is "bypassed" and a modified entry trajectory profile (established at 406, as described below) that changes at least one aspect of the entry trajectory profile is employed.

[0105] At 406, method 400 may include, in response to identifying the discontinuity in the entry trajectory profile, establishing a modified entry trajectory profile. For example, one or more processors of the system may establish a modified entry trajectory profile to modify, replace, or otherwise "bypass" the entry trajectory profile. The modified entry trajectory profile may be established as described below.

[0106] At 406-1, establishing a modified entry trajectory profile may include determining a sector from which the aircraft will approach the entry waypoint from a plurality of sectors if the current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointed toward the entry waypoint. Figure 4 , the sector may be determined as a first sector S1, a second sector S2, a third sector S3, or a fourth sector S4. In some exemplary aspects, determining the sector from which the aircraft will approach the entry waypoint when the current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointing to the entry waypoint may include translating the current track angle to the entry waypoint to generate a translation track angle. The translation track angle intersects the entry waypoint and the aircraft is pointing to the entry waypoint. The sector in which the aircraft is located in such a translation position is determined as a sector. In some exemplary aspects, determining the sector from which the aircraft will approach the entry waypoint when the current track angle of the aircraft moves to intersect the entry waypoint and the aircraft is pointing to the entry waypoint may include determining a route change angle based at least in part on the translation track angle and the arrival route of the waiting route (or an arrival reference line associated with the arrival route). The sector may be determined based at least in part on the route change angle, for example, by a lookup table. For example, the sector may be determined by associating the course change angle with one of a plurality of predefined angular ranges, wherein each predefined angular range of the plurality of predefined angular ranges corresponds to one of the plurality of sectors.

[0107] At 406-2, establishing the modified entry trajectory profile may include determining an establishment structure based at least in part on the sector determined at 406-1. The establishment structure may be one of a plurality of possible establishment structures. For example, again briefly referring to Figure 4 When the first sector S1 is determined as the sector at 406-1, the setup structure may be determined as a first setup structure (e.g., an inbound capture structure). When the second sector S2, the third sector S3, or the fourth sector S4 is determined as the sector at 406-1, the setup structure may be determined as a second setup structure (e.g., an outbound capture structure).

[0108] At 406-3, establishing a modified entry trajectory profile may include determining an implementation for the setup structure determined at 406-2. The implementation may be determined from one of a plurality of possible implementations that may include at least a normal capture implementation and an extended capture implementation. For example, when a first setup structure is determined at 406-2 in response to the first sector determined at 406-1, the first setup structure may be implemented as a normal capture implementation, or an extended capture implementation, in which the inbound route of the waiting route is captured, or an extended capture implementation, in which the inbound reference line starting from the inbound route is captured at an "extension point" outside the inbound route. For another example, when a second setup structure is determined at 406-2 in response to the second, third, or fourth sector determined at 406-1, the second setup structure may be implemented as a normal capture implementation, in which the outbound route of the waiting route is captured, or an extended capture implementation, in which the outbound reference line starting from the outbound route is captured at an "extension point" outside the outbound route.

[0109] At 406-4, establishing a modified entry trajectory profile may include generating a modified entry trajectory profile that changes at least one aspect of the entry trajectory profile based at least in part on the determined sectors. That is, based on the sectors determined at 406-1, an establishment structure for establishing the modified entry trajectory profile may be determined at 406-2. In some aspects, an implementation for establishing the structure may be determined at 406-3. Thus, a modified entry trajectory profile may be generated at 406-4 based on the determined implementation for establishing the structure (which, as described above, is determined based on the sectors determined at 406-1).

[0110] Accordingly, at 406, a modified entry trajectory profile may be established so as to make it a continuous and airworthy path for an aircraft that is to enter a holding pattern at an entry waypoint. The modified entry trajectory profile may be used to establish a final trajectory profile, which may be ultimately presented to the flight crew or system of the aircraft and implemented. Advantageously, the modified entry trajectory profile may provide an airworthy lateral trajectory that the FCS may command the aircraft to follow without causing the aircraft to deviate from the path. In addition, the use of a modified entry trajectory may minimize or eliminate the need for flight crew intervention even when the available airspace is limited. In addition, the modified entry trajectory profile follows the standard holding pattern entry rules as much as possible, and may issue a notification to the flight crew indicating that a portion of the standard holding pattern entry trajectory has been modified or bypassed due to limited available space. In addition, an increased level of safety may also be provided by improving situational awareness and helping to meet airspace restrictions around the holding pattern. The situational awareness of the flight crew may be improved because they may be presented with a continuous and airworthy trajectory that the aircraft is actually capable of flying, rather than a discontinuous lateral trajectory that the aircraft may not fly. In the past, when a discontinuous lateral trajectory was presented to the flight crew, the flight crew members were required to develop alternative solutions to create an airworthy trajectory or had to intervene manually, which prevented them from performing other tasks and reduced their awareness. Presenting a continuous and airworthy trajectory to the flight crew eliminates the need to develop alternative solutions or intervene manually.

[0111] In the current disclosure, various aspects are mentioned. However, it should be understood that the present disclosure is not limited to the specific aspects described. On the contrary, any combination of the following features and elements (whether or not related to different aspects) can be envisioned to implement and practice the teachings provided in this article. In addition, when the elements of the aspects are described in the form of "at least one of A and B", it can be understood that the aspects of completely including element A, completely including element B, and including elements A and B are envisioned respectively. In addition, although some aspects have advantages over other possible solutions and / or the prior art, whether a specific advantage is achieved by a given aspect does not limit the present disclosure. Therefore, the aspects, features, aspects and advantages disclosed in this article are only illustrative and should not be regarded as elements or limitations of the attached claims, unless it is clearly stated in (one or more) claims. Similarly, the reference to "the present invention" should not be interpreted as a generalization of any creative subject matter disclosed in this article, and should not be regarded as an element or limitation of the attached claims, unless it is clearly stated in (one or more) claims.

[0112] As will be appreciated by those skilled in the art, the aspects described herein may be embodied as systems, methods, or computer program products. Thus, aspects may take the form of entirely hardware aspects, entirely software aspects (including firmware, resident software, microcode, etc.), or aspects combining software and hardware aspects, which are generally referred to herein as "circuits," "modules," or "systems." Furthermore, aspects described herein may take the form of a computer program product embodied in one or more computer-readable storage media having computer-readable program code.

[0113] Program code embodied on a computer readable storage medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, radio frequency, etc., or any suitable combination of the foregoing.

[0114] Computer program code is used to perform the operations for aspects of the present disclosure, and the code can be written in any combination of one or more programming languages, including object-oriented programming languages, such as Java, Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" programming language or similar programming languages. Model-based development tools, such as Matlab / Simulink, etc. can also be used. The program code can be implemented entirely on the user's computer, partially on the user's computer (as an independent software package), partially on the user's computer and partially on a remote computer or entirely on a remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network (including a local area network (LAN) or a wide area network (WAN)), and a connection with an external computer (e.g., through the Internet using an Internet service provider) can also be performed.

[0115] Aspects of the present disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, devices (systems) and computer program products according to aspects of the present disclosure. It should be understood that each frame in the flowchart illustration and / or block diagram and the combination of frames in the flowchart illustration and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to generate a leading core (machine) so that instructions implemented via a processor of a computer or other programmable data processing device create a method for implementing the function / action specified in (one or more) frames of the flowchart illustration and / or block diagram.

[0116] These computer program instructions may also be stored in a computer-readable medium, which may direct a computer, other programmable data processing device, or other apparatus to operate in a specific manner so that the instructions stored in the computer-readable medium produce an article of manufacture, which includes instructions for implementing the functions / actions specified in (one or more) boxes of the flowchart description and / or block diagram.

[0117] The computer program instructions may also be loaded onto a computer, other programmable data processing device or other apparatus to cause a series of operational steps to be performed on the computer, other programmable device or other apparatus, thereby producing a computer-implemented process, so that the instructions implemented on the computer, other programmable data processing device or other apparatus provide a process for implementing the functions / actions specified in (one or more) boxes in the flowchart description and / or block diagram.

[0118] The flowchart illustrations and block diagrams in the accompanying drawings illustrate the architecture, functions and operations of possible implementations of systems, methods and computer program products according to various aspects of the present disclosure. To this end, each box in the flowchart illustration or block diagram may represent a module, segment or portion of a code, including one or more executable instructions for implementing (one or more) specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box may not appear in the order marked in the figure. For example, the two boxes shown in succession in the figure can actually be implemented simultaneously, or the boxes can sometimes be implemented in reverse order or out of order depending on the functions involved. It is also necessary to point out that each box in the block diagram and / or flowchart illustration and the combination of boxes in the block diagram and / or flowchart illustration can be implemented by a combination of a dedicated hardware-based system or dedicated hardware and computer instructions that performs a specified function or action.

[0119] While the foregoing is directed to aspects of the present disclosure, other and further aspects of the disclosure may be devised without departing from the basic scope thereof, and the scope of the disclosure is to be determined by the claims that follow.

Claims

1. A method (400), comprising: A modified entry trajectory profile (250) is established for an aircraft (100) to join a holding pattern (300) at an entry waypoint (310), the airspace surrounding the holding pattern (300) being divided into a plurality of sectors (S1, S2, S3, S4) using the entry waypoint (310) as a reference point, the modified entry trajectory profile (250) being established by: Determining (406-1) a sector from which the aircraft (100) will approach the entry waypoint (310) from among the plurality of sectors (S1, S2, S3, S4) when the current track angle (101) of the aircraft (100) moves to intersect the entry waypoint (310) and the aircraft (100) is pointing toward the entry waypoint (310); as well as The modified entry trajectory profile (250) is generated (406-4) based at least in part on the determined sector.

2. The method (400) of claim 1, further comprising: receiving (402) instructions for the aircraft (100) to join the holding pattern (300) at the entry waypoint (310) according to an entry trajectory profile (254); and identifying (404) a discontinuity in the entry trajectory profile (254), and wherein the modified entry trajectory profile (250) is established in response to identifying the discontinuity in the entry trajectory profile (254), the modified entry trajectory profile (250) being established such that at least one aspect of the entry trajectory profile (254) is altered.

3. The method (400) of claim 1, wherein: The modified entry trajectory profile (250) is generated so that the entry waypoint (310) intersects the last segment of the modified entry trajectory profile (250) once.

4. The method (400) of claim 1, wherein: The determination of the sector is independent of the sector in which the aircraft (100) is actually located among the plurality of sectors (S1, S2, S3, S4).

5. The method (400) of claim 1, wherein: Determining the sector from the plurality of sectors (S1, S2, S3, S4) comprises: translating the current track angle (101) to the entry waypoint (310) to generate a translated track angle (101-T), the translated track angle (101-T) intersecting the entry waypoint (310) and the aircraft (100) pointing toward the entry waypoint (310); and determining a course change angle (CCA) based at least in part on the translational track angle (101-T) and an inbound course (312) of the holding pattern (300) or an inbound reference line (328) of the holding pattern, and Wherein the sector is determined based at least in part on the course change angle (CCA).

6. The method (400) of claim 5, wherein: The sector is determined by associating the course change angle (CCA) with one of a plurality of predefined angular ranges, each of the plurality of predefined angular ranges corresponding to one of the plurality of sectors (S1, S2, S3, S4).

7. The method (400) of claim 1, wherein: When the sector is determined to be a first sector of the plurality of sectors (S1, S2, S3, S4), the modified entry trajectory profile (250) is generated such that: i) capturing the waiting pattern (300) at an approach route (312) of the waiting pattern (300) in a direction opposite to an approach direction (324); and ii) creating a corrected angular course (260) ending at said entry waypoint (310).

8. The method (400) of claim 1, wherein: The sector is determined to be a first sector of the plurality of sectors (S1, S2, S3, S4), and wherein the method (400) further comprises: determining whether the capture of the waiting pattern (300) will pass through the starting point (332) of the inbound route (312) of the waiting pattern (300), or whether the length (L1) of the inbound route (312) of the waiting pattern (300) is shorter than twice the turning radius (R1) of the turn (314, 320) of the waiting pattern (300), and wherein when the capture of the waiting pattern (300) will pass through the starting point (332) of the inbound route (312) of the waiting pattern (300) or the length (L1) of the inbound route (312) of the waiting pattern (300) is shorter than twice the turning radius (R1) of the turning (314, 320) of the waiting pattern (300), the modified entry trajectory profile (250) is generated such that: i) capturing through the starting point (332) of the port approach route (312) at an approach reference line (328), the approach reference line extending from the port approach route (312) and being coaxial with the port approach route (312) and in a direction opposite to the approach direction (324); and ii) creating a correction angle course (262) having a correction angle arc (264) established outside of the turn-in approach path (320) of the holding pattern (300), with the correction angle ending at the entry waypoint (310).

9. The method (400) of claim 1, wherein: When the sector is determined to be the second, third or fourth sector of the plurality of sectors (S1, S2, S3, S4), the modified entry trajectory profile (250) is generated such that: i) capturing the waiting pattern (300) at the outbound route (318) of the waiting pattern (300) in a direction consistent with the outbound direction (326); and ii) creating a follow-on pattern (266) along the waiting pattern (300) and ending at the entry waypoint (310).

10. The method (400) of claim 9, wherein: The modified entry trajectory profile (250) is generated such that a segment of the modified entry trajectory profile (250) traverses the departure route (318) prior to the capture of the holding pattern (300) at the departure route (318).

11. The method (400) of claim 1, wherein: The sector is determined to be a second, third or fourth sector of the plurality of sectors (S1, S2, S3, S4), and wherein the method (400) further comprises: determining whether capture of the holding pattern (300) will pass through an end point of an outbound route (318) of the holding pattern (300), and wherein when the capture of the waiting pattern (300) will pass through the end point of the outbound route (318) of the waiting pattern (300), the modified entry trajectory profile (250) is generated such that: i) capturing through the end point of the outbound route (318) at an outbound reference line (334), the outbound reference line extending from and coaxial with the outbound route (318) and in a direction consistent with the outbound direction (326); and ii) establishing an extended following route (268) having an arc segment (SG3) and an approach segment (SG4), wherein the arc segment (SG3) is established outside the turning approach route (320) of the waiting route (300), and the approach segment (SG4) ends at the entry waypoint (310).

12. The method (400) of claim 1, further comprising: The aircraft (100) is caused to join the holding pattern (300) at the entry waypoint (310) by flying according to the modified entry trajectory profile (250).

13. The method (400) of claim 1, wherein: Establishing the modified entry trajectory profile (250) further includes: determining (406-2) a setup structure based at least in part on the determined sector, the setup structure being determined from one of a plurality of possible setup structures, and Therein, the modified entry trajectory profile is established based on the established structure (250).

14. The method (400) of claim 13, further comprising: An implementation scheme for the establishment structure is determined (406-3), and the implementation scheme including at least a normal capture implementation and an extended capture implementation is determined from one of a plurality of possible implementation schemes.

15. A non-transitory computer-readable medium (214) comprising instructions (216) that, when executed by one or more processors (212), cause the one or more processors (212) to perform operations comprising: A modified entry trajectory profile (250) is established for an aircraft (100) to join a holding pattern (300) at an entry waypoint (310), the airspace surrounding the holding pattern (300) being divided into a plurality of sectors (S1, S2, S3, S4) using the entry waypoint (310) as a reference point, the modified entry trajectory profile (250) being established by: determining, from among the plurality of sectors (S1, S2, S3, S4), a sector from which the aircraft (100) will approach the entry waypoint (310); when the current track angle (101) of the aircraft (100) moves to intersect the entry waypoint (310) and the aircraft (100) is pointing toward the entry waypoint (310); as well as The modified entry trajectory profile is generated based at least in part on the determined sector (250).

16. The non-transitory computer readable medium (214) of claim 15, wherein: The operations also include: receiving an instruction for the aircraft (100) to join the holding pattern (300) at the entry waypoint (310) according to an entry trajectory profile (254); and identifying a discontinuity in the entry trajectory profile (254), and wherein the modified entry trajectory profile (250) is established in response to identifying the discontinuity in the entry trajectory profile (254), the modified entry trajectory profile (250) being established such that at least one aspect of the entry trajectory profile (254) is altered.

17. The non-transitory computer readable medium (214) of claim 15, wherein: Determining the sector from the plurality of sectors (S1, S2, S3, S4) comprises: translating the current track angle (101) to the entry waypoint (310) to generate a translated track angle (101-T), the translated track angle (101-T) intersecting the entry waypoint (310) and the aircraft (100) pointing toward the entry waypoint (310); and determining a change of course angle (CCA) based at least in part on the translational track angle (101-T) and the inbound path (312) of the holding pattern (300), and Wherein the sector is determined based at least in part on the course change angle (CCA).

18. The non-transitory computer readable medium (214) of claim 15, wherein: The plurality of sectors (S1, S2, S3, S4) include a first sector, a second sector, a third sector and a fourth sector, and wherein when the sector is determined to be a first sector of the plurality of sectors (S1, S2, S3, S4), the modified entry trajectory profile (250) is generated such that: i) capturing the waiting pattern (300) at an approach route (312) of the waiting pattern (300) in a direction opposite to an approach direction (324); and ii) creating a corrected angular course (260) ending at said entry waypoint (310).

19. The non-transitory computer readable medium (214) of claim 15, wherein: The plurality of sectors (S1, S2, S3, S4) include a first sector (S1), a second sector (S2), a third sector (S3) and a fourth sector (S4), and wherein when the sector is determined to be the second, third or fourth sector of the plurality of sectors (S1, S2, S3, S4), the modified entry trajectory profile (250) is generated such that: i) capturing the waiting pattern (300) at the outbound route (318) of the waiting pattern (300) in a direction consistent with the outbound direction (326); and ii) creating a follow-on pattern (266) along the waiting pattern (300) and ending at the entry waypoint (310).

20. An aircraft (100), comprising: A system (200) having one or more processors (212) and one or more storage devices (214) storing a program (216) executable by the one or more processors (212) to perform operations, the operations comprising: A modified entry trajectory profile (250) is established by: determining, from a plurality of sectors (S1, S2, S3, S4), a sector from which the aircraft (100) will approach the entry waypoint (310) of the waiting pattern (300), when the current track angle (101) of the aircraft (100) moves to intersect the entry waypoint (310) and the aircraft (100) is pointing toward the entry waypoint (310); and The modified entry trajectory profile is generated based at least in part on the determined sector (250).

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