Aircraft, system and method for operating aircraft in desired time of arrival mode

Abstract

The disclosure relates to an aircraft, a system and a method for operating an aircraft in a desired time of arrival mode. A system for operating an aircraft in a desired time of arrival (RTA) mode includes a control unit configured to adapt one or more RTA parameters for the RTA mode of the aircraft based on empennage-specific data of the aircraft and / or weather conditions at different locations along a flight path of the aircraft in the RTA mode.

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to systems and methods for operating an aircraft in a required time of arrival (RTA) mode. Background Art

[0002] Airplanes are used to transport passengers and cargo between various locations. Many planes take off and arrive at a typical airport every day.

[0003] With the increase in air traffic, the on-time arrival of aircraft at their arrival airports and / or specific waypoints is a major factor in air traffic management. Airlines may be penalized, for example, by airports, for flights not arriving on time and / or for impacts on operational scheduling (e.g., cargo operators).

[0004] When a pilot faces time constraints for a flight, they can choose to use the Required Time of Arrival (RTA) mode. RTA mode allows the pilot to enter a time at a specific point or destination. The flight management computer then calculates the flight time for RTA mode. In RTA mode, the flight management computer then switches to the selected speed and flies the aircraft at a fixed airspeed, thereby arriving at the destination airport at the precise required time of arrival.

[0005] However, flying an aircraft at a fixed airspeed can be inefficient. Additionally, the inaccuracies of the RTA mode can force the aircraft to compensate, such as by speeding up (or slowing down) to reach the location at a specific time. In doing so, the aircraft may burn an increased amount of fuel to make up for the lost time.

[0006] In general, RTA mode can be an inefficient and inaccurate tool for meeting time constraints. Summary of the Invention

[0007] There is a need for systems and methods for effectively and efficiently operating an aircraft in a required time of arrival (RTA) mode. In light of this need, certain embodiments of the present disclosure provide a system for operating an aircraft in a required time of arrival (RTA) mode. The system includes a control unit configured to adjust one or more RTA parameters applicable to the aircraft's RTA mode based on tail-specific data of the aircraft and / or weather conditions at different locations along the aircraft's flight path in the RTA mode.

[0008] In at least one embodiment, the control unit is onboard the aircraft.

[0009] Weather conditions are received from the weather subsystem and include current weather conditions and predicted weather conditions at different locations along the flight path.

[0010] In at least one embodiment, the one or more RTA parameters include airspeed and altitude.

[0011] In at least one embodiment, the different locations comprise different nodes of the flight path.As a further embodiment, the control unit is further configured to assign different weights to different nodes of the flight path based on the distances of the different nodes.

[0012] In at least one embodiment, the control unit is configured to determine tail-specific data for the aircraft from one or more previous flights of the aircraft.

[0013] In at least one embodiment, the control unit is further configured to adapt the aircraft's airspeed in the RTA mode relative to the aircraft's optimal economic airspeed. As a further embodiment, the control unit is further configured to determine the aircraft's optimal economic airspeed based on tail-specific data of the aircraft.

[0014] The control unit may be further configured to automatically operate one or more controls of the aircraft based on the one or more RTA parameters.

[0015] In at least one embodiment, the control unit is an artificial intelligence or machine learning system.

[0016] Certain embodiments of the present disclosure provide a method comprising: adjusting, by a control unit, one or more RTA parameters applicable to an RTA mode of an aircraft based on tail-specific data of the aircraft and weather conditions at different locations along a flight path of the aircraft in the RTA mode;

[0017] Certain embodiments of the present disclosure provide an aircraft including a system for operating the aircraft in a required time of arrival (RTA) mode, as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic block diagram of a system according to an embodiment of the present invention is shown.

[0019] Figure 2 A front view of a display showing a flight path is shown in accordance with an embodiment of the present disclosure.

[0020] Figure 3 A flow chart of a method according to an embodiment of the present disclosure is shown.

[0021] Figure 4 A schematic block diagram of a control unit according to an embodiment of the present disclosure is shown.

[0022] Figure 5 A perspective front view of an aircraft is shown, according to one embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] When read in conjunction with the accompanying drawings, the above overview and the following detailed description of certain embodiments will be better understood. As used herein, elements or steps stated in the singular and preceded by the word "one" or "a kind of" should be understood to not necessarily exclude plural elements or steps. In addition, reference to "one embodiment" is not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the features. In addition, unless explicitly stated otherwise, examples of "comprising" or "having" elements or multiple elements having a specific condition may include additional elements that do not have that condition.

[0024] Embodiments of the present disclosure provide systems and methods for operating an aircraft in a required time of arrival (RTA) mode. The systems and methods allow a pilot to specify a required time of arrival (RTA) at a location (such as a waypoint and / or a destination airport) and receive a recommendation for an effective tail-specific speed profile to meet the specified time while operating in an economy speed mode. In at least one embodiment, after receiving the latest weather information along the intended flight path, a control unit (such as a portion of a flight management computer) calculates backward-looking values ​​from the target location to find the most economical solution to meet the time constraint without requiring the aircraft to unnecessarily waste fuel.

[0025] Embodiments of the present disclosure eliminate, minimize, or otherwise reduce RTA inefficiencies by utilizing flight data and applying data science and aircraft performance algorithms to determine the effective airspeed for an aircraft flying in RTA mode. Furthermore, embodiments of the present disclosure minimize or otherwise reduce carbon emissions by minimizing or reducing fuel burn. The systems and methods described herein improve fuel efficiency by using tail-specific performance (i.e., performance of a specific actual aircraft, as compared to different test aircraft) that conveys precise data compared to preset fixed speeds generated by a flight planning system. Certain embodiments of the present disclosure provide systems and methods that use tail-specific data modeling combined with an iterative algorithm to find minimum-cost flight parameters for a cost index for RTA mode. Embodiments of the present disclosure provide systems and methods for improving fuel efficiency (and reducing fuel consumption) for aircraft flying in RTA mode.

[0026] Figure 1A schematic block diagram of a system 100 according to an embodiment of the present invention is shown. In at least one embodiment, system 100 is configured to operate an aircraft 102 in a required time of arrival (RTA) mode. That is, the RTA mode may be stored within a flight management computer. RTA mode differs from a normal operating mode, in which a pilot controls the aircraft's operations without regard to time objectives. RTA mode is an operating mode in which various time objectives are assigned to various locations along a flight path (such as different waypoints), and the aircraft is operated (such as automatically) to arrive at the various locations within the assigned time objectives.

[0027] The aircraft 102 includes controls 104 configured to control the operation of the aircraft 102. For example, the controls 104 include one or more of a control stick, a yoke, a joystick, control surface controls, an accelerator, a decelerator, and the like.

[0028] Aircraft 102 also includes a plurality of sensors 106 that detect various aspects of aircraft 102 . As an example, sensors 106 include one or more flight recorders 106 a that record various aspects of aircraft 102 during flight, including various stages of the flight path, flight knots, and the like. Aircraft 102's speed sensor 106 b outputs a speed signal indicating the ground and / or airspeed of aircraft 102 . Aircraft 102's altitude sensor 106 c outputs an altitude signal indicating the altitude of aircraft 102 . Position sensor 106 d outputs an aircraft position signal. As an example, the position signal may be an Automatic Dependent Surveillance-Bridge (ADS-B) signal. As another example, the position signal may be a Global Positioning System (GPS) signal monitored by a corresponding GPS monitor. In at least one embodiment, GPS allows for position determination, and ADS-B provides a transmission system for broadcasting position, which may be determined using GPS and / or inertial sensors.

[0029] The sensors 106 may further include one or more environmental sensors 106e. For example, the environmental sensors 106e may include a temperature sensor configured to detect the ambient temperature surrounding the aircraft 102. As another example, the environmental sensors 106e may include a wind speed sensor.

[0030] The sensors 106 may also include one or more weight sensors 106f. For example, the weight sensor 106f may include a sensor configured to detect the total weight of the aircraft. As another example, the weight sensor 106f may include a sensor configured to detect the weight of the fuel within the aircraft 102. As another example, the weight sensor 106f may include a sensor configured to determine the center of gravity of the aircraft 102.

[0031] Sensors 106 may include more or fewer sensors than shown. Sensors 106 may detect additional aspects of aircraft 102 in addition to position, speed, and altitude. For example, one or more temperature sensors may detect the temperature of one or more parts of the aircraft (such as engine temperature sensors). As another example, a fuel level sensor may detect the remaining fuel level of the aircraft.

[0032] The sensors 106 output data 108 indicating various aspects detected thereby. For example, the data 108 includes avionics data output by the flight recorder 106a. The control unit 110 communicates with the sensors 106 via one or more wired or wireless connections and is configured to receive the data 108 from the sensors 106.

[0033] In at least one embodiment, the control unit 110 is onboard the aircraft 102. For example, the control unit 110 may be part of a flight management computer of the aircraft 102. As another embodiment, the control unit 110 may be part of a handheld device (such as a smartphone or tablet), a portable computer, a computer workstation, etc. within the aircraft 102. As another embodiment, the control unit 110 may be remote from the aircraft 102.

[0034] Aircraft 102 also includes a user interface 112 comprising a display 114 in communication with an input device 116. Display 114 may be a monitor, screen, television, touch screen, etc. Input device 116 may include a keyboard, mouse, stylus, touch screen interface (i.e., input device 116 may be integrated with display 114), etc. User interface 112 may be part of a handheld device (such as a smartphone or tablet), a portable computer, a computer workstation, etc. within aircraft 102. In at least one embodiment, control unit 110 and user interface 112 are part of a common computing device.

[0035] Control unit 110 also communicates with a weather subsystem 118, such as via one or more wired or wireless connections. Weather subsystem 118 may be a weather forecast or meteorological service. As another example, weather subsystem 118 may provide information, such as via Aircraft Communications Addressing and Reporting System (ACARS) messages. ACARS is a digital data link system that transmits short messages between aircraft and ground stations, for example, via radio signals or satellites. Control unit 110 and weather subsystem 118 may be located in different locations. Alternatively, control unit 110 and weather subsystem 118 may be co-located.

[0036] Control unit 110 is also in communication with database 120 that stores tail-specific data 122 for aircraft 102. For example, tail-specific data 122 may include various types of information specific to a particular aircraft 102, rather than a generic dataset for a particular type of aircraft. In at least one embodiment, tail-specific data 122 may be a tail-specific model for a particular aircraft 102.

[0037] In operation, control unit 110 analyzes tail-specific data 122 and / or data 108 to determine effective RTA parameters for aircraft 102 so that aircraft 102 can operate efficiently and economically in RTA mode. For example, when aircraft 102 is flying in RTA mode, control unit 110 determines effective airspeed and altitude for different knots of the flight path flown by aircraft 102. Instead of relying on a general determination of a fixed airspeed, control unit 110 determines RTA parameters or attributes (such as airspeed and altitude) for different knots based on actual data 108 output by aircraft 102's sensors 106 during one or more actual flights of aircraft 102. For example, control unit 110 may determine effective RTA parameters for a future flight of aircraft 102 based on data 108 from one or more previous flights. In at least one embodiment, control unit 110 determines effective RTA parameters for a future flight based on data 108 received from an immediately previous flight of aircraft 102. As another example, the control unit 110 determines RTA parameters for future flights of the aircraft based on data 108 from multiple previous flights, such as the most recent 10, 20, 30, 40, or more flights of the aircraft 102. In this manner, the additional data from multiple flights of the aircraft 102 provides for a more robust and refined determination of the RTA parameters.

[0038] In at least one embodiment, the control unit 110 determines effective RTA parameters for a current or future flight of the aircraft 102 by generating one or more RTA models based on data 108 received from the actual aircraft 102 (i.e., a specific tail associated with the aircraft 102), rather than a different aircraft or a generic model.

[0039] In at least one embodiment, control unit 110 receives data 108 from sensors 106 in the form of one or more aircraft flight record data sets (such as from flight recorder(s) 106a). Control unit 110 analyzes data 108 to determine an effective (e.g., optimal) speed for the actual, specific aircraft 102 from which data 108 was recorded and output and received by control unit 110. Thus, control unit 110 uses the actual flight record data for the specific aircraft 102 to adapt RTA performance. In at least one embodiment, control unit 110 receives data 108 and generates a cost index optimization that is easier for pilots to use and more accurately models aircraft fuel burn performance during operation of aircraft 102 in RTA mode. Control unit 110 improves fuel efficiency by utilizing tail-specific performance (i.e., for the actual aircraft 102, as compared to a different aircraft).

[0040] In operation, the pilot of aircraft 102 activates the RTA mode for aircraft 102. In at least one embodiment, control unit 110 is configured to operate aircraft 102 according to the RTA mode. The pilot can use input device 116 to provide RTA input for each leg of aircraft 102's flight path between a departure airport and a destination airport. For example, there may be many waypoints between the departure airport and the destination airport. A leg is between two waypoints. The pilot can input information about the time required to reach each waypoint.

[0041] After receiving the RTA input, the control unit 110 determines the distance of each knot of the flight path. The control unit 110 also receives current and predicted weather conditions for each knot from the weather subsystem 118, such as air temperature, wind speed and direction, etc.

[0042] The control unit 110 then determines the airspeed (and optionally the altitude) of the aircraft 102 operating in the RTA mode for each knot. The control unit 110 determines the airspeed and / or altitude based on the tail-specific data 122 of the aircraft 102 and the weather conditions at the knot location. In this way, the control unit 110 adapts the RTA mode based on the tail-specific data 122 of the aircraft 102 and the weather conditions (current and predicted), rather than relying on a fixed airspeed at the knot.

[0043] As an example, based on data 108 received from past flights, control unit 110 may determine that aircraft 102 is effectively flying at a specific speed when aircraft 102 has a specific weight and is at a specific altitude. Therefore, control unit 110 may adjust the airspeed and altitude of aircraft 102 at different nodes along the flight path while operating in RTA mode. Furthermore, control unit 110 may adjust the airspeed and / or altitude for different nodes based on different weather conditions at different locations along the node. For example, while aircraft 102 is flying in RTA mode, a tailwind may be present at a specific node. Therefore, control unit 110 may adjust the aircraft's airspeed (in order to burn less fuel) as the tailwind increases the aircraft's airspeed.

[0044] In at least one embodiment, control unit 110 assigns weights to different flight paths based on the distance of the flight paths. The flight paths may vary in length. Control unit 110 determines that longer flight paths allow for an increased amount of time to be made up. Control unit 110 determines the optimal economic airspeed for aircraft 102 based on tail-specific data 122 of aircraft 102. Control unit 110 then determines that aircraft 102 can fly in an RTA mode closer to the optimal economic airspeed for longer flight paths than for shorter flight paths. For example, the first flight path may be 50 miles, while the second flight path may be 100 miles. Control unit 110 determines the optimal economic airspeed for aircraft 102 to be 500 miles per hour (mph). If control unit 110 determines that time will need to be made up to reach a specific waypoint at a specific time, control unit 110 may determine that aircraft 102 will fly at 505 mph during at least a portion of the first flight path, while aircraft 102 will need to fly at 520 mph during the second flight path. In this manner, control unit 110 may provide increased weight to the first knot because time may be made up in flying aircraft 102 closer to the optimal economic airspeed.

[0045] During operation, sensors 106 monitor various aspects of aircraft 102 during flight. For example, sensors 106 monitor various aspects of aircraft 102 during RTA operations. Sensors 106 output data 108 indicating various aspects of aircraft 102. Control unit 110 receives data 108 specific to aircraft 102 (as opposed to a test or utility aircraft). Based on received data 108, control unit 110 then determines whether aircraft 102 will meet predetermined time targets for RTA operations at various waypoints. If control unit 110 determines that such time targets will be met, aircraft 102 may maintain RTA flight at the current airspeed and altitude. However, if the time targets for RTA mode are not met, control unit 110 dynamically adjusts aircraft 102's airspeed and altitude based on tail-specific data 122 and weather conditions so that aircraft 102 reaches the waypoints within the time targets.

[0046] In at least one embodiment, flight recorder(s) 106a include an aircraft interface device and transmitter that outputs data 108, such as avionics data, to a control unit 110. As noted, control unit 110 communicates with flight recorder(s) 106a via one or more wired or wireless connections (such as via WiFi, Bluetooth, cellular, or other such connections). In at least one embodiment, control unit 110 determines valid RTA parameters and outputs a signal including data regarding the valid RTA parameters. A flight computer, for example, receives the signal via one or more wired or wireless connections and can display information regarding the RTA parameters on a display 114 within the aircraft cockpit.

[0047] Following the flight of aircraft 102 , data 108 may be stored, such as in a cloud server, where it may be used to perform post-flight analysis to estimate cost savings, further fine-tune performance models, and the like.

[0048] In at least one embodiment, the control unit 110 generates an optimized cost index to enable pilots to more easily use a more accurate model of the aircraft's fuel burn performance during RTA flights. The control unit 110 improves fuel efficiency by using tail-specific performance, which increases accuracy compared to the generic rates generated by the flight planning system.

[0049] In at least one embodiment, for each aircraft 102 (i.e., tail), the control unit 110 uses actual flight records to build a tail-specific deep neural network model that estimates airspeed, fuel flow, altitude, etc. during each knot of the flight path during RTA flight. For a given flight condition, the control unit 110 iterates over a range of cost indices (such as based on a predetermined in-flight descent table) to determine the best cost index (or the lowest cost index).

[0050] In at least one embodiment, control unit 110 automatically operates one or more controls 104 of aircraft 102 during RTA flight to automatically operate aircraft 102 according to the determined RTA parameters. For example, control unit 110 determines various airspeeds and altitudes for different knots of the flight path of aircraft 102 operating in RTA mode. Control unit 110 automatically operates controls 104 to ensure that aircraft 102 arrives at the waypoint at the target time. Alternatively, control unit 110 may not automatically operate aircraft 102.

[0051] As described herein, a system 100 is used to operate an aircraft 102 in an RTA mode. The system includes a control unit 110 configured to adapt one or more RTA parameters to the RTA mode of the aircraft 102 based on tail-specific data 122 of the aircraft 102 and / or weather conditions at different locations along the flight path of the aircraft 102 in the RTA mode.

[0052] Figure 2 A front view of the display 114 is shown showing a flight path 200 according to an embodiment of the present disclosure. The flight path 200 includes a departure airport 202 and a destination airport 204. Various flight segments exist between the departure airport 202 and the destination airport 204. For example, a first flight segment 206a is between a first waypoint 208a and a second waypoint 208b. A second flight segment 206b is between the second waypoint 208b and a third waypoint 208c. The first flight segment 206a is longer than the second flight segment 206b. Figure 1 and Figure 2 , control unit 110 assigns increased weight to first segment 206a compared to second segment 206b. That is, because first segment 206a is longer than second segment 206b, control unit 110 determines that time can be made up more efficiently during first segment 206a because aircraft 102 can fly closer to the optimal economic airspeed. Therefore, control unit 110 assigns increased weight to first segment 206a, such that RTA flight is adjusted during first segment 206a prior to second segment 206b.

[0053] Figure 3 1 shows a flow chart of a method according to an embodiment of the present disclosure. Figures 1 to 3At 300, control unit 110 receives RTA input. The pilot may provide the RTA input, for example, via input device 116. The RTA input includes waypoints and knots between the departure and destination airports. At 302, control unit 110 receives weather conditions (including temperature, precipitation, wind speed and direction, etc.) from, for example, weather subsystem 118. At 304, control unit 110 assigns weights to the knots of the flight path. For example, control unit 110 assigns a higher weight to longer knots than shorter knots because control unit 110 determines that time can be made up by flying aircraft 102 at an airspeed closer to the optimal economic airspeed during the longer knots. In this way, control unit 110 determines that the airspeed should be adjusted during the longer knots preceding the shorter knots. That is, control unit 110 instructs the airspeed to be increased during the longer knots preceding the shorter knots because time can be made up during the longer knots by flying aircraft 102 closer to the optimal economic airspeed. At 306, control unit 110 assigns a time target to each node of the flight path. The time target is the RTA time for each waypoint. At 308, based on weather conditions and tail-specific data 122 of aircraft 102, control unit 110 determines the airspeed at which aircraft 102 will arrive at the various waypoints at the target time. The determined airspeed is as close to the optimal economic airspeed as possible. That is, control unit 110 determines an airspeed that is closest to the optimal economic airspeed for arriving at the target time, rather than a fixed airspeed or an airspeed that deviates substantially from the economic airspeed.

[0054] As described herein, the control unit 110 uses the tail-specific data 122 to effectively adapt the airspeed relative to the optimum economic airspeed. In contrast, RTA modes known in the prior art use generic information and do not account for tail-specific differences in performance.

[0055] Furthermore, the tail-specific cost index changes as conditions change. Therefore, the control unit 110 provides a cost index profile along the flight path.

[0056] The control unit 110 also adapts the RTA mode based on current and predicted weather conditions (such as wind direction and speed at each knot) rather than using weather information that is not current. The control unit 110 receives information about the latest winds, thereby ensuring efficient adaptation of the RTA parameters.

[0057] Furthermore, the control unit 110 provides a dynamic weighted airspeed calculation, which allows the flight sectors to be optimized with respect to economy mode. The control unit 110 can assign higher weights to flight knots based on how long and how close to a tail-specific optimal speed one can fly.

[0058] Instead of a fixed airspeed, control unit 110 determines RTA parameters related to an optimal economic airspeed for aircraft 102 (as determined from tail-specific data 122). Thus, an aircraft flying during RTA mode flies at a dynamically adjusted tail-specific airspeed, which improves fuel efficiency.

[0059] The systems and methods described herein allow pilots to comfortably fly at an optimal airspeed, which will eliminate the need for last-minute adjustments and save significant fuel.

[0060] Figure 4 A schematic block diagram of a control unit 110 according to an embodiment of the present disclosure is shown. In at least one embodiment, the control unit 110 includes at least one processor 310 in communication with a memory 312. The memory 312 stores instructions 314, received data 316, and generated data 318. Figure 4 The control unit 110 shown in FIG. 1 is merely exemplary and non-limiting.

[0061] As used herein, the terms "control unit," "central processing unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application-specific integrated circuits (ASICs), logic circuits, and any other circuit or processor including hardware, software, or a combination thereof capable of performing the functions described herein. This is exemplary only and, therefore, is not intended to limit in any way the definition and / or meaning of such terms. For example, as described herein, the control unit 110 may be or include one or more processors configured to control operations.

[0062] The control unit 110 is configured to execute a set of instructions stored in one or more data storage units or elements, such as one or more memories, to process data. For example, the control unit 110 may include or be coupled to one or more memories. The data storage units may also store data or other information as needed. The data storage units may be in the form of information sources within the processor or physical memory elements.

[0063] The set of instructions may include various commands that instruct the control unit 110 to perform specific operations as a processor, such as the methods and processes of the various examples of the subject matter described herein. The set of instructions may be in the form of a software program. The software may be in various forms, such as system software or application software. Further, the software may be in the form of a collection of independent programs, a subset of programs within a larger program, or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processor may be in response to user commands, or in response to the results of a previous process, or in response to a request made by another processor.

[0064] The diagrams of the embodiments herein may illustrate one or more control or processing units, such as control unit 110. It should be understood that a processing or control unit may represent circuitry, circuitry, or portion thereof that can be implemented as hardware (e.g., software stored on a tangible and non-transitory computer-readable storage medium such as a computer hard drive, ROM, RAM, etc.) with relevant instructions to perform the operations described herein. The hardware may include state machine circuitry hardwired to perform the functions described herein. Alternatively, the hardware may include electronic circuitry that includes and / or is connected to one or more logic-based devices such as a microprocessor, processor, controller, etc. Alternatively, control unit 110 may represent processing circuitry such as one or more field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), microprocessors, etc. The circuitry in various embodiments may be configured to execute one or more algorithms to perform the functions described herein. Whether or not explicitly identified in a flowchart or method, the one or more algorithms may include aspects of the embodiments disclosed herein.

[0065] As used herein, the terms "software" and "firmware" are interchangeable and include any computer program stored in a data storage unit (e.g., one or more memories), including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory, for execution by a computer. The aforementioned data storage unit types are exemplary only and, therefore, do not limit the types of memory that may be used to store a computer program.

[0066] In at least one embodiment, the control unit 110 can further, at least in part, control the controls 104 of the aircraft 102 to operate the aircraft 102 based on the adapted RTA parameters. For example, based on the RTA parameters, the control unit 110 can automatically operate the controls 104 to increase or decrease the ground speed or airspeed, climb rate, etc. of the aircraft 102 based on the determined RTA parameters. As another example, based on the determined RTA parameters, the control unit 110 can automatically operate the controls 104 to increase or decrease the ground speed or airspeed, descent rate, etc. of the aircraft 102 based on the determined RTA parameters.

[0067] In at least one embodiment, all or part of the systems and methods described herein may be or otherwise include an artificial intelligence (AI) or machine learning system that can automatically perform the operations of the methods also described herein. For example, control unit 110 may be an artificial intelligence or machine learning system. These types of systems can be trained from external information and / or self-trained to repeatedly improve the accuracy of how data 108 is analyzed to determine RTA parameters based on multiple flights of aircraft 102 and to adapt the RTA parameters based on tail-specific data 122 and weather conditions. Over time, these systems can improve by determining RTA parameters with increasing accuracy and speed, thereby significantly reducing the likelihood of any potential errors. The AI ​​or machine learning systems described herein may include technologies enabled by adaptive predictive capabilities and exhibit at least some degree of autonomous learning to automate and / or enhance pattern detection (e.g., identifying irregularities or regularities in data), customization (e.g., generating or modifying rules to optimize record matching), and the like. The system can be trained and retrained using feedback from one or more previous analyses of data 108, aggregate data, and / or other such data. Based on this feedback, the system can be trained by adjusting one or more parameters, weights, rules, criteria, and the like used in the analysis. This process can be performed using data 108 and population data instead of training data and can be repeated multiple times to repeatedly improve the determination of RTA parameters. Training minimizes conflicts and interference by executing an iterative training algorithm in which the system utilizes an updated data set (e.g., data 108 received during and / or after each flight of aircraft 102) and retrains based on feedback reviewed prior to the most recent training of the system. This provides a robust analytical model that is better able to determine the most cost-effective and efficient RTA parameters for aircraft 102.

[0068] Embodiments of the present disclosure provide systems and methods that allow computing devices to quickly and efficiently analyze large amounts of data. For example, control unit 110 may analyze various aspects of aircraft 102's flight based on data 108 received from sensors 106 and RTA information for various flight paths. Furthermore, control unit 110 creates variables based on various aspects and determines RTA parameters based on these variables, which may be in a format not easily discernible by humans. In this way, large amounts of data that may not be easily discernible by humans are being tracked and analyzed. This large amount of data is efficiently organized and / or analyzed by control unit 110 as described herein. Control unit 110 analyzes the data in a relatively short period of time to quickly and efficiently determine RTA parameters in real time. Humans cannot effectively analyze such large amounts of data in such a short period of time. Thus, embodiments of the present disclosure provide increased and efficient functionality, as well as significantly superior performance compared to humans analyzing large amounts of data.

[0069] In at least one embodiment, components of system 100, such as control unit 110, provide and / or enable the computer system to operate as a dedicated computer system for determining RTA parameters for aircraft 102. Control unit 110 improves upon the computational means for determining a common airspeed for RTA mode by enabling determination of effective RTA parameters based on tail-specific data and weather conditions.

[0070] Figure 5 A perspective front view of an aircraft 102 is shown, according to an embodiment of the present disclosure. Aircraft 102 includes, for example, a propulsion system 412 including engines 414. Optionally, propulsion system 412 may include more engines 414 than shown. Engines 414 are carried by wings 416 of aircraft 102. In other embodiments, engines 414 may be carried by fuselage 418 and / or tail 420. Tail 420 may also support horizontal stabilizers 422 and vertical stabilizers 424. Fuselage 418 of aircraft 102 defines an interior cabin 430, which includes a cockpit, one or more work sections (e.g., a galley, a carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and second class sections), one or more lavatories, etc. Figure 5 An embodiment of an aircraft 102 is shown. It should be understood that the size, shape, and configuration of the aircraft 102 may vary. Figure 5 The difference shown in .

[0071] Furthermore, the present disclosure includes embodiments according to the following items:

[0072] Item 1. A system for operating an aircraft in a required time of arrival (RTA) mode, the system comprising:

[0073] A control unit is configured to adjust one or more RTA parameters applicable to the RTA mode of the aircraft based on one or both of tail-specific data of the aircraft and weather conditions at different locations along the flight path of the aircraft in the RTA mode.

[0074] Item 2. The system of Item 1, wherein the control unit is configured to adjust one or more RTA parameters applicable to the RTA mode of the aircraft based on tail-specific data of the aircraft and weather conditions at different locations along the flight path of the aircraft in the RTA mode.

[0075] Item 3. A system according to Item 1 or 2, wherein the control unit is on board the aircraft.

[0076] Item 4. The system of any of items 1-3, wherein weather conditions are received from a weather subsystem, and wherein the weather conditions include current weather conditions and predicted weather conditions at different locations along the flight path.

[0077] Item 5. The system of any of Items 1-4, wherein the one or more RTA parameters include airspeed and altitude.

[0078] Item 6. The system of any of Items 1-5, wherein the different locations comprise different nodes of the flight path.

[0079] Item 7. The system of Item 6, wherein the control unit is further configured to assign different weights to different nodes of the flight path based on their distances.

[0080] Item 8. The system of any one of Items 1-7, wherein the control unit determines tail-specific data of the aircraft from one or more previous flights of the aircraft.

[0081] Item 9. The system of any one of items 1-8, wherein the control unit is further configured to adapt the airspeed of the aircraft in the RTA mode relative to an optimal economic airspeed of the aircraft.

[0082] Item 10. The system of Item 9, wherein the control unit is further configured to determine an optimal economic airspeed for the aircraft based on tail-specific data of the aircraft.

[0083] Item 11. The system of any one of Items 1-10, wherein the control unit automatically operates one or more controls of the aircraft based on the one or more RTA parameters.

[0084] Item 12. The system of any one of Items 1-11, wherein the control unit is an artificial intelligence or machine learning system.

[0085] Clause 13. A method for a system for operating an aircraft in a required time of arrival (RTA) mode, the system comprising:

[0086] a control unit configured to adjust one or more RTA parameters applicable to the RTA mode of the aircraft based on one or both of tail-specific data of the aircraft and weather conditions at different locations along the flight path of the aircraft in the RTA mode,

[0087] The method includes:

[0088] adjusting, by the control unit, one or more RTA parameters applicable to an RTA mode of the aircraft based on tail-specific data of the aircraft and weather conditions at different locations along a flight path of the aircraft in the RTA mode;

[0089] Item 14. The method of Item 13, further comprising: receiving weather conditions from a weather subsystem, wherein the weather conditions include current weather conditions and predicted weather conditions at different locations along the flight path, and wherein the one or more RTA parameters include airspeed and altitude.

[0090] Item 15. The method of Item 13 or 14, wherein the different locations comprise different nodes of the flight path, and wherein the method further comprises assigning, by the control unit, different weights to the different nodes based on distances of the different nodes of the flight path.

[0091] Item 16. The method of any one of Items 13-15, further comprising: determining, by the control unit, tail-specific data of the aircraft from one or more previous flights of the aircraft.

[0092] Item 17. The method according to any one of items 13-16 further comprises: determining, by the control unit, an optimal economic airspeed for the aircraft based on tail-specific data of the aircraft, and wherein the adapting comprises adapting the airspeed of the aircraft in the RTA mode relative to the optimal economic airspeed for the aircraft.

[0093] Item 18. The method of any one of Items 13-17, further comprising: automatically operating, by the control unit, one or more controls of the aircraft based on the one or more RTA parameters.

[0094] Item 19. An aircraft comprising:

[0095] one or more controls configured to control operation of the aircraft; and

[0096] A system for operating an aircraft in Required Time of Arrival (RTA) mode, comprising:

[0097] A control unit configured to:

[0098] determining tail-specific data for the aircraft from one or more previous flights of the aircraft,

[0099] adjusting one or more RTA parameters applicable to an RTA mode of the aircraft based on tail-specific data of the aircraft and weather conditions at different locations along a flight path of the aircraft in the RTA mode, wherein the RTA parameters include airspeed and altitude, and wherein the weather conditions include current weather conditions and forecasted weather conditions at different locations along the flight path, and

[0100] Different weights are assigned to different nodes based on their distances in the flight path.

[0101] Clause 20. The aircraft of clause 19, wherein the control unit is further configured to:

[0102] Determine the aircraft's optimum economic airspeed based on the aircraft's tail-specific data, and

[0103] Adjust the aircraft's airspeed in RTA mode relative to the aircraft's optimal economic airspeed;

[0104] As described herein, examples of the systems and methods of the present disclosure are used to effectively and efficiently operate an aircraft in a required time of arrival (RTA) mode.

[0105] Although various spatial and directional terms (such as top, bottom, lower, middle, lateral, horizontal, vertical, front, etc.) may be used to describe examples of the present disclosure, it should be understood that these terms are used only with respect to the orientations shown in the drawings. Orientations can be reversed, rotated, or otherwise changed so that top becomes bottom and vice versa, horizontal becomes vertical, etc.

[0106] As used herein, a structure, limitation, or element that is "configured to" perform a task or operation is specifically structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For the sake of clarity and avoidance of doubt, an object that is merely capable of being modified to perform a task or operation is not "configured for" performing a task or operation as used herein.

[0107] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the above-described embodiments (and / or aspects thereof) may be used in combination with each other. Furthermore, many modifications may be made to adapt a particular situation or material to the teachings of the various embodiments of the present disclosure without departing from the scope of the present disclosure. While the dimensions and types of materials described herein are intended to define aspects of the various embodiments of the present disclosure, the examples are by no means limiting but rather exemplary embodiments. Many other embodiments will be apparent to those skilled in the art upon reviewing the above description. Therefore, reference should be made to the appended claims, along with the full scope of equivalents to which such claims are entitled, to determine the scope of the various examples of the present disclosure. In the appended claims and the detailed description herein, the terms "including" and "in which" are used as the plain-English equivalents of the respective terms "comprising" and "wherein." Furthermore, the terms "first," "second," and "third," etc. are used merely as labels and are not intended to impose numerical requirements on their objects.

[0108] This written description uses examples to disclose various embodiments of the disclosure, including the best mode, and also to enable any person skilled in the art to practice the various embodiments of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the various embodiments of the disclosure is defined by the claims and may include other embodiments that occur to those skilled in the art. If the embodiments have structural elements that do not differ from the literal language of the claims, or if the embodiments include equivalent structural elements with insubstantial differences from the literal language of the claims, such other embodiments are intended to fall within the scope of the claims.

Claims

1. A system (100) for operating an aircraft (102) in a required time of arrival mode, the system (100) comprising: A control unit (110) is configured to adjust one or more required time of arrival parameters applicable to the required time of arrival pattern of the aircraft (102) based on one or both of tail-specific data (122) of the aircraft (102) and weather conditions at different locations along a flight path (200) of the aircraft (102) in the required time of arrival pattern.

2. The system (100) according to claim 1, wherein The control unit (110) is configured to adjust the one or more required time of arrival parameters applicable to the required time of arrival pattern of the aircraft (102) based on the tail-specific data (122) of the aircraft (102) and weather conditions at different locations along the flight path (200) of the aircraft (102) in the required time of arrival pattern.

3. The system (100) according to claim 1, wherein The weather conditions are received from a weather subsystem (118), and wherein the weather conditions include current weather conditions and predicted weather conditions at different locations along the flight path (200).

4. The system (100) according to claim 1, wherein The one or more required time of arrival parameters include airspeed and altitude.

5. The system (100) according to claim 1, wherein The control unit (110) is further configured to assign different weights to different nodes of the flight path (200) based on their distances.

6. The system (100) according to claim 1, wherein The control unit (110) is further configured to determine the tail-specific data (122) of the aircraft (102) from one or more previous flights of the aircraft (102).

7. The system (100) according to claim 1, wherein The control unit (110) is further configured to adapt the airspeed of the aircraft (102) in the required time of arrival mode relative to an optimal economic airspeed of the aircraft (102).

8. The system (100) according to claim 7, wherein The control unit (110) is further configured to determine the optimal economic airspeed of the aircraft (102) based on the tail-specific data (122) of the aircraft (102).

9. The system (100) according to claim 1, wherein The control unit (110) is further configured to automatically operate one or more controls (104) of the aircraft (102) based on the one or more required arrival time parameters.

10. A method of a system (100) for operating an aircraft (102) in a required time of arrival mode, the system (100) comprising: a control unit (110) configured to adjust one or more required time of arrival parameters of the required time of arrival pattern for the aircraft (102) based on one or both of tail-specific data (122) of the aircraft (102) and weather conditions at different locations along the flight path (200) of the aircraft (102) in the required time of arrival pattern, The method comprises: The one or more required time of arrival parameters applicable to the required time of arrival pattern of the aircraft (102) are adjusted by the control unit (110) based on the tail-specific data (122) of the aircraft (102) and weather conditions at different locations along the flight path (200) of the aircraft (102) in the required time of arrival pattern.

11. The method according to claim 10, further comprising: The weather conditions are received from a weather subsystem (118), wherein the weather conditions include current weather conditions and predicted weather conditions at different locations along the flight path (200), and wherein the one or more required time of arrival parameters include airspeed and altitude.

12. The method according to claim 10, wherein: The different locations include different nodes of the flight path (200), and wherein the method further includes assigning, by the control unit (110), different weights to the different nodes of the flight path (200) based on distances of the different nodes.

13. The method according to claim 10, further comprising: The tail-specific data (122) of the aircraft (102) is determined by the control unit (110) from one or more previous flights of the aircraft (102).

14. The method according to claim 10, further comprising: An optimum economic airspeed of the aircraft (102) is determined by the control unit (110) based on the tail-specific data (122) of the aircraft (102), and wherein the adapting comprises adapting the airspeed of the aircraft (102) in the required time of arrival mode relative to the optimum economic airspeed of the aircraft (102).

15. The method according to claim 10, further comprising: One or more controls (104) of the aircraft (102) are automatically operated by the control unit (110) based on the one or more required arrival time parameters.

16. An aircraft (102), comprising: one or more controls (104) configured to control operation of the aircraft (102); as well as A system (100) for operating the aircraft (102) in a required time of arrival mode, the system (100) comprising: The control unit (110) is configured to: determining tail-specific data (122) of the aircraft (102) from one or more previous flights of the aircraft (102), adjusting one or more required time of arrival parameters applicable to the required time of arrival pattern for the aircraft (102) based on the tail-specific data (122) of the aircraft (102) and weather conditions at different locations along the flight path (200) of the aircraft (102) within the required time of arrival pattern, wherein the required time of arrival parameters include airspeed and altitude, and wherein the weather conditions include current weather conditions and predicted weather conditions at different locations along the flight path (200), and Different weights are assigned to different nodes of the flight path (200) based on their distances.

17. The aircraft (102) of claim 16, wherein: The control unit (110) is further configured to: determining an optimum economic airspeed for the aircraft (102) based on the tail-specific data (122) for the aircraft (102), and The airspeed of the aircraft (102) in the required time of arrival mode is adapted relative to the optimal economic airspeed of the aircraft (102).

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