Aircraft flight path waiting course system and method

Abstract

An aircraft flight path waiting course system and method. A flight path wait course system (100) is configured to determine an efficient wait course (200, 300, 400, 500, 600) for an aircraft (102). The flight path waiting route system (100) comprises a waiting route determining unit (106), the wait route determination unit (106) is configured to determine a wait route for a destination airport (204) based on a current air traffic for the destination airport (204) and a historical wait route for the destination airport (204). The waiting course (200, 300, 400, 500, 600) is automatically generated for the aircraft (102) with respect to one or more of a current weather condition of the destination airport (204) and a fuel consumption of one or both of the aircraft (102) and at least one other aircraft.

Description

[0001] This application is a divisional application of the original invention patent application No. 201810257822.6 (filed on March 27, 2018, invention title: aircraft flight path waiting route system and method). Technical Field

[0002] Embodiments of this disclosure generally relate to systems and methods for dynamically determining (e.g., generating, calculating, adapting, and / or similarly) holding patterns for aircraft. Background Technology

[0003] Commercial aircraft are used to transport passengers between various locations. Commercial aircraft typically fly according to pre-determined flight plans between departure and destination airports. Flight plans include the route from the departure airport to the destination airport and may also include the flight time between locations.

[0004] Commercial, business, and general aviation aircraft may deviate from their flight plans for a variety of reasons. For example, severe weather can cause air traffic controllers to deviate an aircraft from its flight plan. Due to severe weather (such as rain or snow), visibility at the destination airport may be limited. Therefore, air traffic controllers can then determine the need to increase the separation time between landing aircraft. As another example, flight congestion at the destination airport can also cause air traffic controllers to deviate an aircraft from its flight plan and place it on a holding line.

[0005] To accommodate landing delays at a specific destination airport, whether due to severe weather, flight congestion, and / or similar reasons, an aircraft may be diverted to a holding line deviating from its planned flight path. Typically, air traffic controllers verbally communicate with the pilots on board to inform them of the required landing delay and instruct them to keep the aircraft in the designated holding line until further notice. The air traffic controller relays the details of the holding line to the pilot, who then files the aircraft accordingly. Once the aircraft is diverted to the holding line, the pilots typically do not know how long the holding line will last. Therefore, pilots may periodically contact air traffic controllers to inquire when the aircraft will be cleared for landing.

[0006] Holding lines are typically fixed routes over which aircraft fly. A holding line can include a route with multiple segments and turns, each providing a predetermined distance and flight time. For example, a holding line could resemble a runway with two straight segments connected by two 180-degree turns. Aircraft in a holding line fly through the predetermined segments and turns during a defined time period.

[0007] As is understood, an aircraft consumes fuel as it flies from its current position within the holding line to its exit point. Furthermore, flying along the established holding line to the designated exit point increases the total flight time. Summary of the Invention

[0008] There is a need for a system and method for efficiently determining holding routes. There is a need for a system and method for updating aircraft navigation information regarding holding routes without requiring communication with air traffic controllers. There is a need for a system and method for dynamically and efficiently developing holding routes that allow aircraft to transition from holding routes to landing approaches.

[0009] In consideration of those needs, certain embodiments of this disclosure provide a flight path holding route system configured to generate (e.g., determine, calculate, adapt, etc.) efficient holding routes for an aircraft. The flight path holding route system includes a holding route determination unit configured to automatically generate the holding routes for the aircraft. The holding route determination unit automatically generates the holding routes for the aircraft based on one or more of the following: current air traffic conditions at the destination airport, historical holding routes at the destination airport, current weather conditions at the destination airport, and fuel consumption of the aircraft and at least one other aircraft.

[0010] In at least one embodiment, the flight path waiting route system includes a tracking subsystem configured to track the current air traffic with respect to the destination airport. The tracking subsystem outputs (e.g., transmits) current air traffic data representing the current air traffic to the waiting route determination unit. The tracking subsystem may be an Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem.

[0011] In at least one embodiment, the flight path waiting route system includes a historical waiting route database, in which historical waiting route data representing the historical waiting routes with respect to the destination airport are stored. The waiting route determination unit communicates with the historical waiting route database.

[0012] In at least one embodiment, the flight path waiting route system includes a weather determination subsystem configured to determine the current weather conditions with respect to the destination airport. The weather determination subsystem outputs weather data representing the current weather conditions to the waiting route determination unit.

[0013] The aircraft can output fuel consumption data, representing the fuel consumption, to the waiting route determination unit.

[0014] In at least one embodiment, the waiting route determination unit determines (e.g., generates, calculates, adapts, and / or similarly) one or more of the shape, duration, and altitude of the waiting route. Furthermore, the waiting route determination unit can determine the speed at which the aircraft will fly within the waiting route.

[0015] The waiting route determination unit determines the waiting route to efficiently transition the aircraft into the landing approach to the destination airport.

[0016] In at least one embodiment, the waiting route determining unit changes one or both of the shape and height of the waiting route. The waiting route may include multiple heights.

[0017] In at least one embodiment, the waiting route determination unit determines the waiting route after the total waiting time of the waiting route has been determined. The flight path waiting route system may include a waiting time prediction unit. The waiting time prediction unit determines the total waiting time of the waiting route based on one or two of the current air traffic volume, the historical waiting routes, the current weather conditions, and the fuel consumption.

[0018] Some embodiments of this disclosure provide a flight path waiting route method, which includes using the waiting route determination unit to automatically determine the waiting route for the aircraft based on one or more of the following: current air traffic at the destination airport, historical waiting routes at the destination airport, current weather conditions at the destination airport, and fuel consumption of the aircraft and at least one other aircraft. Attached Figure Description

[0019] Figure 1 This is a schematic representation of a flight path waiting route system for communication with an aircraft, according to an embodiment of the present disclosure.

[0020] Figure 2 This is a simplified top view of a waiting route for an aircraft at a destination airport, according to an embodiment of this disclosure.

[0021] Figure 3 This is a simplified top view of a waiting route for an aircraft at a destination airport, according to an embodiment of this disclosure.

[0022] Figure 4 This is a simplified top view of a waiting route for an aircraft at a destination airport, according to an embodiment of this disclosure.

[0023] Figure 5This is a simplified illustration of a side view of a waiting route for an aircraft at a destination airport, according to an embodiment of this disclosure.

[0024] Figure 6 This is a simplified illustration of a side view of a waiting route for an aircraft at a destination airport, according to an embodiment of this disclosure.

[0025] Figure 7 This is an illustration of a front view of a display showing markings of multiple aircraft approaching a destination airport, according to an embodiment of the present disclosure.

[0026] Figure 8 This is an illustration of a front perspective view of an aircraft according to an embodiment of the present disclosure.

[0027] Figure 9 A flowchart illustrating a method for determining a waiting route for an aircraft according to an embodiment of the present disclosure is provided. Detailed Implementation

[0028] The above-described invention and the following detailed description of certain embodiments will be better understood when read in conjunction with the accompanying drawings. As used herein, elements or steps described in the singular and followed by the words "a" or "an" should be understood to not necessarily exclude a plurality of elements or steps. Furthermore, the reference to "an embodiment" is not intended to be construed as excluding the existence of additional embodiments that also incorporate the described features. Moreover, unless explicitly stated to the contrary, embodiments that "comprise" or "have" a single element or a plurality of elements having a particular condition may include additional elements that do not have that condition.

[0029] Certain embodiments of this disclosure provide a flight path holding line system that automatically and dynamically determines (e.g., generates, calculates, adapts, and / or similarly) an aircraft's holding line. The system is configured to determine one or more of the following: the shape of the holding line, the duration of the holding line, the speed of the aircraft within the holding line, and / or the altitude of the holding line, to efficiently transition the aircraft from the holding line to a landing approach at its destination airport. In at least one embodiment, the system communicates with the aircraft to inform and update the holding line to the pilot, without requiring communication between the pilot and air traffic controllers.

[0030] Embodiments of this disclosure provide flight path holding line systems and methods that increase situational awareness for aircraft operators, pilots, and / or passengers. For example, the flight path holding line systems and methods allow for real-time updates of aircraft arrival times, such as those that can be displayed on the flight computer in the cockpit, in-flight entertainment displays in the cabin, and / or the like. Furthermore, the flight path holding line systems and methods allow air traffic controllers to focus on other duties by reducing the need for voice communication with pilots regarding holding lines.

[0031] Certain embodiments of this disclosure provide systems and methods for dynamically determining holding routes by utilizing flight tracking information about air traffic near an airport, such as Automatic Dependent Surveillance-Broadcast (ADS-B) information. The systems and methods utilize real-time aircraft location information, such as from an ADS-B tracking system. The systems and methods systematically and accurately predict aircraft arrival times as part of a coordinated air traffic management system for airports.

[0032] Certain embodiments of this disclosure provide systems and methods configured to use historical information combined with current air traffic information and current weather information to enhance the efficiency of holding routes in order to dynamically create holding positions for aircraft approaching their destination airport. The systems and methods use historical data and learning algorithms to develop and generate real-time holding routes that save fuel and improve airport throughput.

[0033] Figure 1 This is a schematic representation of a flight path waiting route system (or waiting route determination system) 100 communicating with aircraft 102 according to embodiments of the present disclosure. In at least one embodiment, the flight path waiting route system 100 includes a tracking subsystem 104 configured to track the current position of aircraft 102 and other aircraft approaching the destination airport. In at least one embodiment, the flight path waiting route system also includes a weather determination subsystem 105 configured to determine current weather conditions at and near the destination airport (e.g., within 150 miles or less of the destination airport).

[0034] The flight path holding route system 100 includes a holding route determination unit 106, which communicates with the tracking subsystem 104 via one or more wired or wireless connections. For example, the holding route determination unit 106 may communicate wirelessly with the tracking subsystem 104 via one or more transceivers, radio units, and / or the like. The holding route determination unit 106 also communicates with the flight plan database 108 via one or more wired or wireless connections. Optionally, the flight path holding route system 100 may not include the flight plan database 108.

[0035] The waiting route determination unit 106 also communicates with the weather determination subsystem 105, for example, via one or more wired or wireless connections. The weather determination subsystem 105 transmits current weather information at and near one or more destination airports to the waiting route determination unit 106. For example, the weather determination subsystem 105 may be a meteorological and weather service communicating with the waiting route determination unit 106. In at least one other embodiment, the weather determination subsystem 105 may be a standalone weather determination and forecasting system and / or service. For example, the weather determination subsystem 105 may include one or more Doppler radar facilities.

[0036] The waiting route determination unit 106 also communicates with the waiting time prediction unit 110 via one or more wired or wireless connections. The waiting route determination unit 106 and the waiting time prediction unit 110 also communicate with the historical waiting route database 112, for example, via one or more wired or wireless connections.

[0037] The tracking subsystem 104, weather determination subsystem 105, waiting route determination unit 106, flight plan database 108, waiting time prediction unit 110, and historical waiting route database 112 may be located in a public location, such as a central monitoring center. In at least one embodiment, the tracking subsystem 104, weather determination subsystem 105, waiting route determination unit 106, flight plan database 108, waiting time prediction unit 110, and historical waiting route database 112 may be part of a single public computing system located in a public location. Optionally, the tracking subsystem 104 may be located remotely from other components of the flight path waiting route system 100. Additionally, the weather determination subsystem 105 may be located remotely from other components of the flight path waiting route system 100. Additionally, the waiting route determination unit 106 and waiting time prediction unit 110 may be components of a single control or processing unit, and / or separate and distinct control and processing units. Furthermore, for example, the flight plan database 108 and historical waiting route database 112 may be different portions of a single memory, and / or separate and distinct memories.

[0038] Aircraft 102 includes a main body or fuselage 114 defining an interior cockpit 116, which may include a cockpit and also include passenger seating areas. A flight computer 118 within the interior cockpit 116 includes displays 120 and / or speakers 122. Multiple passenger displays 124 (such as in-flight entertainment displays) may be positioned within the interior cockpit 116, such as on the rear of passenger seat headrests.

[0039] Aircraft 102 may also include a position sensor 126, such as a Global Positioning System sensor, an Automatic Dependent Surveillance-Broadcast (ADS-B) sensor, and / or the like. The position sensor 126 outputs signals indicating one or more of the aircraft 102's position, altitude, heading, acceleration, speed, and / or the like. Alternatively, aircraft 102 may not include a position sensor 126. Aircraft 102 also includes communication equipment 129, such as a transceiver, radio unit, and / or the like, enabling aircraft 102 to communicate wirelessly with similar communication equipment 130 of the tracking subsystem 104.

[0040] Tracking subsystem 104 is configured to track the current position of aircraft 102. In at least one embodiment, tracking subsystem 104 is an ADS-B tracking subsystem. In this embodiment, ADS-B tracking subsystem 104 determines the current position of the aircraft via satellite navigation using a position signal of the aircraft 102 output by position sensor 126. Position sensor 126 may be or includes a transmitter that periodically outputs information about the aircraft 102, such as identification details, current position, current altitude, and current speed. Tracking subsystem 104 receives the transmitted position signal from position sensor 126 to determine the current and real-time position, heading, speed, etc. of aircraft 102. Alternatively, tracking subsystem 104 may be a radar system or other such system configured to track the position of an aircraft.

[0041] As shown, the flight path holding system 100 may be separate from and distinct from aircraft 102. For example, the flight path holding system 100 may be located at a land-based monitoring center. In at least one other embodiment, the flight path holding system 100 may be on aircraft 102, another aircraft, a ship, a spacecraft (e.g., a satellite), and / or the like.

[0042] In operation, the tracking subsystem 104 tracks the current position of the aircraft 102, such as via ADS-B signals and / or information. The waiting route determination unit 106 communicates with the tracking subsystem 104 and compares the current position of the aircraft 102 (as determined by the tracking subsystem 104) with the aircraft 102's flight plan, such as that stored in the flight plan database 108. If the current position of the aircraft 102 is on or part of the stored flight plan (within certain margins), the waiting route determination unit 106 determines that the aircraft 102 is flying according to the flight plan and is not in a waiting route. However, if the waiting route determination unit 106 compares the current position of the aircraft 102 with the flight plan and determines that the aircraft is not at a position on or part of the stored flight plan (i.e., it has deviated from the flight plan), the waiting route determination unit 106 determines that the aircraft 102 is in a waiting route.

[0043] The flight path holding line system 100 can automatically generate when the aircraft 102 will enter the holding line, for example, by comparing the stored flight plan of the aircraft 102 with its current position, or the flight path holding line system 100 can be notified that the aircraft 102 is being transferred to the holding line. Upon determining that the aircraft 102 will be transferred to the holding line, the holding line determination unit 106 automatically generates or otherwise determines the holding line. For example, the holding line determination unit 106 determines one or more of the following: the shape of the holding line, the altitude of the holding line, the flight time within the holding line, etc.

[0044] The waiting route determination unit 106 analyzes historical waiting routes stored in the waiting route database 112. The historical waiting route database 112 stores historical data about the waiting routes of aircraft relative to a specific destination airport. For example, the historical waiting route database 112 may store waiting route data for flights landing at the destination airport within a given day, week, month, year, or longer period. Based on the historical waiting routes, the waiting time prediction unit 110 predicts the waiting time for aircraft 102. For example, based on the data stored in the stored historical waiting route database 112, the waiting time prediction unit 110 can determine that the aircraft will be cleared to begin exiting the waiting route and beginning its landing approach within a certain time period (such as ten minutes from when aircraft 102 is transferred to the waiting route).

[0045] The waiting time prediction unit 110 also receives current air traffic information near the destination airport from the tracking subsystem 104, which tracks all aircraft approaching (e.g., within 150 miles or less) the airport. The waiting time prediction unit 110 predicts the waiting time based on current air traffic near the airport and historical waiting times stored in the historical waiting route database 112.

[0046] Furthermore, the waiting time prediction unit 110 can communicate with the tracking subsystem 104 to determine whether other flights are currently in waiting routes with respect to the destination airport. Based on the number of flights currently in waiting routes (and potentially queuing to land before aircraft 102) and the average duration of waiting routes as determined by waiting route data stored in the historical waiting route database 112, the waiting time prediction unit 110 can then predict the duration of the waiting route for aircraft 102. Alternatively, the waiting time prediction unit 110 can predict the duration of the waiting route based on the number of aircraft scheduled to land before aircraft 102 and / or the number of aircraft in waiting routes near the destination airport (without using historical data from previous flights).

[0047] In at least one embodiment, the waiting time prediction unit 110 can determine, based on waiting time data stored in the historical waiting route database 112, that the typical (e.g., average or intermediate) waiting time for an aircraft relative to its destination airport is ten minutes, with respect to a predetermined time period and / or predetermined similar weather conditions. Therefore, the waiting time prediction unit 110 can then predict that the duration of the waiting route for aircraft 102 will be 10 minutes from the time aircraft 102 is transferred from its flight schedule, and then update the predicted landing time accordingly. The waiting time prediction unit 110 can extend or shorten the predicted duration of the waiting route based on the number of other flights scheduled to land before aircraft 102 and / or those currently in the waiting route. For example, if no other flights are currently in the waiting route, the waiting time prediction unit 110 can reduce the predicted duration of the waiting route by a predetermined time (e.g., one or two minutes). Conversely, the waiting time prediction unit 110 can extend the predicted duration of the waiting route by a predetermined time (e.g., one or two minutes) for each of the other aircraft in the waiting route scheduled to land at the destination airport before aircraft 102.

[0048] The waiting time prediction unit 110 also adapts the predicted waiting time based on current weather data received from the weather determination unit 105. For example, if the current weather near the airport causes reduced visibility (such as due to rain or snow), the waiting time prediction unit 110 may increase the waiting time based on the preferred separation time between aircraft landings under such conditions.

[0049] The weather determination subsystem 105 can output various weather parameters to the waiting route determination unit 106. The weather parameters can be analyzed by the flight path waiting route system 100 to at least partially determine the waiting route and its duration. The weather parameters may include altitude limit, dew point, temperature, visibility, gusts, wind speed, and values ​​for fog, rain, mist, snow, and thunderstorms.

[0050] Based on current air traffic, historical waiting routes, and / or current weather conditions, the waiting time prediction unit 110 determines the waiting time of aircraft 102 using one or more algorithms, formulas, and / or the like. For example, the waiting time prediction unit 110 may determine the predicted waiting time based on linear regression analysis, random forest analysis, ensemble methods, and / or the like.

[0051] In at least one other embodiment, instead of the waiting time prediction unit 110 automatically predicting or otherwise determining the waiting route time, the waiting time can be input into the waiting route determination unit 106. For example, an air traffic controller can input the waiting route time for aircraft 102 into the waiting route determination unit 106. In at least one other embodiment, instead of a separate and distinct waiting time prediction unit 110, the waiting route determination unit 106 can be used to predict the waiting time based on current air traffic, historical waiting route data stored in the historical waiting route database 112, and / or current weather at and near the destination airport, as output by the weather determination subsystem 105.

[0052] After the holding time has been input into the holding route determination unit 106 (or optionally determined by the holding route determination unit 106) (whether via automatic input through the holding time prediction unit 110 or via manual input such as by an air traffic controller), the holding route determination unit 106 determines one or more parameters of the holding route to efficiently transition the aircraft 102 from the holding route to the exit point to the landing approach to the destination airport. In at least one embodiment, the holding route determination unit 106 determines the shape of the holding route based on the predicted holding time. The holding route determination unit 106 determines a specific shape of the holding route to efficiently synchronize the aircraft 102 so that it is at the ideal exit point from the holding route to the landing approach when the holding time is completed (i.e., the end time of the holding route). In at least one embodiment, the holding route determination unit 106 reshapes the holding route so that the aircraft 102, flying at a specific speed and altitude, is at the exit point when the holding time expires.

[0053] In at least one embodiment, the holding route determination unit 106 determines the average speed of the aircraft 102 within the holding route based on the predicted time of the holding route. The holding route determination unit 106 determines the average speed of the aircraft 102 within the holding route to efficiently synchronize the aircraft 102 so that it is at the exit waypoint when the holding time ends. The holding route determination unit 106 determines one or both of the shape of the holding route and / or the speed of the aircraft 102 flying within the holding route, such that the aircraft 102 is at the exit waypoint when the holding time expires.

[0054] In at least one embodiment, the holding route determination unit 106 determines the altitude of the holding route based on the predicted time of the holding route. The holding route determination unit 106 determines the altitude of the holding route to efficiently synchronize the aircraft 102 so that it is at the exit waypoint when the holding time ends. The holding route determination unit 106 determines one or more of the shape of the holding route, the speed of the aircraft 102 flying within the holding route, and the altitude of the holding route, such that the aircraft 102 is at the exit waypoint when the holding time expires.

[0055] The holding route determination unit 106 can change the altitude of the holding route during the holding time. For example, the holding route determination unit 106 can determine that the aircraft 102 will be at a first altitude at the start of the holding route and at a second altitude below the first altitude at the exit point of the holding route. The holding route determination unit 106 can determine the shape of the holding route to change the altitude at certain set periods of the holding route. For example, the holding route determination unit 106 can determine the altitude of the holding route during specific periods of the holding route and the transition between them. In at least one embodiment, the holding route determination unit 106 can shape the holding route to gradually change from a first altitude to a second altitude over time, thereby forming a spiral holding route centered on a specific point near the airport. By changing the altitude of the holding route from an initial high altitude to a later lower altitude, the aircraft 102 conserves fuel because an aircraft flying at a higher altitude consumes less fuel than one flying at a lower altitude (due to lower air pressure and drag at higher altitudes).

[0056] In at least one embodiment, the waiting route may include a high altitude and a steep descent from the waiting route toward the exit point. However, such a steep descent can be unsettling for some passengers. Therefore, the waiting route may include an initial high altitude that gradually spirals downward from the waiting route to the exit point.

[0057] In at least one embodiment, the flight path holding line system 100 determines the holding time and route (e.g., to avoid areas with severe weather) based on one or more of the holding line shape, holding line altitude, aircraft speed within the holding line, and weather conditions to efficiently transition the aircraft 102 within the holding line to an approach sequence from the exit point of the holding line until landing at the destination airport. The flight path holding line system 100 can output the holding line to the flight computer 118 of the aircraft 102. The aircraft 102 can fly automatically according to the holding line received from the flight path holding line system 100. Alternatively, the pilot operating the aircraft 102 can operate the aircraft 102 according to the holding line received from the flight path holding line system 100.

[0058] In at least one embodiment, the flight path waiting route system 100 can determine waiting routes and times based on linear regression analysis, random forest analysis, ensemble methods, and / or the like, in order to develop a model for waiting routes. The waiting route determination unit 106 can develop the model and update it periodically (e.g., daily, weekly, monthly) to adapt to changing conditions.

[0059] The flight path holding line system 100 can determine holding lines for aircraft based on the following considerations:

[0060] The flight path holding line system 100 can be based on various parameters (including aircraft altitude within the holding line, average aircraft speed, aircraft duration, aircraft position at various time points within the holding line, and weather conditions). params The flight path waiting route system 100 determines waiting routes to conserve aircraft fuel consumption. For example, various parameters are analyzed by the system using historical fuel combustion calculations and mapping functions. By aggregating (m) flights for (n) destinations (as shown in the matrix), the system can determine the actual fuel consumption of each aircraft and estimate the fuel combustion of aircraft within the waiting routes. In this way, the system can analyze various parameters to generate waiting routes (including their times) for each aircraft 102 to conserve as much fuel as possible.

[0061] In at least one implementation, the flight path waiting route system can analyze a weighted set of current and historical waiting parameters (such as altitude, average speed, duration, location, weather, etc.) and use the following formula to determine the waiting route and time with minimum fuel consumption:

[0062] Where W represents a predetermined weight, WX represents weather conditions, historical average speed is the average speed of aircraft that have previously flown in the holding line near the airport during a predetermined time period, current speed is the current speed of the aircraft in the holding line, and historical fuel burning is historical data about the fuel burned by previous aircraft that have flown in the holding line near the airport.

[0063] The flight path holding line system 100 can communicate with air traffic controllers at the destination airport to determine the altitude at which the holding line is currently set. The flight path holding line system 100 can also determine the waypoint currently being used by air traffic control (e.g., exiting the holding line). The pilot of aircraft 102 can contact air traffic control to inquire whether aircraft 102 can fly at a certain altitude, speed, and waypoint as preferred options. Generally, as described above, the flight path holding line system 100 can be configured to determine the optimal combination of altitude and speed in a holding line that consumes the least amount of fuel.

[0064] In at least one implementation, the flight path holding route system 100 can be configured to hold close to the nearest waypoint to conserve the amount of "bug-out" fuel, which is the amount of fuel required to travel from a specific point (location) to another destination. In short, bug-out fuel is the spare fuel that an aircraft needs to transfer from one location to another airport to reach its current destination airport.

[0065] In at least one embodiment, as described above, the flight path holding route system 100 is configured to determine a holding route for an aircraft approaching an airport based at least in part on the aircraft's minimum fuel consumption. That is, the flight path holding route system 100 can determine a holding route for an aircraft to ensure that the aircraft consumes the minimum amount of fuel.

[0066] After the flight path holding line system 100 determines a holding line for the aircraft 102, the flight path holding line system 100 can output a holding line signal to the aircraft 102. The holding line signal is received by the aircraft 102. The flight computer 118 can display the holding line to the pilot of the aircraft 102 on the display 120 (e.g., via text, graphics, or video). Optionally, the flight computer 118 can broadcast the holding line to the pilot via the speaker 122. In addition, the holding line can be output to the passenger display 124 so that passengers are aware of the position of the aircraft 102 and the duration of the holding line and / or the predicted landing time.

[0067] like Figure 1 As shown, the flight path holding line system 100 is configured to track the current position of aircraft 102 and determine a holding line for aircraft 102 in order to efficiently transition aircraft 102 from the holding line into the landing approach. Although in Figure 1 The diagram shows only one aircraft 102, but it should be understood that the flight path waiting route system 100 is also configured to track the current positions of multiple aircraft and determine waiting routes for multiple aircraft.

[0068] The flight path holding route system 100 determines one or more parameters for the aircraft holding route based on historical holding route data stored in the historical holding route database 112, such as current air traffic approaching the destination airport detected by the tracking subsystem 104, current weather conditions approaching the destination airport detected by the weather determination subsystem 105, and / or fuel consumption considerations for the aircraft 102.

[0069] As used herein, the terms “control unit,” “central processing unit,” “unit,” “CPU,” “computer,” etc., can include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISCs), application-specific integrated circuits (ASICs), logic circuits, and any other circuitry or processors including hardware, software, or combinations thereof capable of performing the functions described herein. Such examples are merely illustrative and are therefore not intended to limit the definition and / or meaning of such terms in any way. For example, as described above, the waiting route determination unit 106 and the waiting time prediction unit 110 can be or include one or more processors configured to control the operation of the flight path waiting route system 100. As indicated, the waiting route determination unit 106 and the flight path waiting route system 100 can be separate and distinct control units, or they can be part of the same control unit.

[0070] The waiting path determination unit 106 and the waiting time prediction unit 110 are 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 waiting path determination unit 106 and the waiting time prediction unit 110 may include or be connected to one or more memories. The data storage units may also store data or other information as needed or on demand. The data storage units may take the form of information sources or physical memory elements within the processing machine.

[0071] This set of instructions may include various commands instructing the waiting route determination unit 106 and the waiting time prediction unit 110, as processing machines, to perform specific operations of methods and processes such as those described herein, according to various embodiments of the subject matter. This set of instructions may be in the form of a software program. Software can take various forms, such as system software or application software. Furthermore, software may be in the form of a collection of individual programs, a subset of programs within a larger program, or part of a program. Software may also include modular programming in the form of object-oriented programming. Processing of input data by the processing machine may be in response to user commands, the results of previous processing, or a request made by another processing machine.

[0072] The diagrams in this embodiment may illustrate one or more control or processing units, such as the waiting path determination unit 106 and the waiting time prediction unit 110. It should be understood that a processing or control unit may represent a circuit, circuit system, or portion thereof that can be implemented as hardware having relevant instructions for performing the operations described herein (e.g., software stored on a tangible and non-transitory computer-readable storage medium, such as a computer hard disk drive, ROM, RAM, etc.). The hardware may include a state machine circuit system hardwired to perform the functions described herein. Optionally, the hardware may include electronic circuitry comprising and / or connected to one or more logic-based devices, such as microprocessors, processors, controllers, etc. Optionally, the waiting path determination unit 106 and the waiting time prediction unit 110 may represent a processing circuit system, such as one or more field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), microprocessors, and / or the like. The circuits in the various embodiments may be configured to execute one or more algorithms to perform the functions described herein. The one or more algorithms may include aspects of the embodiments disclosed herein, whether or not explicitly identified in the flowcharts or methods.

[0073] As used herein, the terms “software” and “firmware” are interchangeable and include any computer program stored in data storage units (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above types of data storage units are merely exemplary and therefore not limiting regarding the types of memory that can be used to store computer programs.

[0074] Figure 2 This is a simplified top view of a waiting route 200 for aircraft 102 at destination airport 204 according to an embodiment of this disclosure. (See also...) Figure 1 and Figure 2 The holding line system 100 determines the shape of the holding line 200 based on various parameters including predicted holding time, aircraft 102 speed, aircraft 102 altitude, weather conditions approaching airport 204, fuel consumption considerations for aircraft 102, and / or the like. Aircraft 102 enters the holding line at an arrival waypoint 206, such as the holding line 200. The holding line can be shaped or resized in any way to efficiently and safely transition aircraft 102 to the approach 208 of airport 204. The exit waypoint can be located at the same location as the arrival waypoint 206. Alternatively, the exit waypoint can be different from the arrival waypoint 206.

[0075] like Figure 2As shown, the waiting route 200 may include a single loop 210 or path between the entry waypoint 206 and the exit waypoint. Optionally, the waiting route 200 may include multiple loops or paths between the entry and exit waypoints.

[0076] Entering waypoint 206 and exiting waypoint (same as entering waypoint 206, such as...) Figure 2 The waiting routes 200 between (as shown) can be at the same altitude. Alternatively, the waiting routes 200 can include different altitudes.

[0077] The Flight Path Holding Line System 100 dynamically determines the optimal holding line 200 based on predicted waiting times, current air traffic proximity (e.g., within 100 miles) to the destination airport 204 as determined by the Tracking Subsystem 104, and weather conditions detected by the Weather Determination Subsystem 105. The Flight Path Holding Line System 100 can also analyze the fuel consumption of the aircraft 102 and determine the holding line 200 based on fuel consumption considerations, such as minimizing or otherwise reducing fuel consumption.

[0078] In at least one embodiment, the flight path holding line system 100 determines a holding line such that when the holding time ends, the aircraft 102 is at the exit waypoint. In this way, the aircraft 102 seamlessly transitions from the exit waypoint to the approach 208, instead of continuing to fly along the holding line and / or from the far end of the holding line 200 to the exit waypoint. Therefore, the aircraft 102 consumes less fuel, and the total flight time is reduced.

[0079] Figure 3 This is a simplified top view of a waiting route 300 for aircraft 102 at destination airport 204, according to an embodiment of this disclosure. Reference Figure 1 and Figure 3 The flight path holding line system 100 can create a holding line 300 with multiple loops 302 and 304. The outer loop 302 is larger than the inner loop 304. Again, the flight path holding line system 100 determines the shape of the holding line 300 based on various parameters including predicted waiting time, the speed of the aircraft 102, the altitude of the aircraft 102, weather conditions approaching the airport 204, fuel consumption considerations for the aircraft 102, and / or the like.

[0080] Waiting route 300 may include more loops or paths than shown. For example, waiting route 300 may include three or more loops, each of which may differ in size and shape.

[0081] Entering waypoint 206 and exiting waypoint (same as entering waypoint 206, such as...) Figure 3The holding route 300 between (as shown) can be at a single altitude. Alternatively, the holding route 300 can include different altitudes. For example, loop 302 can be at a higher altitude than loop 304 (or vice versa). Again, aircraft 102 seamlessly transitions from exit waypoint to approach 208.

[0082] Figure 4 This is a simplified top view of a waiting route 400 for aircraft 102 at destination airport 204, according to an embodiment of this disclosure. (See also...) Figure 1 and Figure 4 The flight path waiting route system 100 determines the shape of the waiting route 400 to avoid areas 402 with severe weather. Again, the aircraft 102 seamlessly transitions from the exit waypoint to the approach 208.

[0083] Figure 5 This is a simplified illustration of a side view of a waiting route 500 for aircraft 102 at destination airport 204, according to an embodiment of this disclosure. Reference Figure 1 and Figure 5 The flight path holding line system 100 defines a holding line 500 having multiple altitude loops 502, 504, 506, and 508. Altitude loop 502 is at a first altitude A1. Altitude loop 504 is at a second altitude A2 below A1. Altitude loop 506 is at a third altitude A3 below A2. Altitude loop 508 is at a fourth altitude A4 below A3. The aircraft 102 can maintain a specific altitude within each loop 502, 504, 506, and 508. The holding line 500 may include more or fewer altitude loops than shown. As shown, the holding line 500 may include a descent 512 connecting loops 502 and 504, a descent 514 connecting loops 504 and 506, and a descent 516 connecting loops 506 and 508. The individual loops 502, 504, 506, and 508 may be identical in size and shape. Optionally, at least two of circuits 502, 504, 506 and 508 may differ in one or both of their size and shape.

[0084] Multiple aircraft can be simultaneously moved into holding line 500. For example, an aircraft approaching exit waypoint 510 may be within the lowest loop 508, while an aircraft entering approach waypoint 512 may be within the highest loop 502. Multiple aircraft 102 can be guided in and out of holding line 500 based on, for example, predetermined separation times determined by the flight path holding line system 100, such as landing considerations, weather, etc. For example, at any given time, at least two or more aircraft may be within holding line 500. Individual aircraft can be spaced apart by predetermined intervals along the holding line, such that different aircraft pass through specific points within the holding line at predetermined time intervals (such as 3 minutes, or, for example, longer or shorter depending on weather considerations). Multiple aircraft can be guided in and out of any of the holding lines in any of the examples of this disclosure.

[0085] Figure 6 This is a simplified illustration of a side view of a holding line 600 for aircraft 102 at destination airport 204 according to an embodiment of this disclosure. The holding line 600 is similar to the holding line 500, except that it includes a gradually descending spiral between arrival point 612 and departure point 614. Instead of maintaining a specific altitude, the holding line 600 descends continuously from arrival point 612 to departure point 614.

[0086] Figure 7 This is an illustration of a front view of a display 701 showing markers 700 for multiple aircraft approaching destination airport 204, according to an embodiment of this disclosure. Reference Figure 1 and Figure 7 The flight path waiting route system 100 is configured to track multiple aircraft as indicated by label 700 and determine waiting routes for each aircraft.

[0087] In at least one embodiment, the waiting route determination unit 106 may be configured to detect waiting routes for one or more aircraft approaching the destination airport 204. For example, the waiting route determination unit 106 may be configured to detect waiting routes for aircraft within a predefined range of the destination airport 204. The predefined range may be one hundred miles. Alternatively, the predefined range may be less than one hundred miles (such as fifty miles) or greater than one hundred miles (such as two hundred miles).

[0088] Figure 8This is an illustration of a front perspective view of an aircraft 102 according to an embodiment of the present disclosure. For example, the aircraft 102 includes a propulsion system 812, which may include two turbofan engines 814. Optionally, the propulsion system 812 may include more engines 814 than shown. The engines 814 are carried by the wings 816 of the aircraft 102. In other embodiments, the engines 814 may be carried by a fuselage 818 and / or a tail 820. The tail 820 may also support a horizontal stabilizer 822 and a vertical stabilizer 824. The fuselage 818 of the aircraft 102 defines an interior cabin that may include a cockpit 830, one or more work sections (e.g., a galley, carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and second class sections), and a tail section in which a rear rest area assembly may be located.

[0089] Figure 9 A flowchart illustrating a method for determining a holding route for an aircraft according to an embodiment of the present disclosure is provided. (Refer to...) Figure 1 and Figure 9 At 900, the waiting route determination unit 106 receives current air traffic data regarding the destination airport. Current air traffic control data represents current air traffic (including arriving and departing flights) approaching the destination airport. In at least one embodiment, the waiting route determination unit 100 receives current air traffic control data from the tracking subsystem 104.

[0090] At position 902, the waiting route determination unit 106 receives historical waiting route data for the destination airport. The historical waiting route data represents previous waiting routes (including waiting times) for aircraft at the destination airport during a predetermined time period (such as a week, a month, a year, etc.). The historical waiting route data can be stored in the historical waiting route database 112. In at least one embodiment, the historical waiting route data can be stored in the waiting route determination unit 106.

[0091] At 904, the waiting route determination unit 106 receives weather data regarding the destination airport. The weather data represents the weather near the destination airport (such as in areas where waiting routes may occur). In at least one embodiment, the waiting route determination unit receives weather data from the weather determination subsystem 105.

[0092] At position 906, the flight path determination unit 106 waits to receive fuel consumption data for the aircraft. The fuel consumption data represents the actual fuel consumed by the aircraft, the aircraft's fuel efficiency performance, estimated fuel consumption based on the previous performance of the aircraft or one or more other aircraft, etc. Fuel consumption data can be received from aircraft 102, aircraft 102's fuel consumption database, and / or separate and distinct fuel consumption databases.

[0093] Alternatively, the method may include at least, but not all, of 900, 902, 904, and 906. For example, the waiting route determination unit 106 may receive only air traffic data and historical waiting route data.

[0094] At 908, the holding route determination unit 106 generates holding route data (including the shape of the holding route and the holding time of the holding route) for the aircraft based on one or more of current air traffic data, historical holding route data, weather data, and / or fuel consumption data. For example, the holding route data may include instructions regarding aircraft speed and altitude. At 910, the holding route determination unit outputs the holding route data to aircraft 102. The pilot of aircraft 102 can then fly aircraft 102 according to the holding route defined by the holding route data. In at least one other embodiment, the flight computer 118 of aircraft 102 can receive the holding route data and automatically fly aircraft 102 based on the holding route data.

[0095] At 912, the holding route determination unit 106 determines whether aircraft 102 has landed or entered a landing approach (e.g., after following a prescribed holding route). If not, the method returns to 908, where the holding route determination unit 106 may adapt the holding route data based on changing parameters such as changing current air traffic or weather. However, if aircraft 102 has landed (or otherwise exited the holding route and entered a landing approach), the method terminates at 914 for that aircraft and repeats the process for other aircraft approaching the destination airport.

[0096] refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Figure 9Embodiments of this disclosure provide systems and methods that allow computing devices to analyze large amounts of data quickly and efficiently. For example, many aircraft may approach a destination airport, each of which is scheduled to land. Therefore, a large amount of data is being tracked and analyzed. As described above, this massive amount of data is efficiently organized and / or analyzed by a flight path waiting route system 100. The flight path waiting route system 100 analyzes the data in a relatively short time to quickly and efficiently output waiting time predictions for various aircraft near the destination airport. For example, the flight path waiting route system 100 analyzes current flight data and outputs waiting routes for various aircraft in real time. Humans cannot efficiently analyze such massive amounts of data in such a short time. Therefore, embodiments of this disclosure provide increased and efficient functionality compared to prior computing systems and offer significantly superior performance for human analysis of massive amounts of data. In short, embodiments of this disclosure provide systems and methods for analyzing thousands (if not millions) of calculations and computations that humans cannot efficiently, effectively, and accurately manage.

[0097] As described above, embodiments of this disclosure provide a flight path holding line system and method configured to determine holding lines for an aircraft. The flight path holding line system and method automatically and dynamically create holding lines based on one or more of historical holding line information, current air traffic conditions at the destination airport, current weather conditions, and / or aircraft fuel consumption considerations. The flight path holding line system and method can instruct the aircraft to change one or both of its speed or altitude within the holding line to efficiently transition the aircraft away from the holding line.

[0098] Embodiments of this disclosure provide systems and methods for efficiently determining holding lines. Embodiments of this disclosure provide systems and methods for updating aircraft navigation regarding holding lines without requiring communication with air traffic controllers. Embodiments of this disclosure provide systems and methods for dynamically developing holding lines that efficiently facilitate the transition of aircraft from holding lines to landing approaches.

[0099] While various spatial and directional terms such as top, bottom, lower, middle, transverse, horizontal, vertical, front, etc., may be used to describe embodiments of this disclosure, it should be understood that such terms are used only with respect to the orientation shown in the accompanying drawings. The orientation may be inverted, rotated, or otherwise changed such that an upper portion is a lower portion, and vice versa, horizontal becomes vertical, etc.

[0100] As used herein, structures, constraints, or elements “configured” to perform a task or operation are specifically structurally formed, constructed, or adapted in a manner corresponding to that task or operation. For clarity and to avoid confusion, objects that can only be modified to perform a task or operation are not “configured” to perform the task or operation as used herein.

[0101] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the above embodiments (and / or aspects thereof) may be used in combination with each other. Furthermore, many modifications may be made to adapt particular situations or materials to the teachings of various embodiments of this disclosure without departing from the scope of the invention. While the dimensions and types of materials described herein are intended to define parameters of various embodiments of this disclosure, these embodiments are by no means restrictive and are exemplary embodiments. Many other embodiments will be apparent to those skilled in the art upon recalling the above description. Therefore, the scope of various embodiments of this disclosure should be determined with reference to the appended claims and the full scope of their equivalents. In the appended claims, the terms “comprising” and “therein” are used as concise English equivalents of the corresponding terms “including” and “wherein”. Moreover, the terms “first,” “second,” and “third,” etc., are used merely as labels and are not intended to impose numerical requirements on their objects. Furthermore, the limitations of the appended claims are not written in a means-plus-function format and are not intended to be interpreted on the basis of 35 112(f) of the United States Code, unless such claims expressly use the phrase “means for…” followed by a statement of function without further structure.

[0102] Furthermore, this disclosure includes implementations according to the following provisions: Clause 1. A flight path holding line system configured to generate efficient holding lines for aircraft, the flight path holding line system comprising: A waiting route determination unit is configured to automatically generate the waiting route for the aircraft, wherein the waiting route determination unit automatically generates the waiting route for the aircraft based on one or more of the following: current air traffic at the destination airport, historical waiting routes at the destination airport, current weather conditions at the destination airport, and fuel consumption of the aircraft and at least one other aircraft.

[0103] Clause 2. The flight path waiting route system as described in Clause 1, further comprising a tracking subsystem configured to track the current air traffic with respect to the destination airport, wherein the tracking subsystem sends current air traffic data representing the current air traffic to the waiting route determination unit.

[0104] Clause 3. The flight path waiting route system as described in Clause 2, wherein the tracking subsystem includes an Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem.

[0105] Clause 4. The flight path waiting route system according to any one of Clauses 1 to 3, the flight path waiting route system further comprising a historical waiting route database storing historical waiting route data representing the historical waiting routes with respect to the destination airport, wherein the waiting route determination unit communicates with the historical waiting route database.

[0106] Clause 5. The flight path waiting route system according to any one of Clauses 1 to 4, the flight path waiting route system further comprising a weather determination subsystem configured to determine the current weather conditions with respect to the destination airport, wherein the weather determination subsystem outputs weather data representing the current weather conditions to the waiting route determination unit.

[0107] Clause 6. A flight path holding route system according to any one of Clauses 1 to 5, wherein the aircraft outputs fuel consumption data representing the fuel consumption to the holding route determination unit.

[0108] Clause 7. A flight path waiting route system according to any one of Clauses 1 to 6, wherein the waiting route determining unit determines one or more of the shape, duration, and altitude of the waiting route.

[0109] Clause 8. A flight path waiting route system according to any one of Clauses 1 to 7, wherein the waiting route determining unit determines the speed at which the aircraft is to fly within the waiting route.

[0110] Clause 9. A flight path waiting route system according to any one of Clauses 1 to 8, wherein the waiting route determination unit determines the waiting route to efficiently transition the aircraft to a landing approach to the destination airport.

[0111] Clause 10. A flight path waiting route system according to any one of Clauses 1 to 9, wherein the waiting route determining unit changes one or both of the shape and altitude of the waiting route.

[0112] Clause 11. A flight path waiting line system according to any one of Clauses 1 to 10, wherein the waiting line includes multiple altitudes.

[0113] Clause 12. A flight path waiting route system according to any one of Clauses 1 to 11, wherein the waiting route determination unit generates the waiting route after the total time of the waiting route is determined.

[0114] Clause 13. The flight path waiting route system according to Clause 12, the flight path waiting route system further includes a waiting time prediction unit, wherein the waiting time prediction unit determines the total waiting time of the waiting route based on one or two of the current air traffic, the historical waiting routes, the current weather conditions, and the fuel consumption.

[0115] Clause 14. A method for waiting for a flight path, the method comprising: The holding route determination unit is used to automatically generate the holding route for the aircraft based on one or more of the following: current air traffic at the destination airport, historical holding routes at the destination airport, current weather conditions at the destination airport, and fuel consumption of the aircraft and at least one other aircraft.

[0116] Clause 15. The flight path waiting route method described in Clause 14 further includes: A tracking subsystem is used to track the current air traffic with respect to the destination airport; The tracking subsystem sends current air traffic data representing the current air traffic to the waiting route determination unit.

[0117] Clause 16. The flight path waiting route method according to any one of Clauses 14 to 15, the flight path waiting route method further comprising storing historical waiting route data representing the historical waiting routes with respect to the destination airport in a historical waiting route database communicatively connected to the waiting route determination unit.

[0118] Clause 17. The flight path waiting route method according to any one of Clauses 14 to 16, further comprising: The weather determination subsystem is used to determine the current weather conditions for the destination airport; and The weather determination subsystem outputs weather data representing the current weather conditions to the waiting route determination unit.

[0119] Clause 18. The flight path waiting route method according to any one of Clauses 14 to 17, the flight path waiting route method further comprising outputting fuel consumption data representing the fuel consumption from the aircraft to the waiting route determination unit.

[0120] Clause 19. The flight path waiting route method according to any one of Clauses 14 to 18, wherein the automatic determination includes determining the shape, duration, and altitude of the waiting route.

[0121] Clause 20. The flight path waiting route method according to any one of Clauses 14 to 19, wherein the automatic determination includes determining the speed at which the aircraft is to fly within the waiting route.

[0122] Clause 21. The flight path waiting route method according to any one of Clauses 14 to 20, wherein the automatic determination includes changing one or both of the shape and altitude of the waiting route.

[0123] Clause 22. The flight path waiting route method according to any one of Clauses 14 to 21, wherein the automatic determination includes determining a plurality of altitudes for the waiting route.

[0124] Clause 23. The flight path waiting route method according to any one of Clauses 14 to 22, the flight path waiting route method further comprising determining the total time of the waiting route, wherein the automatic determination occurs after the determination of the total time.

[0125] Clause 24. The flight path waiting route method according to Clause 23, the flight path waiting route method further includes using a waiting time prediction unit to determine the total time of the waiting route based on one or two of the current air traffic, the historical waiting routes, the current weather conditions, and the fuel consumption.

[0126] Clause 25. A flight path holding line system, the flight path holding line system comprising: A waiting route determination unit, which is configured to automatically generate waiting routes for the aircraft; An Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem is configured to track current air traffic with respect to a destination airport, wherein the ADS-B tracking subsystem outputs current air traffic data representing the current air traffic to the holding route determination unit; A historical waiting route database, which stores historical waiting route data representing historical waiting routes for the destination airport, wherein the waiting route determination unit communicates with the historical waiting route database; and A weather determination subsystem is configured to determine the current weather conditions for the destination airport, wherein the weather determination subsystem outputs weather data representing the current weather conditions to the waiting route determination unit. The holding route determination unit automatically generates the holding route for the aircraft based on the current air traffic at the destination airport, the historical holding routes at the destination airport, the current weather conditions at the destination airport, and the fuel consumption of one or more of the aircraft and at least one other aircraft. The holding route determination unit determines the shape, duration, and altitude of the holding route. The holding route determination unit determines the speed at which the aircraft should fly within the holding route. The holding route determination unit determines the holding route to efficiently transition the aircraft into a landing approach to the destination airport.

[0127] Clause 26. The flight path waiting route system as described in Clause 25, wherein the waiting route determining unit changes one or both of the shape and altitude of the waiting route.

[0128] Clause 27. A flight path waiting line system as described in any one of Clauses 25 to 26, wherein the waiting line includes multiple altitudes.

[0129] Clause 28. A flight path waiting route system according to any one of Clauses 25 to 27, the flight path waiting route system further comprising a waiting time prediction unit, wherein the waiting time prediction unit determines the total waiting time of the waiting route based on one or two of the current air traffic, the historical waiting routes, the current weather conditions, and the fuel consumption.

[0130] This draft specification uses examples to disclose various embodiments of the present disclosure, including the best mode, and also enables any person skilled in the art to practice the various embodiments of the present disclosure, including making and using any device or system and performing any incorporated method. The patentable scope of the various embodiments of the present disclosure is defined by the claims, and may include other examples that would be conceived by a person skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. A flight path holding line system (100) configured to generate efficient holding lines (200, 300, 400, 500, 600) for an aircraft (102), the flight path holding line system (100) comprising: A waiting route determination unit (106) is configured to automatically generate the waiting routes (200, 300, 400, 500, 600) for the aircraft (102), wherein the waiting route determination unit (106) automatically generates the waiting routes (200, 300, 400, 500, 600) for the aircraft (102) based on at least one of the current air traffic with respect to the destination airport (204), the historical waiting routes with respect to the destination airport (204), the current weather conditions with respect to the destination airport (204), and the fuel consumption of the aircraft (102) and the historical fuel consumption of at least one other previous aircraft flying in the waiting routes near the destination airport.

2. The flight path waiting route system according to claim 1, further comprising a tracking subsystem (104) configured to track the current air traffic with respect to the destination airport (204), wherein, The tracking subsystem (104) sends current air traffic data representing the current air traffic to the waiting route determination unit (106).

3. The flight path waiting route system according to claim 2, wherein, The tracking subsystem (104) includes an Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem.

4. The flight path waiting route system according to any one of claims 1 to 2, further comprising a historical waiting route database (112) storing historical waiting route data representing the historical waiting routes with respect to the destination airport (204), wherein, The waiting route determination unit (106) communicates with the historical waiting route database (112).

5. The flight path waiting route system according to any one of claims 1 to 2, further comprising a weather determination subsystem (105) configured to determine the current weather conditions with respect to the destination airport (204), wherein, The weather determination subsystem (105) outputs weather data representing the current weather conditions to the waiting route determination unit (106).

6. The flight path waiting route system according to any one of claims 1 to 2, wherein, The aircraft (102) outputs fuel consumption data representing the fuel consumption to the waiting route determination unit (106).

7. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting route determination unit (106) determines one or more of the shape, duration, and height of the waiting route.

8. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting route determination unit (106) determines the speed at which the aircraft (102) will fly within the waiting route.

9. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting route determination unit (106) determines the waiting routes (200, 300, 400, 500, 600) to efficiently transition the aircraft (102) to the landing approach to the destination airport (204).

10. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting route determination unit (106) changes one or both of the shape and height of the waiting routes (200, 300, 400, 500, 600).

11. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting routes (200, 300, 400, 500, 600) include multiple altitudes.

12. The flight path waiting route system according to any one of claims 1 to 2, wherein, The waiting route determination unit (106) generates the waiting routes (200, 300, 400, 500, 600) after the total time of the waiting routes (200, 300, 400, 500, 600) is determined.

13. The flight path waiting route system according to claim 12, further comprising a waiting time prediction unit (110), wherein, The waiting time prediction unit (110) determines the total time of the waiting route (200, 300, 400, 500, 600) based on one or two of the current air traffic, the historical waiting route, the current weather conditions, and the fuel consumption.

14. A method for waiting for a flight path, the method comprising: The holding route determination unit (106) automatically generates holding routes (200, 300, 400, 500, 600) for the aircraft (102) based on at least one of the current air traffic to the destination airport (204), the historical holding routes to the destination airport (204), the current weather conditions to the destination airport (204), the fuel consumption of the aircraft (102), and the historical fuel consumption of at least one other previous aircraft flying in the holding route near the destination airport.

15. The flight path waiting method according to claim 14, further comprising: The tracking subsystem (104) is used to track the current air traffic with respect to the destination airport (204); The tracking subsystem (104) sends current air traffic data representing the current air traffic to the waiting route determination unit (106).

16. The flight path waiting route method according to any one of claims 14 to 15, the flight path waiting route method further comprising storing historical waiting route data representing the historical waiting routes with respect to the destination airport (204) in a historical waiting route database (112) communicatively connected to the waiting route determination unit (106).

17. The flight path waiting route method according to any one of claims 14 to 15, wherein the flight path waiting route method further comprises: The weather determination subsystem (105) is used to determine the current weather conditions for the destination airport (204); as well as The weather determination subsystem (105) outputs weather data representing the current weather conditions to the waiting route determination unit (106).

18. The flight path waiting route method according to any one of claims 14 to 15, the flight path waiting route method further comprising outputting fuel consumption data representing the fuel consumption from the aircraft (102) to the waiting route determination unit (106).

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