Flight director assist system for aircraft

Abstract

To provide a pilot assist system for an aircraft capable of improving safe operation of the aircraft.SOLUTION: An aircraft includes one or more line replaceable units (LRUs) including one or more processors. The aircraft also includes one or more actuators coupled to one or more flight control surfaces. The actuators are communicatively coupled to at least one of the LRUs to receive control signals. The aircraft also includes one or more sensors coupled to at least one of the LRUs and configured to generate sensor data indicative of a trajectory of the aircraft. While in a manual flight mode, the processors are configured to generate trajectory guidance data based on one or more trajectory setpoints. The processors are also configured to, while in the manual flight mode, determine an error metric indicating deviation between the trajectory of the aircraft and the trajectory guidance data and send a control signal based on the error metric to the one or more actuators.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001]

[0001] The present disclosure relates generally to pilot assistance systems for aircraft. [Background technology]

[0002]

[0002] As a result of extensive research and improvements, civil air travel is one of the safest ways to travel. Much research has been done to improve the reliability of the aircraft itself. Further research, as well as extensive training, has been done to improve the performance of pilots and other aircraft crew. In parallel with such improvements, computers and automation systems have been developed to improve the situational awareness of the aircraft crew and simplify cockpit operations, each of which further improves the safe operation of civil aircraft. Nevertheless, the level of pilot workload is such that: any reduction in pilot workload may improve the safe operation of the aircraft. Summary of the Invention

[0003]

[0003] According to one particular aspect, an aircraft includes one or more line replaceable units including one or more processors. The aircraft also includes one or more actuators coupled to one or more flight control surfaces. The one or more actuators are communicatively coupled to at least one of the one or more line replaceable units to receive control signals. The aircraft also includes one or more sensors coupled to at least one of the line replaceable units, the one or more sensors configured to generate sensor data indicative of a trajectory of the aircraft. While in a manual flight mode (i.e., when the autopilot system is not engaged), the one or more processors are configured to generate, by a flight director system, trajectory guidance data based on one or more trajectory set points. The one or more processors are also configured to determine an error metric indicative of a deviation between the trajectory of the aircraft and the trajectory guidance data while in the manual flight mode, and to transmit control signals to the one or more actuators based on the error metric.

[0004] According to one particular aspect, a method includes acquiring, in one or more processors, trajectory data associated with an aircraft operating in a manual flight mode. The method also includes acquiring, in the one or more processors, trajectory guidance data from a flight director system of the aircraft. The method also includes determining, in the one or more processors, an error metric indicative of a deviation between the trajectory data and the trajectory guidance data. The method also includes generating, in the one or more processors, control signals for one or more control surfaces of the aircraft based on the error metric.

[0005]

[0005] According to one particular aspect, a non-transitory computer-readable medium stores a plurality of instructions that, when executed by one or more processors, cause the one or more processors to acquire trajectory data associated with an aircraft operating in a manual flight mode. The instructions further cause the one or more processors to acquire trajectory guidance data from a flight director system of the aircraft. The instructions further cause the one or more processors to determine an error metric indicative of a deviation between the trajectory data and the trajectory guidance data. The instructions further cause the one or more processors to generate control signals for one or more control surfaces of the aircraft based on the error metric.

[0006]

[0006] The features, functions, and advantages described herein can be realized alone in various embodiments or can be combined in yet other embodiments, further details of which can be seen with reference to the following description and drawings. [Brief description of the drawings]

[0007] [Figure 1]

[0007] FIG. 1 is a block diagram illustrating several aspects of a pilot assistance system according to one particular embodiment. [Diagram 2]

[0008] FIG. 2 illustrates several aspects of a flight display associated with the pilot assistance system of FIG. 1 in accordance with one particular implementation. [Diagram 3]

[0009] FIG. 2 illustrates aspects of the pilot assistance system of FIG. 1 in accordance with one particular implementation. [Figure 4]

[0010] 2 is a flowchart of a method that may be implemented by the pilot assistance system of FIG. 1 according to a particular aspect. [Diagram 5]

[0011] 2 is a flowchart illustrating an example of an aircraft life cycle including aspects of the pilot assistance system of FIG. 1 in accordance with a particular embodiment. [Figure 6]

[0012] FIG. 2 is a block diagram of an aircraft including aspects of the pilot assistance system of FIG. 1 in accordance with one particular embodiment. [Figure 7]

[0013] FIG. 1 is a block diagram of a computing environment including a computing device configured to support aspects of computer-implementable methods and computer-executable program instructions (or codes) according to the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008]

[0014] Disclosed herein is a pilot assistance system configured to reduce pilot workload during manual flight. One particular aspect of the pilot assistance system is referred to herein as a flight director assistance system. The flight director assistance system interacts with an aircraft's flight control system and flight director system to assist the pilot in following trajectory guidance from the flight director when the aircraft is being operated manually. A flight director is a system that provides trajectory guidance to a pilot (e.g., via visual display of vertical and lateral flight path targets) based on one or more programmable trajectory set points. The flight director assistance system assists the pilot in following vertical and / or lateral flight path targets under certain circumstances. For example, the flight director assistance system can reject certain disturbances that would otherwise cause the aircraft to deviate from the flight path target(s). By assisting the pilot in following trajectory guidance from the flight director, the flight director assistance system reduces the pilot's workload.

[0009]

[0015] The drawings and the following description show several specific exemplary embodiments. Those skilled in the art will recognize that, even if not explicitly described or shown in the present specification, they may devise various configurations that embody the principles described herein and are included in the scope of the claims that follow this specification. Furthermore, any examples described herein are intended to aid in the understanding of the principles of the present disclosure and are not intended to be limiting. As a result, the present disclosure is not limited to the specific embodiments or examples described below, but is limited by the claims and their equivalents.

[0010]

[0016] Certain embodiments are described herein with reference to the drawings. In the description, common features are given common reference numbers throughout the drawings. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and / or logically different, the same reference number is used for each, and the different instances are distinguished by adding a letter to the reference number. When features as a group or type are referred to herein (e.g., when no particular one of the features is referred to), the reference number is used without a distinguishing letter. However, when one particular feature of multiple features of the same type is referred to herein, the reference number is used with a distinguishing letter. For example, with reference to FIG. 3, multiple gain schedules are shown and associated with reference numbers 140A, 140B, 140C, and 140D. When referring to a particular one of these gain schedules, such as gain schedule 140A, the distinguishing letter "A" is used. However, when referring to any one of these gain schedules or these gain schedules as a group, the reference number 140 is used without a distinguishing letter.

[0011]

[0017] As used herein, various terms are used for the purpose of describing particular embodiments only and are not intended to be limiting. For example, the singular forms "a," "an," and "the" are intended to include the plural, unless the context clearly indicates otherwise. Furthermore, some features described herein may be present in the singular in some embodiments and in the plural in other embodiments. As shown, FIG. 7 illustrates aspects of a computing device 710 including one or more processors (e.g., "processor(s)" 720 in FIG. 7), indicating that in some embodiments, the computing device 710 includes a single processor 720 and in other embodiments, the computing device 710 includes multiple processors 720. For ease of reference herein, such features are generally introduced as "one or more" features, followed by a single or optionally multiple features (typically as indicated by "s"), unless it is clearly indicated that multiple aspects relate to multiple features.

[0012]

[0018] Furthermore, the term "comprise, comprise, and comprising" is used interchangeably with "include, includes, including." Furthermore, the term "wherein" is used interchangeably with the term "where." As used herein, "exemplary" refers to an example, an implementation, and / or an aspect, and should not be construed as limiting, or as indicating a preference or preferred embodiment. As used herein, ordinal terms (e.g., "first," "second," "third," and the like) used to modify elements, such as structures, components, operations, etc., do not in themselves indicate a priority or order of the element relative to another element, but rather merely distinguish the element from another element having the same name (except for the use of ordinal terms). As used herein, the term "set" refers to a grouping of one or more elements, and the term "plurality" refers to a plurality of elements.

[0013]

[0019] As used herein, "generating," "calculating," "using," "selecting," "accessing," and "determining" are interchangeable unless the context indicates otherwise. For example, "generating," "calculating," or "determining" a parameter (or signal) may refer to actively generating, calculating, or determining a parameter (or signal), or may refer to using, selecting, or accessing a parameter (or signal) that has already been generated, for example, by another component or device. "Coupled," as used herein, may include "communicatively coupled," "electrically coupled," or "physically coupled," and may further (or alternatively) include any combination thereof. Two devices (or components) may be directly or indirectly coupled (communicatively coupled, electrically coupled, or physically coupled) via one or more other devices, components, wires, buses, networks (wired networks, wireless networks, or combinations thereof), etc. Two devices (or components) that are electrically coupled can be included in the same device or different devices and can be connected via electronics, one or more connectors, or inductive coupling, as illustrative, non-limiting examples. In some implementations, two devices (or components) that are communicatively coupled, such as by electrical communication, can send and receive electrical signals (digital or analog signals) directly or indirectly via one or more wires, buses, networks, etc. As used herein, "directly coupled" is used to describe two devices that are coupled (e.g., communicatively connected, electrically coupled, or physically coupled) without any intervening components.

[0014]

[0020] Figure 1 is a block diagram illustrating aspects of a pilot assistance system 100 for an aircraft, according to one particular implementation. In the example illustrated in Figure 1, various operations of pilot assistance system 100 are initiated, performed, or controlled by one or more of a flight control system 102, a flight director system 104, and a flight director assistance (FDA) system 106. As described further below, pilot assistance system 100 is configured to reduce pilot workload during manual flight.

[0015]

[0021] 1 , the aircraft includes one or more flight control surfaces 124. The one or more flight control surfaces 124 are coupled to one or more actuators 122. The flight control surface(s) 124 may include, for example, but not limited to, ailerons, elevators, flaps, slats, spoilers, elevons, flaperons, and combinations or variations thereof. The actuator(s) 122 are communicatively coupled to the flight control system 102 to receive control signals 120. The control signals 120 cause the actuator(s) 122 to move one or more of the flight control surfaces 124 to modify a trajectory or flight parameters of the aircraft.

[0016]

[0022] In FIG. 1 , flight control system 102 includes controller 118. Controller 118 implements feedforward control laws, feedback control laws, or both to generate control signals 120. In exemplary implementations, controller 118 may generate control signals 120 using proportional, integral, derivative (PID) control based on pilot inputs 116, sensor data 112, and optionally other signals. For example, during manual flight, a pilot may manipulate one or more pilot controls 114 (such as a control wheel or yoke, a side stick, or a center stick) to adjust the pitch of the aircraft. In this example, pilot control 114 or one or more sensors coupled thereto generate signals (e.g., pilot inputs 116) that represent the movement of pilot control 114, the force applied to pilot control 114, or some other characteristic of the pilot's interaction with pilot control 114. In this example, signals (e.g., pilot inputs 116) representative of the pilot's interaction with pilot controls 114 may be filtered, limited, sampled, parameterized, or otherwise manipulated by flight control system 102. Command signals are provided to controller 118. Controller 118 generates one or more control signals 120 based on the command signals as well as other data, such as sensor data 112 and rate of change of the command signals. In response to control signal(s) 120, the aircraft responds (illustrated as aircraft response 126) when flight control surface(s) 124 move, which may be detected by sensor(s) 110. Sensor(s) 110 are configured to generate sensor data 112 indicative of the aircraft's trajectory. In this situation, sensor(s) 110 generate updated sensor data 112. The updated sensor data 112 may be updated, limited, sampled, parameterized, or otherwise manipulated by the flight control system 102 to generate feedback signals for the controller 118.

[0017]

[0023] In Fig. 1, the flight director system 104 of Fig. 1 is the guidance system. The guidance system is configured to generate trajectory guidance data indicative of a deviation between the aircraft's trajectory (as indicated by trajectory data 130) and one or more trajectory set points 132 on one or more displays 150. The flight director system 104 is configured to provide trajectory guidance indicators to one or more displays 150 (e.g., primary flight displays) based on the trajectory guidance data. The trajectory guidance indicators provide visual cues to the pilot to assist the pilot in flying the aircraft in accordance with the trajectory set point(s) 132. Fig. 2 shows an example of a primary flight display including trajectory guidance indicators 208, 210.

[0018]

[0024] While the flight director system 104 provides visual aids to help the pilot control the aircraft based on the trajectory setpoint(s) 132, the FDA system 106 actively assists the pilot in flying the aircraft when certain conditions (e.g., FDA enable criteria) are met. In particular, in FIG. 1 , the FDA system 106 is configured to provide a flight director aid output signal 142 ("FDA output signal" in FIG. 1 ) as an additional input to the flight control system 102 during manual operation of the aircraft (i.e., when the autopilot system is not engaged). The flight control system 102 is configured to generate the control signal(s) 120 based on the pilot input 116 as described above and further based on the FDA output signal 142.

[0019]

[0025] FDA system 106 is configured to generate FDA output signal 142 based on error metric 136. Error metric 136 indicates the deviation between the aircraft's trajectory and the trajectory guidance data determined by flight director system 104. In one example shown in FIG. 1, flight director system 104 includes error metric calculator 134 ("Error Metric Calculator" in FIG. 1), although in other implementations error metric calculator 134 may be a component of FDA system 106 or flight control system 102.

[0020]

[0026] In FIG. 1 , the FDA system 106 includes or has access to a gain schedule 140. In one particular aspect, the gain values ​​of the gain schedule 140 depend on the value of the error metric 136. For example, when the error metric 136 has a value close to zero, the gain values ​​of the gain schedule 140 may be specified to use larger gain values, and as the value of the error metric 136 approaches a boundary (e.g., a lower threshold or an upper threshold) associated with the FDA system 106, the gain values ​​of the gain schedule 140 may be specified to use smaller gain values. In some implementations, the gain schedule 140 specifies a zero gain value for values ​​of the error metric 136 less than a lower threshold and for values ​​of the error metric 136 greater than an upper threshold.

[0021]

[0027] Alternatively, in some embodiments, the FDA system 106 is disabled (via the enable / disable signal 138) when the value of the error metric 136 is less than a lower threshold or when the value of the error metric 136 is greater than an upper threshold. Specifying the gain schedule 140 in the manner described above means that the gain value applied by the FDA system 106 is greatest when the aircraft trajectory matches or nearly matches the trajectory guidance, becomes smaller as the deviation between the trajectory and the trajectory guidance increases, and finally becomes zero when the deviation between the trajectory and the trajectory guidance passes a boundary. Because the error metric 136 is based on the deviation between the aircraft trajectory and the trajectory guidance, the error metric 136 may have a positive or negative value. Thus, the gain schedule 140 generally specifies a gain value that increases as the absolute value of the error metric 136 decreases and decreases as the absolute value of the error metric 136 increases.

[0022]

[0028] Conceptually, the FDA system 106 is configured to reduce the pilot's workload in manual flight by guiding the aircraft toward a trajectory specified by the trajectory guidance data, when this is clearly the pilot's intention. To that end, the FDA system 106 is enabled (or only generates an FDA output signal 142 based on the error metric 136) only when the aircraft's trajectory is close enough (based on one or more thresholds) to the trajectory guidance data to indicate that the pilot intends to fly the trajectory indicated by the trajectory guidance data. Thus, if the aircraft's trajectory deviates significantly (based on one or more thresholds) from the trajectory guidance data, the FDA system 106 is disabled or generates a zero-valued FDA output signal 142. Thereby, the control signal 120 output by the flight control system 102 is not based on (i.e., independent of) the error metric 136. When the FDA system 106 is disabled and the aircraft is operated in manual mode, to enable the FDA system 106, the pilot must manually operate the aircraft to reduce the deviation between the aircraft's trajectory and the trajectory guidance data from the flight director system 104 until one or more FDA enable criteria are met.

[0023]

[0029] In a particular embodiment, the first FDA enabling criterion is met based on the error metric 136 having a value greater than a lower threshold associated with the FDA system 106 and less than an upper threshold associated with the FDA system 106. For example, the first FDA enabling criterion may be met when the error metric 136 indicates that the vertical trajectory is within 2 degrees (e.g., between a positive 2 degree upper threshold and a negative 2 degree lower threshold) of the vertical trajectory indicated by the trajectory guidance data.

[0024]

[0030] Further, in some embodiments, the second FDA enable criterion is satisfied after a delay period has elapsed after disabling the FDA system 106. For example, if the FDA system 106 is enabled at a first time and is disabled due to some pilot action or another disturbance (e.g., one or more FDA disable criteria are met), the second FDA enable criterion can impose a delay before re-enabling the FDA system 106. Such a delay eliminates the control input (e.g., the FDA output signal 142) from the FDA system 106 to the flight control system 102 at a time when the pilot intended to deviate from the trajectory guidance data or when the pilot responded to an external disturbance that caused the FDA system 106 to be disabled.

[0025]

[0031] In one particular aspect, when the FDA enable criteria includes a second criterion based on a time delay, a first FDA enable criterion based on the error metric 136 must also be met in order to enable the FDA system 106. Thus, in some embodiments, the FDA enable criterion is met based on meeting the first criterion, or based on meeting the first criterion and the second criterion, but the FDA enable criterion is not met solely based on meeting the second criterion. In still other embodiments, other FDA enable criteria may also be used, either alone or in combination with the time-based and / or error metric-based FDA enable criteria.

[0026]

[0032] In a particular embodiment, the FDA disable criteria are met when the value of the error metric 136 is less than a lower threshold associated with the FDA system 106 or when the value of the error metric 136 is greater than an upper threshold associated with the FDA system 106. For example, the FDA disable criteria may be met when the error metric 136 indicates that the vertical trajectory is more than 2 degrees less than the vertical trajectory indicated by the trajectory guidance data or is more than -2 degrees less than the vertical trajectory indicated by the trajectory guidance data. In some embodiments, the upper and lower limits of the FDA enable criteria are the same as the upper and lower limits of the FDA disable criteria. In some embodiments, the upper and lower limits of the FDA enable criteria are different from the upper and lower limits of the FDA disable criteria. For example, the upper and lower limits of the FDA enable criteria may specify a range of values ​​of the error metric 136 that will cause the FDA system 106 to be activated that is narrower than the range of values ​​of the error metric 136 that will cause the FDA system 106 to be deactivated. In this embodiment, the narrower range associated with enabling the FDA system 106 ensures that the pilot's intent to fly along the trajectory guidance is clear before the FDA system 106 is enabled. Additionally, in this embodiment, the wider range of values ​​associated with disabling the FDA system 106 allows the FDA system 106 to assist the pilot through a wider range of disturbances to the aircraft's trajectory, having defined the pilot's intent to fly along the trajectory guidance and enabled the FDA system 106.

[0027]

[0033] In another particular embodiment, the FDA disable criteria is met when a change to the trajectory setpoint(s) 132 is detected. For example, if the pilot enters a new heading, the FDA system 106 is disabled until the FDA enable criteria is close enough to be met and the pilot flies the aircraft.

[0028]

[0034] In another particular aspect, the FDA disable criteria may be met based on the dwell time. The dwell time is the time that the error metric 136 has a non-zero value. The non-zero value is greater than a lower threshold associated with the FDA system 106 and less than an upper threshold associated with the FDA system 106. And the dwell time meets the dwell time threshold (e.g., 2 seconds, 3 seconds, 5 seconds, or some other period). In general, when the FDA system 106 is enabled and the error metric 136 has a non-zero value (greater than a lower threshold and less than an upper threshold), the FDA system 106 generates the FDA output signal 142 in a manner that tends to reduce the error metric 136. Thus, in this situation, over time, the error metric 136 should tend to zero. If the error metric 136 remains at a non-zero value for a longer time than expected, this may indicate that the pilot is flying the aircraft with a slight offset from the trajectory guidance data. Thus, if such a situation is detected, the FDA system 106 may be disabled. Thereby, the pilot need not fly with the FDA system 106 tending to reduce the error value. The threshold dwell time associated with the dwell time based FDA disable criteria may depend on the value of the error metric 136 and the gain schedule 140. In general, the threshold dwell time should be smaller for larger values ​​of the error metric 136 and larger for smaller values ​​of the error metric 136.

[0029]

[0035] In a particular aspect, the functions of the flight control system 102, the flight director system 104, and the FDA system 106 described above are initiated, performed, or controlled by one or more line replaceable units of the aircraft. For example, a first set of one or more line replaceable units may perform the functions of the flight control system 102. A second set of one or more line replaceable units may perform the functions of the flight director system 104. A third set of one or more line replaceable units may perform the functions of the FDA system 106. In other embodiments, a single line replaceable unit may perform some or all of the functions of two of the flight control system 102, the flight director system 104, and the FDA system 106 described herein. In still other embodiments, a single line replaceable unit may perform some or all of the functions of all three of the flight control system 102, the flight director system 104, and the FDA system 106 described herein. Each of the line replaceable units may include, for example, one or more processors configured to execute instructions from a memory to perform some or all of the functions described above. Additionally or alternatively, each of the line replaceable units may include dedicated circuitry, such as application specific integrated circuits, field programmable gate arrays, discrete logic circuits, etc., to perform some or all of the functions described above.

[0030]

[0036] The technical advantages of the pilot assistance system 100 of FIG. 1 are: reducing pilot workload during manual flight by helping the pilot follow trajectory guidance. For example, the FDA system 106 provides an FDA signal 142 to help the pilot follow trajectory guidance while rejecting transient disturbances. Thus, the pilot assistance system 100 provides active manual flight control of the airplane's trajectory and energy to maintain stable flight and reduce the risks associated with crew inattention due to high workload or other disturbances resulting in improper flight path management.

[0031]

[0037] Another technical advantage of the pilot assistance system 100 is that it provides a smooth transition between flight modes in which the FDA system 106 is enabled and flight modes in which the FDA system 106 is disabled. For example, the FDA system 106 operates to assist in controlling the aircraft by comparing the trajectory guidance from the flight director system 104 with the actual trajectory of the aircraft. If the difference between the trajectory guidance and the actual trajectory is small but non-zero (e.g., within a threshold), the FDA system 106 operates to guide the aircraft back to flight along the trajectory guidance. If the difference between the trajectory guidance and the actual trajectory is large (e.g., outside a threshold), the FDA system 106 is disabled and the pilot takes full manual control (without assistance from the FDA system 106). The gain schedule 140 of the FDA system 106 is specified as follows: the gain applied to generate the FDA output signal 142 becomes smaller as the difference between the trajectory guidance and the actual trajectory approaches the threshold at which the FDA system 106 is disabled. Thus, the transition between assisted flight and fully manual flight is smooth, reducing or eliminating transient flight disturbances during the transition.

[0032]

[0038] Figure 2 is a diagram illustrating several aspects of a flight display 200 associated with the pilot assistance system of Figure 1 according to one particular implementation. Flight display 200 includes an example of a graphical representation of trajectory guidance data that may be presented via one or more displays of the aircraft (e.g., display(s) 150). As shown, display 200 may be presented on the aircraft's primary flight display (PFD).

[0033]

[0039] In one embodiment shown in Figure 2, the display 200 includes an airspeed indicator 202, an altitude indicator 204, and an attitude indicator 206. The display 200 also includes trajectory guidance indicators generated by the flight director system 104 of Figure 1. For example, the trajectory guidance indicators include a lateral trajectory guidance indicator 208 and a vertical trajectory guidance indicator 210. In one embodiment shown in Figure 2, the trajectory guidance indicators 208, 210 are not centered on the attitude indicator 206, indicating that the aircraft is not following the trajectory guidance correctly. Although Figure 2 shows the lateral trajectory guidance indicator 208 and the vertical trajectory guidance indicator 210, in some implementations the lateral trajectory guidance indicator 208 and the vertical trajectory guidance indicator 210 may be combined and / or integrated into a single indicator, such as a head-up display (HUB) trajectory guidance indicator.

[0034]

[0040] Display 200 also includes box 212, which is a graphical representation of the boundaries of a flight director assistance region. The flight director assistance region is defined by the boundaries of FDA enable and / or FDA disable criteria. For example, the vertical sides of box 212 graphically represent upper and lower thresholds for the lateral value of the error metric. In this example, if the lateral trajectory of the aircraft deviates from the lateral trajectory guidance (as graphically represented by lateral trajectory guidance indicator 208) beyond either of these upper and lower thresholds, FDA system 106 is disabled. In one example shown in FIG. 2, this situation may be graphically represented as lateral guidance indicator 208 being located to the right of box 212 or to the left of box 212.

[0035]

[0041] The horizontal sides of box 212 graphically represent upper and lower thresholds for the vertical value of the error metric. In this example, if the aircraft's vertical trajectory deviates from the vertical trajectory guidance (as represented graphically by vertical trajectory guidance indicator 210) by more than one of these upper and lower thresholds, FDA system 106 is disabled. In one example shown in FIG. 2, this situation may be represented graphically as vertical guidance indicator 210 being located above or below box 212.

[0036]

[0042] In some embodiments, box 212 (or another graphical representation of a flight director assistance area) is displayed regardless of whether FDA system 106 is enabled or disabled. For example, when FDA system 106 is disabled, box 212 may be displayed to indicate to the pilot what corrections would be required to the aircraft's trajectory in order for FDA system 106 to be enabled.

[0037]

[0043]

[0031] Figure 3 is a diagram 300 illustrating aspects of the pilot assistance system of Figure 1 according to one particular implementation. In particular, diagram 300 illustrates aspects of the gain schedule 140 and portions of the logic of the FDA system 106 of Figure 1.

[0038]

[0044] 3, when the FDA system 106 is enabled based on the enable / disable signal 138, the FDA output signal 142 is based on the error metric 136 modified by a gain selected based on the gain schedule 140. However, when the FDA system 106 is not enabled based on the enable / disable signal 138, the FDA output signal 142 is independent of the error metric 136 (e.g., has a non-zero value 318).

[0039]

[0045] Figure 3 illustrates several different implementations of gain schedule 140. The implementations illustrated in Figure 3 are merely exemplary and should not be considered limiting. Additionally, although Figure 3 illustrates gain schedule 140 as a line or curve (e.g., representing a function), in some implementations gain schedule 140 is defined by a look-up table or other similar data structure rather than as a function.

[0040]

[0046] Each of the gain schedules 140 in Figure 3 is shown with a center line 312 that corresponds to a zero value of the error metric 136. Each gain schedule 140 is configured such that a maximum gain value 310 is applied at or near the zero value (as lines 320 representing gain values ​​approach the center line 312 from either side). Each of the gain schedules 140 in Figure 3 also includes a lower limit 314 and an upper limit 316. Each gain schedule 140 is configured such that a minimum gain (e.g., a zero gain value) is applied when the value of the error metric 136 is less than or equal to the lower limit 314, and a minimum gain (e.g., a zero gain value) is applied when the value of the error metric 136 is greater than or equal to the upper limit 316.

[0041]

[0047] In gain schedule 140A, line 320A representing gain values ​​for various values ​​of error metric 136 extends linearly from maximum gain value 310 to zero gain between center line 312 and each of boundaries 314, 316. In gain schedule 140B, line 320B representing gain values ​​for various values ​​of error metric 136 includes stair-like steps (or discontinuities) such that the gain values ​​step up at various values ​​of error metric 136. In gain schedule 140C, line 320C representing gain values ​​for various values ​​of error metric 136 corresponds to a smooth curve between boundaries 314, 316 with a peak (i.e., maximum gain value 310) at center line 312. In gain schedule 140D, line 320D, which represents gain values ​​for various values ​​of error metric 136, is similar to line 320A, except that in line 320D, the maximum gain value 310 is applied not only to error values ​​equal to zero (at center line 312), but also to values ​​sufficiently close to zero.

[0042]

[0048] Figure 4 is a flowchart of a method 400 that may be implemented by the pilot assistance system of Figure 1 according to one particular aspect. For example, in some embodiments, one or more operations of method 400 may be initiated, performed, or controlled by one or more processors executing instructions from a memory, such as by one or more processors of flight control system 102, flight director system 104, FDA system 106, or combinations thereof of Figure 1.

[0043]

[0049] The method 400 includes obtaining trajectory data associated with an aircraft operating in a manual flight mode, at block 402. For example, the pilot assistance system 100 of FIG. 1 may obtain the trajectory data 130 based at least in part on the sensor data 112.

[0044]

[0050] Method 400 also includes obtaining trajectory guidance data from a flight director system of the aircraft, at block 404. For example, flight director system 104 of pilot assistance system 100 of FIG. 1 may generate the trajectory guidance data based on trajectory data 130 and trajectory set point(s) 132.

[0045]

[0051] The method 400 also includes determining an error metric indicative of a deviation between the trajectory data and the trajectory guidance data at block 406. For example, the error metric 134 of the pilot assistance system 100 of FIG. 1 may determine a value for the error metric 136 based on the trajectory data 130 and the trajectory guidance data generated by the flight director system 104.

[0046]

[0052] The method 400 includes, at block 408, generating a control signal for one or more control surfaces of the aircraft based on the error metric. For example, the flight control system 102 of the pilot assistance system 100 of FIG. 1 generates the control signal 120. In this example, when the FDA system 106 is enabled, the control signal 120 is determined based in part on the FDA output signal 142. As shown, the FDA system 106 may determine a gain to apply to the error metric 136 (based on the gain schedule 140) to generate the FDA output signal 142. In this illustrative example, the FDA output signal 142 is based on the error metric 136, and the control signal is based at least in part on the FDA output signal 142.

[0047]

[0053] Method 400 may also include sending control signals to one or more actuators to move one or more flight control surfaces. For example, flight control system 102 of FIG. 1 may send control signals 120 to actuator(s) 122 to move flight control surface(s) 124.

[0048]

[0054] In some embodiments, one or more operations of the method 400 are performed when the FDA system 106 is enabled. In some embodiments, the method 400 may also include determining whether to enable or disable the FDA system 106. For example, when the FDA system 106 is enabled, the method 400 may include detecting a condition that satisfies a flight director assistance disable criterion and generating a second control signal independent of the error metric based on detecting the condition that satisfies the flight director assistance disable criterion. For example, in one embodiment shown in FIG. 3, when the flight director assistance disable criterion is met, the FDA system 106 outputs a zero value 318. In that case, the value of the FDA output signal 142 is independent of the value of the error metric 136.

[0049]

[0055] Technical advantages of the method 400 include: the method 400 can be used to reduce pilot workload during manual flight by assisting the pilot in following trajectory guidance. For example, the FDA system 106 provides the FDA output signal 142 to assist the pilot in following trajectory guidance while rejecting transition disturbances, yet the FDA system still allows the pilot to intentionally deviate from the trajectory guidance.

[0050]

[0056] Referring to Figure 5, Figure 5 is a flow chart illustrating an example life cycle 500 of an aircraft including aspects of the pilot assistance system 100 of Figure 1 according to one particular implementation. During pre-production, the example life cycle 500 includes, at 502, specification and design of the aircraft. During specification and design of the aircraft, the life cycle 500 may include specification and design of one or more line replaceable units (LRUs) 520, including aspects of the flight director system 104, the FDA system 106, or both. At 504, the life cycle 500 includes procurement of materials. Procurement of materials may include procuring materials for the line replaceable unit(s) 520, including aspects of the flight director system 104, the FDA system 106, or both.

[0051]

[0057] During production, the life cycle 500 includes manufacturing of components and subassemblies at 506 and system integration of the aircraft at 508. For example, the life cycle 500 may include manufacturing of components and subassemblies of line replaceable unit(s) 520, including aspects of the flight director system 104, the FDA system 106, or both, and system integration of the line replaceable unit(s) 520, including aspects of the flight director system 104, the FDA system 106, or both. The life cycle 500 includes certification and delivery of the aircraft at 510 and placing the aircraft into service at 512. Certification and delivery may include certification of the line replaceable unit(s) 520, including aspects of the flight director system 104, the FDA system 106, or both, and placing them into service. While being operated by a customer, the aircraft may be scheduled for routine maintenance and upkeep, which may include modifications, reconfigurations, refurbishments, etc. At 514, the lifecycle 500 includes performing maintenance on the aircraft, which may include performing maintenance on a line replaceable unit (LRU) 520, which may include aspects of the flight director system 104, the FDA system 106, or both.

[0052]

[0058] Each of the stages or processes of lifecycle 500 may be performed or carried out by a system integrator, a third party, and / or an operator (e.g., a customer). For purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and subcontractors of major systems, a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers, and an operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0053]

[0059] Aspects of the disclosure may be described in the context of an example aircraft, such as aircraft 600 shown in FIG. 6. In the example of FIG. 6, aircraft 600 includes an airframe 610 having systems 620 and an interior 612. Examples of systems 620 include one or more of a propulsion system 624, an electrical system 626, an environmental system 628, and a hydraulic system 630. In the example shown in FIG. 6, systems 620 also include flight director system 104, FDA system 106, and flight control system 102. Actuator(s) 122 of FIG. 1 are included in electrical system 626, hydraulic system 630, or both. Any number of other systems may also be included within aircraft 600.

[0054]

[0060] 7 is a block diagram of a computing environment 700 including a computing device 710 configured to support aspects of computer-implemented methods and computer-executable program instructions (or code) according to the present disclosure. For example, computing device 710, or portions thereof, are configured to execute instructions to initiate, perform, or control one or more of the operations described with reference to FIGS. 1-6. In one particular aspect, computing device 710 includes, is included within, or corresponds to one or more LRUs, such as one or more LRUs of aircraft 600 of FIG. 6.

[0055]

[0061] Computing device 710 includes one or more processors 720. Processor(s) 720 are configured to communicate with a system memory 730, one or more storage devices 740, one or more input / output interfaces 750, one or more communication interfaces 760, or any combination thereof. System memory 730 may include volatile storage (e.g., random access memory (RAM) devices), non-volatile storage (e.g., read-only memory (ROM) devices, programmable read-only memory, and flash memory), or both. System memory 730 stores an operating system 732, which may include a basic input / output system for booting computing device 710, as well as a full operating system for enabling computing device 710 to interact with a user, other programs, and other devices. System (program) data 736 is stored in system memory 730.

[0056]

[0062] The system memory 730 also includes one or more applications 734 (e.g., a set of instructions) executable by the processor(s) 720. As an example, the one or more applications 734 include instructions executable by the processor(s) 720 to initiate, control, or perform one or more operations described with reference to FIGS. 1-6. As shown, the one or more applications 734 include instructions executable by the processor(s) 720 to initiate, control, or perform one or more operations described with reference to method 400 of FIG. 4. In one particular implementation, the system memory 730 includes a non-transitory computer-readable medium having instructions (e.g., the one or more applications 734) stored thereon that, when executed by the processor(s) 720, cause the processor(s) 720 to initiate, perform, or control the operations described with reference to flight director system 104, FDA system 106, and flight control system 102.

[0057]

[0063] The one or more storage devices 740 include non-volatile storage devices, such as magnetic disks, optical disks, or flash memory devices. In a particular embodiment, the storage devices 740 include both removable and non-removable storage devices. The storage devices 740 are configured to store an operating system, images of the operating system, applications (e.g., one or more applications 734), and program data (e.g., program data 736). In a particular aspect, the system memory 730, the storage devices 740, or both, include tangible computer readable media. In a particular aspect, one or more of the storage devices 740 are external to the computing device 710.

[0058]

[0064] The one or more input / output interfaces 750 enable the computing device 710 to communicate with one or more input / output devices 770 to facilitate interaction with a user. For example, the one or more input / output interfaces 750 may include a display interface, an input interface, or both. For example, the input / output interface 750 may be adapted to receive input from a user, input from another computing device, or a combination thereof. In some embodiments, the input / output interface 750 conforms to one or more standard interface protocols, including a serial interface (e.g., a universal serial bus (USB) interface or (IEEE (Institute of Electrical and Electronics Engineers) interface standard), a parallel interface, a display adapter, an audio adapter, or a custom interface. ("IEEE" is a registered trademark of the Institute of Electrical and Electronics Engineers, Inc. of Piscataway, NJ). In some implementations, the input / output devices 770 include one or more user interface devices and displays, including any combination of buttons, keyboards, pointing devices, displays, speakers, microphones, touch screens, and other devices.

[0059]

[0065] The processor(s) 720 are configured to communicate with a device or controller 780 via one or more communication interfaces 760. For example, the one or more communication interfaces 760 may include a network interface. The device or controller 780 may include, for example, the sensor(s) 110 of FIG. 1, one or more other devices, or any combination thereof.

[0060]

[0066] In some implementations, a non-transitory computer-readable medium stores a plurality of instructions that, when executed by one or more processors, cause the one or more processors to initiate, execute, or control operations to perform some or all of the functions described above. For example, the instructions may be executable to perform one or more of the operations or methods of FIGS. 1-6. In some implementations, some or all of one or more of the operations or methods described with reference to FIGS. 1-6 may be performed by one or more processors (e.g., one or more central processing units (CPUs), one or more graphics processing units (GPUs), one or more digital signal processors (DSPs)) executing instructions through dedicated hardware circuitry, or any combination thereof.

[0061]

[0067] Certain aspects of the present disclosure are described below as a set of interrelated examples.

[0062]

[0068] According to Example 1, a method includes acquiring, in one or more processors, trajectory data associated with an aircraft operating in a manual flight mode; acquiring, in the one or more processors, trajectory guidance data from a flight director system of the aircraft; determining, in the one or more processors, an error metric indicative of a deviation between the trajectory data and the trajectory guidance data; and generating, in the one or more processors, control signals for one or more control surfaces of the aircraft based at least in part on the error metric.

[0063]

[0069] Example 2 includes the method of example 1, further including sending the control signals to one or more actuators to move the one or more control surfaces.

[0064]

[0070] Example 3 includes the method of example 1 or 2, in which the flight director system is configured to generate one or more trajectory guidance indicators based on the trajectory data and one or more trajectory set points and provide the trajectory guidance indicators to a display of the aircraft.

[0065]

[0071] Example 4 includes the method of example 3, in which a flight director assistance system of the aircraft is further configured to provide a graphical representation of a boundary of a flight director assistance area on the display.

[0066]

[0072] Example 5 includes the method of example 3 or 4, in which the one or more trajectory guidance indicators include a lateral trajectory guidance indicator, a vertical trajectory guidance indicator, or a combination thereof.

[0067]

[0073] Example 6 includes the method of any one of examples 1-5. In that case, a flight director aiding system of the aircraft is configured to generate a flight director aiding output based on the error metric, and the control signal is based at least in part on the flight director aiding output.

[0068]

[0074] Example 7 includes the method of any one of examples 1-6, in which the trajectory data is based on sensor data from one or more sensors on the aircraft.

[0069]

[0075] Example 8 includes the method of any one of examples 1-7, further including determining a gain to be applied to the error metric based on a gain schedule to generate a flight director aid output signal, the control signal being based at least in part on the flight director aid output signal.

[0070]

[0076] Example 9 includes the method of example 8, in which the gain schedule specifies gain values ​​that increase as an absolute value of the error metric decreases.

[0071]

[0077] Example 10 includes the method of example 8 or 9, in which the gain schedule specifies a zero gain for a first value of the error metric, a zero gain for a second value of the error metric, and a non-zero gain for a third value of the error metric, the third value being between the first value and the second value.

[0072]

[0078] Example 11 includes the method of example 10, wherein the first value is a negative value of the error metric and the second value is a positive value of the error metric.

[0073]

[0079] Example 12 includes the method of any one of examples 1 to 11, further including detecting a condition that satisfies a flight director aid disable criterion, and generating a second control signal independent of the error metric based on detecting the condition that satisfies the flight director aid disable criterion.

[0074]

[0080] Example 13 includes the method of example 12, in which the flight director aiding disable criterion is met when a value of the error metric is less than a lower threshold associated with a flight director aiding system or greater than an upper threshold associated with the flight director aiding system.

[0075]

[0081] Example 14 includes the method of example 12 or 13, in which the flight director aid disable criterion is met when a change to one or more trajectory setpoints is detected.

[0076]

[0082] Example 15 includes the method of any one of examples 12-14, in which the flight director aiding disable criterion is met based on a dwell time satisfying a dwell time threshold, during which the error metric has a non-zero value that is greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0077]

[0083] Example 16 includes the method of any one of examples 1-15, in which the control signal is generated based on the error metric in response to detecting a condition that satisfies a flight director assistance enable criterion.

[0078]

[0084] Example 17 includes the method of example 16, in which the flight director aiding enable criterion is satisfied based on the error metric having a value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0079]

[0085] Example 18 includes the method of example 16 or 17, in which the flight director aid enable criterion is met after a delay period after disabling the flight director aid system.

[0080]

[0086] According to Example 19, a device includes a memory configured to store a plurality of instructions, and a processor configured to execute the plurality of instructions to perform any one of the methods of Examples 1 to 18.

[0081]

[0087] According to Example 20, a non-transitory computer-readable medium stores a plurality of instructions that, when executed by a processor, cause the processor to perform the method of any one of Examples 1-18.

[0082]

[0088] According to Example 21, an apparatus comprises means for carrying out the method of any one of Examples 1 to 18.

[0083]

[0089] According to Example 22, an aircraft includes one or more line replaceable units including one or more processors, one or more actuators coupled to one or more flight control surfaces and communicatively coupled to at least one of the one or more line replaceable units to receive control signals, and one or more sensors coupled to at least one of the line replaceable units and configured to generate sensor data indicative of a trajectory of the aircraft, the one or more processors configured to perform, while in a manual flight mode, by a flight director system: generate trajectory guidance data based on one or more trajectory set points; determine an error metric indicative of a deviation between the trajectory of the aircraft and the trajectory guidance data; and transmit control signals to the one or more actuators based on the error metric.

[0084]

[0090] Example 23 includes the aircraft of example 22, in which the control signal is configured to cause the one or more actuators to move the one or more control surfaces.

[0085]

[0091] Example 24 includes the aircraft of examples 22 or 23, further comprising a display, in which the flight director system is configured to generate one or more trajectory guidance indicators based on the trajectory and the one or more trajectory set points and provide the trajectory guidance indicators to the display.

[0086]

[0092] Example 25 includes the aircraft of example 24, in which a flight director assistance system is configured to generate a flight director assistance output based on the error metric, the flight director assistance system further configured to provide a graphical representation of a boundary of a flight director assistance region on the display.

[0087]

[0093] Example 26 includes the aircraft of any one of examples 22-25. In this case, the trajectory guidance data includes a lateral trajectory guidance indicator, a vertical trajectory guidance indicator, or a combination thereof.

[0088]

[0094] Example 27 includes the aircraft of any one of examples 22-26, in which the one or more processors are further configured to determine a gain to be applied to the error metric based on a gain schedule to generate a flight director aiding output signal, the control signal being based at least in part on the flight director aiding output signal.

[0089]

[0095] Example 28 includes the aircraft of example 27, wherein the gain schedule specifies gain values ​​that increase as an absolute value of the error metric decreases.

[0090]

[0096] Example 29 includes the aircraft of example 27 or 28, in which the gain schedule specifies a zero gain for a first value of the error metric, a zero gain for a second value of the error metric, and a non-zero gain for a third value of the error metric, the third value being between the first value and the second value.

[0091]

[0097] Example 30 includes the aircraft of example 29, wherein the first value is a negative value of the error metric and the second value is a positive value of the error metric.

[0092]

[0098] Example 31 includes the aircraft of any one of examples 22-30, in which the one or more processors are further configured to detect a condition satisfying a flight director aiding disable criterion and generate a second control signal independent of the error metric based on detecting the condition satisfying the flight director aiding disable criterion.

[0093]

[0099] Example 32 includes the aircraft of example 31, in which the flight director aiding disable criterion is met when a value of the error metric is less than a lower threshold associated with a flight director aiding system or greater than an upper threshold associated with the flight director aiding system.

[0094]

[0100] Example 33 includes the aircraft of example 31 or 32, in which the flight director aid disable criterion is met when a change to the one or more trajectory setpoints is detected.

[0095]

[0101] Example 34 includes the aircraft of any one of examples 31 to 33, in which the flight director aiding disable criterion is met based on a dwell time satisfying a dwell time threshold, during which the error metric has a non-zero value that is greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0096]

[0102] Example 35 includes the aircraft of any one of examples 22-34. In that case, the control signal is generated based on the error metric in response to detecting a condition that satisfies a flight director assistance enable criterion.

[0097]

[0103] Example 36 includes the aircraft of example 35, in which the flight director aiding enable criterion is satisfied based on the error metric having a value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0098]

[0104] Example 37 includes the aircraft of example 35 or 36, in which the flight director aid enable criteria is satisfied after a delay period after disabling the flight director aid system.

[0099]

[0105] According to Example 38, a non-transitory computer-readable medium stores a plurality of instructions that, when executed by one or more processors, cause the one or more processors to obtain trajectory data associated with an aircraft operating in a manual flight mode, obtain trajectory guidance data from a flight director system of the aircraft, determine an error metric indicative of a deviation between the trajectory data and the trajectory guidance data, and generate control signals for one or more control surfaces of the aircraft based on the error metric.

[0100]

[0106] Example 39 includes the non-transitory computer readable medium of example 38, in which the instructions further cause the one or more processors to send the control signals to one or more actuators to move the one or more control surfaces.

[0101]

[0107] Example 40 includes the non-transitory computer readable medium of example 38 or 39, in which the flight director system is configured to generate one or more trajectory guidance indicators based on the trajectory data and one or more trajectory set points and provide the trajectory guidance indicators to a display of the aircraft.

[0102]

[0108] Example 41 includes the non-transitory computer readable medium of example 40, in which a flight director assistance system is configured to generate a flight director assistance output based on the error metric, the flight director assistance system further configured to provide a graphical representation of a boundary of a flight director assistance area on the display.

[0103]

[0109] Example 42 includes the non-transitory computer-readable medium of any one of examples 38 to 41, in which the trajectory guidance data includes a lateral trajectory guidance indicator, a vertical trajectory guidance indicator, or a combination thereof.

[0104]

[0110] Example 43 includes the non-transitory computer readable medium of any one of examples 38 to 42. In this case, the trajectory data is based on sensor data from one or more sensors of the aircraft.

[0105]

[0111] Example 44 includes the non-transitory computer-readable medium of any one of Examples 38 to 43, in which the one or more processors are further configured to determine a gain to be applied to the error metric based on a gain schedule to generate a flight director aid output signal, and the control signal is based at least in part on the flight director aid output signal.

[0106]

[0112] Example 45 includes the non-transitory computer readable medium of example 44. In that case, the gain schedule specifies gain values ​​that increase as the absolute value of the error metric decreases.

[0107]

[0113] Example 46 includes the non-transitory computer-readable medium of example 44 or 45, in which the gain schedule specifies a zero gain for a first value of the error metric, a zero gain for a second value of the error metric, and a non-zero gain for a third value of the error metric, the third value being between the first value and the second value.

[0108]

[0114] Example 47 includes the non-transitory computer readable medium of example 46, in which the first value is a negative value of the error metric and the second value is a positive value of the error metric.

[0109]

[0115] Example 48 includes the non-transitory computer-readable medium of any one of Examples 38 to 47, in which the instructions further cause the one or more processors to detect a condition that satisfies a flight director aid disable criterion and generate a second control signal independent of the error metric based on detecting the condition that satisfies the flight director aid disable criterion.

[0110]

[0116] Example 49 includes the non-transitory computer readable medium of example 48, in which the flight director aiding disable criterion is met when a value of the error metric is less than a lower threshold associated with a flight director aiding system or greater than an upper threshold associated with the flight director aiding system.

[0111]

[0117] Example 50 includes the non-transitory computer readable medium of example 48 or 49, in which the flight director aid disable criterion is met when a change to one or more trajectory setpoints is detected.

[0112]

[0118] Example 51 includes the non-transitory computer readable medium of any one of examples 48 to 50, in which the flight director aiding disable criterion is met based on a dwell time satisfying a dwell time threshold, during which the error metric has a non-zero value that is greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0113]

[0119] Example 52 includes the non-transitory computer readable medium of any one of examples 38-51, in which the control signal is generated based on the error metric in response to detecting a condition that satisfies a flight director assistance enable criterion.

[0114]

[0120] Example 53 includes the non-transitory computer readable medium of example 52, in which the flight director aiding enable criterion is met based on the error metric having a value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

[0115]

[0121] Example 54 includes the non-transitory computer readable medium of example 52 or 53, in which the flight director aid enable criteria is satisfied after a delay period after disabling the flight director aid system.

[0116]

[0122] The illustrations of the various embodiments described herein are intended to provide a general understanding of the structure of the various embodiments. These illustrations are not intended to exhaustively describe all elements and features of the apparatus and systems that utilize the structures or methods described herein. Upon review of the present disclosure, many other implementations may become apparent to those skilled in the art. Other implementations may be utilized and derived from the present disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of the present disclosure. For example, the method steps may be performed in an order different from that shown in the figures, or one or more method steps may be omitted. Correspondingly, the present disclosure and the figures should be considered illustrative rather than restrictive.

[0117]

[0123] Moreover, while specific examples have been shown and described herein, any subsequent configurations designed to achieve the same or similar results may be substituted for the specific embodiment shown. The present disclosure is intended to include any and all subsequent adaptations or variations of the various embodiments. Combinations of the above-described embodiments, as well as other embodiments not specifically described herein, will be apparent to those of skill in the art upon review of this specification.

[0118]

[0124] The Abstract of the Disclosure is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the above Detailed Description, various features may be grouped together or described within a single embodiment for the purpose of brevity of the disclosure. The above examples are illustrative of the disclosure, but are not limiting. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the disclosure. As reflected in the following claims, the claimed subject matter may correspond to fewer than all features of any of the disclosed embodiments. Correspondingly, the scope of the disclosure is defined by the following claims and their equivalents.

Claims

1. acquiring (402), in one or more processors (720), trajectory data (130) associated with an aircraft (600) operating in a manual flight mode; acquiring, in the one or more processors, trajectory guidance data from a flight director system (104) of the aircraft (404); determining (406) in the one or more processors an error metric (136) indicative of a deviation between the orbit data and the orbital guidance data; and The method (400) includes generating (408), in the one or more processors, a control signal (120) for one or more control surfaces (124) of the aircraft based on the error metric.

2. The method of claim 1 , further comprising sending the control signals to one or more actuators (122) to move the one or more control surfaces.

3. 2. The method of claim 1, further comprising: determining a gain to be applied to the error metric based on a gain schedule to generate a flight director aiding output signal, the gain schedule specifying gain values ​​that increase as an absolute value of the error metric decreases, and the control signal is based at least in part on the flight director aiding output signal.

4. Detecting conditions that meet flight director aid disable criteria; and 2. The method of claim 1, further comprising generating a second control signal (318) independent of the error metric based on detecting the condition that satisfies the flight director aid disable criterion.

5. 5. The method of claim 4, wherein the flight director aid disable criterion is met when the value of the error metric is less than a lower threshold (314) associated with a flight director aiding system or greater than an upper threshold (316) associated with the flight director aiding system.

6. 5. The method of claim 4, wherein the flight director aid disable criterion is met when a change to one or more trajectory setpoints (132) is detected.

7. 5. The method of claim 4, wherein the flight director aiding disable criterion is met based on a dwell time satisfying a dwell time threshold, during which the error metric has a non-zero value that is greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

8. The method of claim 1 , wherein the control signal is generated based on the error metric in response to detecting a condition that satisfies a flight director assistance enable criterion.

9. 9. The method of claim 8, wherein the flight director aiding enable criterion is satisfied based on the error metric having a value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system, and based on the passage of a delay period after disabling the flight director aiding system.

10. An aircraft (600), one or more line replaceable units (520) including one or more processors (720); one or more actuators (122) coupled to the one or more control surfaces (124) and communicatively coupled to at least one of the one or more line replaceable units to receive control signals (120); one or more sensors (110) coupled to at least one of the line replaceable units and configured to generate sensor data (112) indicative of a trajectory of the aircraft; The one or more processors, while in a manual flight mode: generating, by a flight director system (104), trajectory guidance data based on one or more trajectory set points (132); determining an error metric (136) indicative of a deviation between the trajectory of the aircraft and the trajectory guidance data; and sending control signals to the one or more actuators based on the error metric.

11. The aircraft of claim 10 , wherein the control signals are configured to cause the one or more actuators to move the one or more control surfaces.

12. 11. The aircraft of claim 10, further comprising a display (150), wherein the one or more processors are configured to provide to the display a graphical representation of a boundary of a flight director assistance area associated with enabling a flight director assistance function.

13. 11. The aircraft of claim 10, wherein the one or more processors are further configured to determine a gain to be applied to the error metric based on a gain schedule to generate a flight director aiding output signal, the control signal being based at least in part on the flight director aiding output signal.

14. 14. The aircraft of claim 13, wherein the gain schedule specifies gain values ​​that increase as an absolute value of the error metric decreases.

15. The one or more processors further include: Detecting conditions that meet flight director aid disable criteria; and generating a second control signal independent of the error metric based on detecting the condition that satisfies the flight director aid disable criterion.

16. 16. The aircraft of claim 15, wherein the flight director aid disable criterion is met when a value of the error metric is less than a lower threshold associated with a flight director aiding system or greater than an upper threshold associated with the flight director aiding system.

17. 16. The aircraft of claim 15, wherein the flight director aid disable criterion is met when a change to the one or more trajectory setpoints is detected.

18. 16. The aircraft of claim 15, wherein the flight director aiding disable criterion is satisfied based on a dwell time satisfying a dwell time threshold, the dwell time corresponding to a period of time during which the error metric has a non-zero value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system.

19. 11. The aircraft of claim 10, wherein, in response to determining that the error metric has a value greater than a lower threshold associated with a flight director aiding system and less than an upper threshold associated with the flight director aiding system, the control signal is generated based on the error metric.

20. A non-transitory computer readable medium (730, 740) having stored thereon a plurality of instructions (734) that, when executed by one or more processors (720), cause the one or more processors to: Obtaining trajectory data (130) associated with an aircraft (600) operating in a manual flight mode; acquiring trajectory guidance data from a flight director system (104) of the aircraft; determining an error metric (136) indicative of a deviation between the orbit data and the orbital guidance data; and generating a control signal (120) for one or more control surfaces (124) of the aircraft based on the error metric.

Images