Systems and methods for implementing an automatic flight following option and upgrading a legacy flight management system

Abstract

The present disclosure relates to an improved technique for upgrading a legacy flight management system (FMS) introduced in an aircraft. In one embodiment, an integrated guidance system (IGS) can be introduced into an aircraft having a legacy FMS to provide enhanced aircraft functionality such as required navigation performance (RNP), localizer performance with vertical guidance (LPV), and broadcast automatic dependent surveillance (ADS-B) capabilities. Additionally, the IGS described can include, among other things, a navigator system that receives and processes information from an ADS-B system and executes various auto-follow options, each of the various auto-follow options can provide an automated mechanism for controlling the flight path of an aircraft relative to another aircraft being tracked by the ADS-B system.

Description

Technical Field

[0001] (Cross - Reference to Related Applications) This application claims the benefit and priority of U.S. Provisional Patent Application No. 63 / 338,107, filed on May 4, 2022. This application also claims the priority of U.S. Non - Provisional Application No. 18 / 141,122, filed on April 28, 2023, and U.S. Non - Provisional Application No. 18 / 141,263, filed on April 28, 2023. The contents of the applications identified above are hereby incorporated by reference in their entirety into this specification.

[0002] (Technical Field) The present disclosure describes, among other things, an enhanced guidance system that utilizes broadcast automatic dependent surveillance (ADS - B) technology to complement the navigation functionality and control of an aircraft. The present disclosure also describes an integrated guidance system that can be introduced into an aircraft to enhance or complement the functionality of legacy flight management systems.

Background Art

[0003] Many types of aircraft are equipped with legacy flight management systems (FMS) that can perform various types of navigation and flight planning functions for the aircraft. These legacy flight management systems do not have required navigation performance (RNP) or localizer performance with vertical guidance (LPV) capabilities. In various scenarios, aircraft providers may desire to upgrade the aircraft to include these enhanced capabilities and functionalities (e.g., due to updated regulatory compliance measures). However, upgrading an aircraft with these capabilities and functionalities has conventionally required replacing the legacy FMS introduced in the aircraft, and implementing these upgrades can be costly from both a time and cost perspective.

[0004] Certain types of modern aircraft are equipped with broadcast-type automatic dependent surveillance (ADS-B) systems. These ADS-B systems typically utilize global positioning system (GPS) technology to broadcast the location of the aircraft to each other and to air traffic control facilities. The data collected by such ADS-B systems is utilized by the aircraft in a very limited manner. For example, the data collected by the system is typically used to notify the pilot of nearby air traffic. However, these ADS-B systems are not utilized in any way to enhance the navigation capabilities of the aircraft. SUMMARY OF THE INVENTION MEANS FOR SOLVING THE PROBLEM

[0005] The present disclosure relates to systems, methods, apparatuses, and techniques for upgrading or enhancing the functionality and capabilities of legacy flight management systems (FMSs). In certain embodiments, an integrated guidance system (IGS) can be introduced into an aircraft equipped with a legacy FMS to provide enhanced aircraft functionality such as required navigation performance (RNP), localizer performance with vertical guidance (LPV), broadcast-type automatic dependent surveillance (ADS-B), and / or other capabilities described herein. The solutions described herein can incorporate these functionalities and capabilities into the aircraft without the need to modify or replace the legacy FMS, which can be expensive from both a time and cost perspective.

[0006] In addition, the IGS described herein can include, among other things, a navigator system that receives and processes information from an ADS-B system and executes various automatic following options, each of which can provide an automated mechanism for controlling an aircraft's flight path relative to another aircraft being tracked by the ADS-B system. As described in further detail below, exemplary automatic following options can enable a pilot to follow a target aircraft at a defined distance, fly side-by-side adjacent to the target aircraft, fly above or below the target aircraft, and / or fly in a defined flight formation with one or more target aircraft. The ADS-B information can also be utilized to execute many other automatic following options. Regardless of which automatic following option is selected, the navigator system can utilize the ADS-B information to calculate a corresponding flight plan and transmit commands to the autopilot and / or autothrottle system to execute the selected automatic following option.

[0007] The operator interface included in the aircraft cockpit can enable the pilot to view various information related to the RNP, LPV, ADS-B, and / or other upgraded functionality provided by the IGS and control these functionalities. The operator interface can also enable the pilot to select one or more automatic following options and customize various parameters related to the following options (e.g., following distance behind the specified aircraft, following time behind the specified aircraft, three-dimensional offset relative to the specified aircraft, etc.). In some embodiments, the operator interface can be an electronic flight instrument system (EFIS) interface, a standby unit interface, and / or other display components already included within the aircraft cockpit. Incorporating the improved capabilities and technologies described herein into existing display components can be beneficial given the limited available space in most cockpits. However, in some embodiments, the improved capabilities and technologies can be incorporated into a separate display device provided with the introduction of the IGS.

[0008] During operation of the aircraft, the switching unit enables the pilot or operator to switch between an FMS control mode that utilizes the FMS for navigation control and an IGS control mode that utilizes the IGS (or navigator system) for navigation control. For example, in certain cases, the FMS control mode can be utilized to control the operation of the aircraft during various phases of flight, and the pilot or operator can switch to the IGS control mode when enhanced functionality is desired (e.g., during an RNP approach and / or LPV approach, or when an automatic following option is desired). The operator interface (or other component) provided within the cockpit can include an option that enables the pilot or operator to alternately switch between the FMS control mode and the IGS control mode.

[0009] The techniques discussed in this specification can be used in a variety of different situations and environments. One useful application of these techniques is in the context of commercial aircraft. Often, commercial aircraft may need to be upgraded due to regulations or industry compliance standards. The techniques described in this specification can provide cost-effective solutions for upgrading aircraft and providing additional functionality and capabilities to those aircraft. Another useful application of these techniques is in the context of military aircraft. Fleets of military aircraft routinely fly in predetermined flight formations, and the automatic following options described in this specification can enable military aircraft to automatically control the aircraft to select a desired formation and fly according to the desired formation. The techniques discussed in this specification can similarly be applied to many other useful applications.

[0010] The embodiments described in this disclosure can be combined in various ways. Any aspect or feature described with respect to one embodiment can be incorporated into any other embodiment referred to in this disclosure. Further, any of the embodiments described herein can be hardware-based, software-based, or, preferably, can comprise a mixture of both hardware and software elements. Thus, while the description herein may describe an embodiment, feature, or component as being implemented in software or hardware, it should be recognized that any embodiment, feature, and / or component referred to in this disclosure can be implemented in hardware and / or software.

Brief Description of the Drawings

[0011] To facilitate further description of the embodiments, the following drawings are provided in which like reference symbols are intended to refer to like or corresponding parts.

[0012]

Figure 1

[0013]

Figure 2

[0014]

Figure 3A

[0015]

Figure 3B

[0016]

Figure 3C

[0017]

Figure 3D

[0018]

Figure 3E

[0019]

Figure 4

[0020] For purposes of simplification and clarification of the illustrations, the figures in the drawings illustrate a general manner of the structure, and descriptions and details of well-known features and techniques may be omitted to avoid unnecessarily obscuring the present invention. Additionally, the elements in the figures of the drawings are not necessarily drawn to scale. For example, the dimensions of some of the elements in the figures may be exaggerated relative to other elements to help improve the understanding of the embodiments of the present invention. The same reference numbers in different figures represent the same elements.

[0021] Where applicable, the terms "first", "second", "third", "fourth", etc. in the description and claims are used to distinguish similar elements and are not necessarily used to describe a particular sequential or chronological order. It should be understood that such terms are synonymous in appropriate circumstances so that the embodiments described herein can operate in a sequence other than, for example, that illustrated or otherwise described herein.

[0022] Where applicable, the terms "left", "right", "front", "rear", "back", "top", "bottom", "upper", "lower", etc. in the description and claims are used for illustrative purposes and are not necessarily used to describe a permanent relative position. It should be understood that such terms are synonymous in appropriate circumstances so that the embodiments of the apparatus, method, and / or article of manufacture described herein can operate in other orientations than, for example, those illustrated or otherwise described herein.

[0023] The terms "connect", "connected", "connects", "connecting", "couple", "coupled", "couples", "coupling", etc. should be understood broadly and refer to electrically, electronically, mechanically, and / or otherwise connecting two or more elements or signals. Connecting / Coupling can be for any length of time, e.g., permanent or semi-permanent, or over a brief instant. "Electrical connection", "electrical coupling", etc. should be understood broadly and include connections / couplings involving any electrical signal, regardless of power signal, data signal, and / or other type or combination of electrical signals. "Mechanical connection", "mechanical coupling", etc. should be understood broadly and include all types of mechanical connections / couplings.

[0024] When applicable, the term "primary" in the description and claims is used for illustrative purposes and not necessarily to describe relative importance. For example, the term "primary" can be used to distinguish a first component from a redundant component equivalent to it; however, the term "primary" is not necessarily intended to imply any distinction in importance between a so-called primary component and a redundant component. Unless expressly stated otherwise, any redundant component should be treated as being interchangeable with, operating in conjunction with, and / or (e.g., in the case of component / system failure) serving as a backup for any primary component of the system.

[0025] The terms "pilot", "pilots", "operator", "operators", etc. should be understood broadly to refer to any individual or user and not necessarily to an individual having the qualifications to operate or fly an aircraft.

DETAILED DESCRIPTION OF THE INVENTION

[0026] Figure 1 is a schematic diagram of an exemplary vehicle navigation system 100 according to an embodiment. In many embodiments, the vehicle navigation system 100 can be introduced into an airplane or other type of aircraft 105. The vehicle navigation system 100 includes one or more flight management computers (FMCs) 110, one or more switching units 120, one or more operator interfaces 130, one or more autopilot and autothrottle (AP / AT) systems 140, and one or more integrated guidance systems (IGSs) 150. Each of the one or more IGSs 150 can include one or more air data computers (ADCs) 151, one or more attitude heading reference systems (AHRSs) 152, one or more positioning systems 160, one or more broadcast automatic dependent surveillance (ADS-B) systems 170, and one or more navigator systems 180.

[0027] Furthermore, each ADS-B system 170 can include at least one ADS-B input 171 and at least one ADS-B output 172. Each of the positioning systems 160 can include at least one satellite-based augmentation system (SBAS) 161 and / or at least one ground-based augmentation system (GBAS) 162. Each of the navigator systems 180 can include at least one navigation (NAV) database 181 and at least one set of integrated guidance system control devices 182. Each of the operator interfaces 130 can include at least one electronic flight instrument system (EFIS) 131, at least one standby unit 132, at least one FMS CDU, at least one MCDU, and / or other types of display devices or panels.

[0028] The configuration of the vehicle navigation system 100 can vary. Generally speaking, the components of the vehicle navigation system 100 can be connected or coupled to each other in any manner. For example, each component can be coupled or connected to any or all of the other components illustrated in FIG. 1.

[0029] In the exemplary configuration illustrated in FIG. 1, the ADC 151, AHRS 152, positioning system 160, and ADS-B system 170 are connected or coupled to the navigator system 180 and provide corresponding data to the navigator system 180. The navigator system 180 can be connected or coupled to the switching unit 120, and the switching unit 120 can then be connected or coupled to the operator interface 130 and the AP / AT system 140. The FMC 110 can be connected or coupled to the switching unit 120 and the navigator system 180.

[0030] In one embodiment, the introduction component 101 illustrated in FIG. 1 represents a component that can be integrated into an older aircraft 105 to retrofit the aircraft 105 with up-to-date equipment and add various functionality, capabilities, and features (including, for example, the RNP, LPV, and ADS-B functionality described herein). Conventional methods of upgrading the aircraft 105 to include these functionalities are expensive and typically require replacement or modification of the aircraft's flight management system (FMS) and / or multimode receiver (MMR) system. Among other benefits, the upgraded solution illustrated in FIG. 1 provides a cost-effective manner of adding required navigation performance (RNP), localizer performance with vertical guidance (LPV), ADS-B, and other functionality to an older aircraft in a manner that does not require replacement or modification of the aircraft's FMS or MMR system.

[0031] As will be explained in further detail below, another advantage of this configuration is that it enables the navigator system 180 to utilize data from the ADS - B system 170 to control the aircraft 105 to execute various auto - follow options (such as by controlling its flight path and the AP / AT system 140). A further benefit of this configuration is that it is integrated with the various operator interfaces 130 (such as EFIS 131, FMS CDU, MCDU, and / or standby unit 132) already included within the cockpit of the aircraft 105, thereby avoiding the need to incorporate additional display panels within the cockpit, which has a very limited and overly congested space. Further details of these and other features are described throughout the present disclosure.

[0032] FIG. 1 illustrates a vehicle navigation system 100 for an aircraft 105 that includes each of one of the aforementioned components (including, for example, the introduction component 101, FMC 110, switching unit 120, operator interface 130, and AP / AT system 140), it being recognized that the vehicle navigation system 100 may include any number of each component. For example, in some cases, the vehicle navigation system 100 may include only one of each component. In other embodiments, the vehicle navigation system 100 may include two or more of each component (such as to provide redundancy). A brief description of each of these components is provided below.

[0033] The FMC110 can be a component included in the aircraft's FMS115, which can include various subsystems such as one or more navigation radio receivers, one or more inertial reference systems, one or more air data systems, one or more flight control systems, one or more engine and fuel systems, one or more data links, and one or more displays (e.g., for displaying navigation, flight, and instrument information). The FMC110 can be connected or coupled to these subsystems and can manage each of these subsystems. The FMC110 can be configured to perform functions such as navigation, flight planning, route optimization, en-route guidance, trajectory prediction, and performance calculations. In some embodiments, the FMS115 can represent a legacy FMS (e.g., a legacy MD-80 / 90 FMS system) with limited capabilities such as not providing RNP, LPV, and / or ADS-B capabilities.

[0034] The AP / AT system 140 can generally perform any functions associated with executing an autopilot function and an autothrottle function. The autopilot function can include functions that enable the flight path of the aircraft 105 to be controlled without (or with little) manual assistance from a human operator. The autothrottle function can enable the power or thrust of the aircraft's engines to be controlled without (or with little) manual assistance from a human operator. The AP / AT system 140 can include separate subsystems for controlling these functions (e.g., a first subsystem for controlling the autopilot function and a second subsystem for controlling the autothrottle function), or can include a single integrated system for controlling both the autopilot and autothrottle functions.

[0035] The ADC151 can be configured to generate various flight metrics such as airspeed, Mach number, altitude, rate of descent, rate of climb, etc. This information can be generated based on inputs received from various sensors introduced within the aircraft 105. The information generated by the ADC151 can be provided to the navigator system 180.

[0036] The AHRS152 can be configured to measure angular velocity, acceleration, and the Earth's magnetic field, and to calculate the attitude of the aircraft. The AHRS152 can include sensors on three axes to calculate attitude information regarding the aircraft 105, including data indicating roll, pitch, and yaw. The information generated by the AHRS152 can be provided to the navigator system 180.

[0037] The operator interface 130 can generally include any type of display device that can be included in the cockpit of the aircraft 105. In some embodiments, the operator interface 130 can include one or more light-emitting diode (LED) displays, one or more liquid crystal displays (LCDs), one or more cathode ray tube (CRT) displays, and / or other types of displays. The operator interface 130 can also include selectable options (such as buttons, dials, capacitive touchscreens, switches, etc.) that enable a pilot or operator to make selections.

[0038] One example type of operator interface 130 is the EFIS131. The EFIS131 can include an electronic display that provides information regarding various flight instruments. The EFIS131 can include a primary flight display (PFD), a multifunction display (MFD), and an engine indicating and crew alerting system (EICAS).

[0039] Another exemplary operator interface 130 is the standby unit 132. The standby unit 132 can include (or be connected to) sensors that calculate and process various flight parameters such as altitude, attitude, airspeed, idle / taxi, and navigation display information. The standby unit 132 can also include an electronic display that outputs this information to the pilot.

[0040] Another exemplary operator interface 130 can include a multifunction control and display unit (MCDU). The MCDU can provide a computer interface that allows the pilot to input data and receive feedback on various aspects of the aircraft's operation (including fuel consumption, flight path, and altitude), and can be utilized to perform functions associated with flight planning, navigation, and performance calculations. In some cases, the MCDU can utilize data obtained from the FMS 115 (or FMC 110) and / or the navigator system 180 to perform these and other functions.

[0041] Another exemplary operator interface 130 can include an FMS control display unit (CDU). The FMS CDU communicates with the FMS 115 (or FMC 110) and displays information from the FMS such as the aircraft's position, ground speed, wind data, estimated time of arrival, and other relevant information. The FMS CDU can also be used to input not only flight plan data (departure and destination airports, waypoints, and altitude restrictions, etc.) but also other performance data (takeoff and landing speeds and fuel consumption, etc.).

[0042] Other types of operator interfaces 130 are also included in the vehicle navigation system 100. Whether the operator interface 130 is a display already introduced in the cockpit (e.g., EFIS 131, standby unit 132, FMS CDU, or MCDU) or an additional display added to the cockpit, the operator interface 130 can be configured with enhanced functionality as described herein (e.g., functionality related to executing an auto-follow option, switching between alternative navigation systems, executing an RNP / LPV approach, and displaying ADS-B information).

[0043] In one embodiment, when the IGS system 150 is integrated with the standby unit 132, the standby unit 132 can be configured to sense and calculate the airspeed, altitude, vertical speed, pitch, roll, heading, and / or other flight parameters. These flight parameters are provided to the navigator system 180 and can be utilized by the navigator system 180 to implement various navigation functions including those referred to in this disclosure. Alternatively, or in addition, the IGS system 150 can be integrated with other types of operator interfaces 130 (e.g., EFIS 131, FMS CDU, MCDU, or a separate display), and the FMS 115 can be configured to sense and calculate the airspeed, altitude, vertical speed, pitch, roll, heading, and / or other flight parameters. In this scenario, the FMS 115 can communicate these flight parameters to the navigator system 180 when the aircraft 105 is operating in the IGS control mode 122.

[0044] The positioning system 160 can include SBAS 161 and / or GBAS 162. Both SBAS 161 and GBAS 162 can operate to augment GPS data and / or enhance the accuracy of the aircraft's GPS. In certain embodiments, SBAS 161 can include Beta 3 WAAS GPS, communicate with stationary land-based GNSS (Global Navigation Satellite System) monitors, calculate GNSS position errors caused by atmospheric and ionospheric disturbances, satellite orbit errors, and inaccurate clocks, and utilize this information to enhance GPS positioning. Similarly, GBAS 162 can enhance GPS positioning information and improve the accuracy and integrity of the aircraft's GPS navigation position by communicating with a GBAS-based ground facility located near an airport. Information generated by SBAS 161, GBAS 162, and / or other positioning systems 160 can be provided to the navigator system 180.

[0045] The ADS-B system 170 can enable an aircraft to determine and broadcast its position (e.g., GPS coordinates) and view and track the positions of other aircraft in the airspace (e.g., on the operator interface 130). While radar relies on radio signals and antennas to determine the location of an aircraft, the ADS-B system 170 can utilize satellite signals to track the aircraft location. The ADS-B output 172 can periodically broadcast information about the aircraft (e.g., GPS location, altitude, speed, etc.), and the broadcast information can be received by other aircraft and ground controllers. The ADS-B input 171 can receive information broadcast from other aircraft and enable the pilot to understand the positions of other nearby aircraft. The ADS-B input 171 can also receive other useful information such as weather information, advisories, and NOTAMs. Data received and / or generated by the ADS-B system 170 can be provided to the navigator system 180 and displayed on the operator interface 130.

[0046] The navigator system 180 can serve as an alternative navigation system to that provided by the FMS 115. As mentioned, the conventional FMS 115 included in older aircraft models has limited capabilities and typically does not have RNP, LPV, and ADS-B capabilities. The navigator system 180 can include one or more navigator computing devices that utilize data received from other introduction components 101 (e.g., ADC 151, AHRS 152, positioning system 160, and ADS-B system 170) to enhance or complement the functionality of the FMS 115 and to configure an aircraft with RNP, LPV, and ADS-B capabilities. For example, the navigator system 180 can include an IGS control device 182, and the IGS control device 182 can include an RNP control device 182A for controlling the execution of RNP approaches and other RNP functionality, an LPV control device 182B for controlling the execution of LPV approaches and other LPV functionality, and a follow option control device 182C for controlling the execution of follow options and related functionality.

[0047] The navigator system 180 (or the associated IGS control device 182) can transmit control signals or commands to the AP / AT system 140 for implementing RNP, LPV, and / or other functions. RNP generally refers to a set of navigation specifications that enable the operation of an aircraft along a precise flight path with a high level of accuracy and the ability to determine the aircraft position with both accuracy and integrity. LPV generally refers to an instrument approach procedure that utilizes satellite guidance to execute an approach with high precision. Many legacy FMS 115 do not enable RNP and LPV capabilities, but the navigator system 180 can provide these enhanced functions to the aircraft. In many cases, the IGS control device 182 of the navigator system 180 (e.g., the RNP control device 182A and the LPV control device 182B) can calculate a flight plan 184 and control the AP / AT system 140 (using the AP / AT controller 185) to execute the desired RNP / LPV approach or maneuver.

[0048] In addition, the navigator system 180 can communicate with the ADS-B system 170 and receive TIS-B (Traffic Information Service - Broadcast) information. As will be described in more detail below, the navigator system 180 (e.g., the IGS control device 182 or the follow option control device 182C) can utilize this TIS-B information, calculate a flight plan 184, and transmit commands to the AP / AT system 140 for implementing various types of automatic following functions. In some cases, the AP / AT controller 185 of the navigator system 180 is configured to control the operation of the AP / AT system 140 and cause the AP / AT system 140 to execute the flight plan 184 calculated for the automatic following option. Examples of these automatic following functions are described in more detail below.

[0049] The navigator system 180 can include a navigation (NAV) database 181. The NAV database 181 can store various flight parameters and measurements related to the aircraft, such as attitude, altitude, airspeed, vertical speed, idle, heading, cross-track, vertical deviation performance, horizontal deviation performance, three-axis acceleration, location (e.g., GPS coordinates), trajectory information, flight plan, TIS-B traffic information, etc. The information stored in the NAV database 181 can be generated by and received from the introduction components 101 (e.g., ADC 151, AHRS 152, positioning system 160, ADS-B system 170, and navigator system 180), and in some cases, FMS 115 and FMC 110. The navigator system 180 (e.g., IGS control device 182) can access this information, utilize it, and implement various functionalities described herein (e.g., RNP approach, LPV approach, automatic following option, etc.).

[0050] The switching unit 120 enables the control of the aircraft to be switched between the FMC 110 (or associated FMS 115) and the IGS 150. The pilot can select a control option (e.g., on the standby unit 132 or other operator interface 130) to shift the navigation control of the aircraft from the FMS control mode 121 controlled by the FMC 110 to the IGS control mode 122 controlled by the navigator system 180, and to shift the navigation control back from the IGS control mode 122 to the FMS control mode 121. For example, in some scenarios, the pilot can use the legacy FMC 110 and / or FMS 115 to control the aircraft during certain phases of the flight, and then switch the control to the IGS system 150 during a certain flight phase or when enhanced functionality is desired (e.g., when RNP or LPV is desired, or to implement the automatic flight following option described herein).

[0051] In one embodiment, when navigation control transitions from the FMS control mode 121 to the IGS control mode 122, the user can be presented with various options on the operator interface 130, such as options that enable the pilot to start or perform an RNP approach and / or an LPV approach. Options that enable the pilot to start or perform various auto-tracking options and customize the parameters associated with the auto-tracking options can also be presented.

[0052] In one embodiment, when the RNP approach option is selected on the operator interface 130, the navigator system 180 will begin to direct the aircraft to the initial approach fix (IAF) as a starting point for guidance from the current aircraft position. The navigator system 180 can also control the AP / AT system 140 and provide commands (e.g., using the AP / AT controller 185) to the AP / AT system 140 to control the speed, lateral guidance, vertical guidance, and / or thrust of the aircraft. The RNP scale and related data can also be presented to the pilot on the operator interface 130.

[0053] As mentioned above, the navigator system 180 can utilize the data received from the ADS-B system 170 to facilitate the auto-follow option. First, the ADS-B system 170 can receive information indicating the locations of other aircraft in the vicinity (e.g., TIS-B information), and this information can be displayed to the pilot on the operator interface 130. The operator interface 130 can also enable the pilot to select any aircraft displayed on the operator interface 130. Selecting an aircraft via the operator interface 130 can enable the pilot to view various parameters related to the selected aircraft, including the speed of the selected aircraft, the location or GPS coordinates of the selected aircraft, the altitude of the selected aircraft, the previous flight path of the selected aircraft, and the predicted future flight path of the selected aircraft. Other parameters can also be displayed.

[0054] In addition to displaying various parameters related to the selected aircraft, the operator interface 130 can also present various auto-follow options. The auto-follow options can provide automated means to control the flight path of the aircraft with respect to one or more target aircraft selected on the operator interface 130. For example, the follow option can enable the pilot or operator to follow the target aircraft from a specified altitude, lateral path, distance, and / or time. In response to selecting a desired follow option, the navigator system 180 (e.g., the IGS control device 182 or the follow option control device 182C) automatically calculates a new flight path for the aircraft and controls the AP / AT system 140 to execute the desired follow option. Examples of auto-follow options are described below.

[0055] Figure 2 is a block diagram illustrating an exemplary automatic following option 210 according to an embodiment. The exemplary automatic following option 210 can include a following distance option 211, a following height option 212, a following side-by-side option 213, a following time option 214, a following offset option 215, and a following formation option 216. In one embodiment, the operator can interact with the operator interface 130 to view, select, or activate these and / or other automatic following options 210. a) Following distance option 211: This option can allow an aircraft to follow behind a selected aircraft at a specified distance, enabling the pilot or operator to define a desired distance behind the selected aircraft. b) Following height option 212: This option enables the pilot to follow a selected aircraft at a specified height or distance above or below the selected aircraft, allowing the pilot or operator to define a desired height above or below the selected aircraft. c) Following side-by-side option 213: This option can allow an aircraft to follow adjacent to (side-by-side with) a selected aircraft, enabling the pilot or operator to define a desired distance between the two aircraft. d) Following time option 214: This option allows an aircraft to follow behind a selected aircraft at a specified time offset (e.g., 5 or 10 minutes behind the selected aircraft), enabling the pilot or operator to define a desired time offset. e) Following offset option 215: This option causes an aircraft to follow a selected aircraft based on a three-dimensional (3D) following offset for each of the x, y, and z axes relative to the selected aircraft. For example, the pilot or operator can define a 3D offset that determines the horizontal (or lateral) and vertical distances from the selected aircraft, as well as the distance behind or in front of the aircraft. f) Follow Formation Option 216: This option enables an aircraft to fly in a designated formation with at least one additional aircraft. In some cases, the Follow Formation Option 216 can be customized to enable an aircraft to fly at a specific position in a flight formation that includes two or more aircraft (e.g., in a military formation).

[0056] Additional follow options 210 can also be presented to enable automatic following of a desired aircraft. For example, in some cases, the automatic follow option 210 can be customized to enable easy following of a selected aircraft in a manner consistent with In-Trail Procedure (ITP) guidelines. In other examples, the automatic follow option 210 can be customized to enable an aircraft to fly in various lateral paths or routes adjacent to the selected aircraft. Other types of automatic follow options 210 can also be presented on the operator interface 130. Additionally, the automatic follow options 210 described herein can be combined in any suitable manner.

[0057] In response to selecting one or more of the automatic following options 210, the navigator system 180 (e.g., the following option control device 182C) can automatically calculate a flight plan 184 for executing the desired following option. The flight plan 184 can be generated based at least in part on monitoring the parameters of the selected aircraft (e.g., speed, altitude, expected flight path, etc.) using the ADS-B system 170, and the navigator system 180 can control the AP / AT system 140 to execute the flight plan 184. Additionally, the selected aircraft can be continuously monitored to detect changes in the parameters of the selected aircraft (e.g., based on information continuously received via the ADS-B input 171). If necessary, the navigator system 180 can continuously update the flight plan 184 and provide appropriate commands to the AP / AT system 140 to account for any changes or deviations of the selected aircraft.

[0058] In one example, the follow - distance option 211 can be activated by an operator (e.g., a pilot), which enables the aircraft 105 to follow or trail a target aircraft identified by the ADS - B system 170. When activating the follow - distance option 211, the operator can select the target aircraft on the operator interface 130, and the desired distance between the two aircraft can be defined (e.g., either defined by the operator or automatically selected by the navigator system 180). The navigator system 180 can then calculate a flight plan 184 that enables the aircraft to follow the target aircraft at the selected follow - distance. In some examples, the initial segment of the flight plan 184 can include an intercept path that places the aircraft 105 behind the target aircraft (e.g., at the same or a similar altitude as the target aircraft). The second segment of the flight plan 184 can include a flight path that matches (or substantially matches) the flight plan of the target aircraft. In the second segment, the nose azimuth and / or direction of the aircraft 105 can be aligned to match the target aircraft after the aircraft 105 is positioned behind the target aircraft. The navigator system 180 can then control the AP / AT system 140 to execute the flight plan 184 (e.g., using the AP / AT controller 185). Additionally, the ADS - B system 170 can continuously track the location and movement of the target aircraft, and the navigator system 180 can adjust the flight plan 184 based on any detected changes in the flight path of the target aircraft to enable the aircraft 105 to continuously trail or follow the target aircraft at the defined distance.

[0059] In a similar fashion, the follow time option 214 can be activated to cause the aircraft 105 to follow behind the target aircraft at a defined time interval (e.g., 5 or 20 minutes behind the target aircraft). Again, the time interval can be defined by the operator and / or automatically selected by the navigator system 180. The initial segment of the flight plan 184 calculated by the navigator system 180 can identify an intercept path that places the aircraft 105 behind the target aircraft at a distance consistent with the defined time interval, and the second segment of the flight plan 184 can include a flight path that matches the flight path of the target aircraft. In the same manner as described above, the navigator system 180 can then control the AP / AT system 140 to navigate the aircraft along the flight plan 184. The ADS-B system 170 can continuously track the location and movement of the target aircraft, and the navigator system 180 can adjust the flight plan 184 and / or the AP / AT controller 185 to continuously follow behind or otherwise track the target aircraft at the defined time interval.

[0060] In some cases, the operator may, additionally or alternatively, activate a follow - height option 212 that enables the aircraft 105 to follow a target aircraft identified by the ADS - B system 170 at a defined distance above or below the target aircraft. Again, the operator may select the target aircraft using the operator interface 130, and the distance above or below the target aircraft may be defined by the operator and / or selected by the navigator system 180. In the same or a similar manner as described above, a flight plan 184 that enables the aircraft to follow or navigate with respect to the target aircraft at a distance above or below the target aircraft may be calculated. An initial segment of the flight plan 184 can include an intercept path that positions the aircraft behind the target aircraft at a defined distance above or below the target aircraft. A second segment of the flight plan 184 can include a flight path that substantially matches the flight plan of the target aircraft (with, for example, minor altitude - based corrections). The navigator system 180 can then execute the flight plan 184 and control the AP / AT system 140 to navigate the aircraft 105 to a defined height above or below the target aircraft. The ADS - B system 170 can continuously track the location and movement (e.g., altitude changes) of the target aircraft, and the navigator system 180 can adjust the flight plan 184 and / or the AP / AT controller 185 to continuously operate the aircraft 105 at a defined distance above or below the target aircraft.

[0061] In another example, the trailing side-by-side option 213 can be activated by the operator of the aircraft 105 to navigate the aircraft 105 adjacent to or next to (e.g., in a horizontal or lateral direction) the target aircraft identified by the ADS-B system 170. In certain embodiments, when activating the side-by-side option 213, the operator may select the target aircraft, and the distance between the two aircraft can be defined by the operator and / or automatically selected by the navigator system 180. In some cases, the vertical distance between the two aircraft can also be defined in a similar manner. The navigator system 180 can then calculate a flight plan 184 that enables the aircraft to navigate to a position adjacent to the target aircraft at the defined distance. In some examples, the initial segment of the flight plan 184 can include an intercept path that places the aircraft 105 side-by-side with the target aircraft (e.g., at the defined horizontal and vertical distances). The second segment of the flight plan 184 can include a flight path that substantially matches the flight path of the target aircraft (e.g., with minor corrections based on vertical or lateral distances). The navigator system 180 can then control the AP / AT system 140 to execute the flight plan 184. The ADS-B system 170 can continuously track the location and movement of the target aircraft, and the navigator system 180 can adjust the flight plan 184 and / or the AP / AT controller 185 to continuously operate the aircraft 105 adjacent to the target aircraft at the defined adjacent distance setting.

[0062] In a further example, a follow - offset option 215 can be activated that enables the aircraft 105 to be flown at a 3D position or offset (e.g., defining x, y, and z coordinates) relative to a target aircraft identified by the ADS - B system 170. The 3D position or offset can identify not only the horizontal and vertical distances from the target aircraft but also the distance behind or in front of the aircraft. When activating the follow - offset option 215, the operator can select the target aircraft, and the offset can be defined by the operator and / or automatically selected by the navigator system 180. The navigator system 180 can then calculate a flight plan 184 that enables the aircraft to navigate the aircraft 105 at a defined offset relative to the target aircraft. An initial segment of the flight plan 184 can include an intercept path that places the aircraft 105 at the defined offset and adjusts (or aligns) the nose bearing and / or direction of the aircraft 105 to match the target aircraft. A second segment of the flight plan 184 can include a flight path that substantially matches the flight plan of the target aircraft (e.g., with minor corrections based on offset parameters). The navigator system 180 can then control the AP / AT system 140 to execute the flight plan 184. The ADS - B system 170 can continuously track the location and movement of the target aircraft, and the navigator system 180 can adjust the flight plan 184 and / or the AP / AT controller 185 to continuously operate the aircraft 105 at a defined offset relative to the target aircraft.

[0063] In other examples, the automatic following option 210 may also include a following formation option 216 that enables the aircraft to fly in a specified formation with at least one target aircraft. For example, military aircraft routinely fly in formations with multiple aircraft such as a V formation (e.g., arranged in a V shape with 3, 5, 7, or more aircraft), a diamond formation (e.g., arranged in a diamond shape with 4 aircraft), a horizontal formation (e.g., arranged in a straight line), a chevron formation (e.g., arranged in a diagonal line), a finger four formation (e.g., a single aircraft leads in the front and multiple aircraft arranged in a V formation follow behind), a box formation (e.g., arranged in a square or rectangular pattern), and / or other formations. The following formation option 216 can be utilized to automatically operate or navigate the aircraft 105 in relation to these and / or other aircraft formations.

[0064] In one embodiment, the navigator system 180 can utilize the information of the ADS-B system 170 to identify the locations of a plurality of target aircraft to be included in a given formation. The position of the aircraft 105 within the formation can be selected by the operator and / or automatically selected by the navigator system 180. The navigator system 180 can calculate a flight plan 184 to place the aircraft 105 at a defined position within the formation. An initial segment of the flight plan 184 can include an intercept path to place the aircraft near the target aircraft, and a second segment of the flight plan 184 can include a flight path to insert the aircraft 105 into the position of the flight formation (e.g., with a 3D offset relative to one or more aircraft included in the formation). A third segment of the flight plan 184 can include a flight path that substantially matches the flight paths of the other aircraft included in the formation (e.g., with slight lateral and / or vertical deviations based on the positions of the aircraft within the formation). The ADS-B system 170 can continuously track the locations and movements of the other aircraft within the formation, and the navigator system 180 can adjust the flight plan 184 and / or the AP / AT controller 185 to continuously operate the aircraft 105 at a defined formation position relative to the other aircraft.

[0065] Those skilled in the art will understand that many other types of automatic following options 210 can be implemented using the techniques described herein.

[0066] Returning to FIG. 1, in addition to presenting information related to the automatic following option 210, the operator interface 130 can also display information and options that enable the aircraft to perform RNP and LPV approaches as described above.

[0067] In one embodiment, prior to initiating the RNP approach, the pilot or operator can define the destination airport identifier (e.g., via the operator interface 130), and the operator interface 130 will display a list of destination runways at the corresponding airport. When the desired destination runway is selected, the operator interface 130 can display a list of different RNP approaches associated with the runway. If the destination airport is available on the output bus of the FMS 115, the RNP information and other relevant data can be automatically imported. After the system is programmed with the aforementioned information, the pilot or operator can use the operator interface 130 to switch the aircraft from the FMS control mode 121 to the IGS control mode 122. Thereafter, the IGS 150 can provide control signals or commands for executing the desired RNP approach to the flight control computer and / or the AP / AT system 140, and the flight plan information can be provided to and displayed on the EFIS 131, the FMS CDU, the MCDU, and / or other operator interfaces 130.

[0068] The operator interface 130 can adopt similar functionality to implement the LPV approach. For example, prior to initiating the LPV approach, a pilot or operator can define a destination airport identifier (e.g., via the operator interface 130), and the operator interface 130 will display a list of destination runways at the corresponding airport. After the system is programmed with the aforementioned information, the pilot or operator can use the operator interface 130 to switch the aircraft from the FMS control mode 121 to the IGS control mode 122. Thereafter, the IGS 150 will perform a GPS accuracy check regarding the LPV approach and identify any fail down checks for the pilot or operator. The IGS 150 can utilize the existing precision approach capabilities of the flight guidance system to perform the LPV approach. The operator interface 130 can display or indicate service level options that show the most precise approach minimums currently available for the selected LPV approach. Exemplary service level options are summarized in Table 1 below.

Table 1

[0069] Thereafter, the IGS 150 can provide control signals or commands to the flight control computer and / or the AP / AT system 140 to execute the desired LPV approach, and the flight plan information can be provided to and displayed on the EFIS 131 and / or other operator interfaces 130.

[0070] In some scenarios, the precision approach capability of the flight guidance system can be utilized until the aircraft comes within the capture range of the localizer and / or glide slope system. At that point, the autopilot and / or autothrottle functions of the AP / AT system 140 can use the information provided by the localizer and / or glide slope system to execute the remainder of the approach.

[0071] Figures 3A - 3E illustrate exemplary screens or displays generated by an operator interface 130 configured to implement the techniques described herein. As described herein, the operator interface 130 can represent the EFIS 131, standby unit 132, FMS CDU, MCDU, and / or a display device associated with a dedicated or separate display device. The operator interface 130 can be introduced into the aircraft cockpit and can be configured to generate and display various graphical user interfaces (GUIs) that enable an operator to interact with the system 100.

[0072] In Figures 3A - 3E, the exemplary operator interface 130 includes a hardware display device 300 that generates and displays a GUI, a menu button 303, and a control mode indicator 304. The upper portion 301 of the GUI displays flight and instrument information regarding the aircraft (e.g., EFIS information), and the lower portion 302 of the GUI displays information that can be updated based on various menu options.

[0073] Figures 3A and 3B illustrate two examples of ways in which the control of the aircraft can be switched between an FMS control mode that utilizes the FMS for navigation control and an IGS control mode that utilizes the IGS for navigation control.

[0074] In FIG. 3A, an external switch 305 outside the operator interface 130 can be used to toggle between the FMS control mode 121 and the IGS control mode 122. The switch 305 can represent a hardware and / or software-based control option and can generally be included anywhere within the cockpit. The switch 305 can be coupled to the operator interface 130 and / or the switching unit 120 and can provide a signal indicating the currently selected control mode by the operator.

[0075] In FIG. 3B, a GUI generated by the operator interface 130 or the display device 300 can present selectable control options that enable switching between the FMS control mode 121 and the IGS control mode 122. In some scenarios, the GUI can be presented in response to the operator operating the menu button 303 and / or other control devices of the operator interface 130.

[0076] In any configuration, the control mode indicator 304 can be used to determine or indicate the currently selected control mode. In some examples, the control mode indicator 304 can include an illumination component (e.g., an LED) that is activated or lit when the IGS control mode 122 is active and deactivated or turned off when the FMS control mode 121 is active.

[0077] As shown in FIGS. 3A and 3B, the operator interface 130 can be connected to a switching relay that causes a transition in navigation control between the FMS control mode 121 and the IGS control mode 122 based on the operator's selection. In certain embodiments, this switching relay may be included in the switching unit 120 described herein. The operator interface 130 is also configured to generate a digital output for transmitting commands to control the AP / AT system 130 (e.g., in scenarios where the IGS control mode 122 is activated and one or more auto-follow options are selected to navigate the aircraft).

[0078] FIG. 3C illustrates a scenario in which the IGS control mode 122 is activated, thereby enabling the ADS-B system 170 to collect flight information 306 (e.g., TIS-B data) regarding nearby aircraft. The lower portion 302 of the GUI displayed by the operator interface 130 is updated to display the flight information 306 (also referred to herein as "aircraft traffic information" 306) for each aircraft identified by the ADS-B system 170. Each aircraft is displayed as a selectable option within the list, and the operator can select an option to view the flight information 306 collected by the ADS-B system 170 (e.g., ADS-B input 171) regarding the corresponding aircraft. The flight information 306 for each aircraft can include, among other things, the call sign or flight number associated with the aircraft, the GPS coordinates of the aircraft, the aircraft type, the flight status (e.g., on time or delayed), the flight route, and the departure and destination airports of the aircraft, the altitude, speed, and heading of the aircraft.

[0079] The operator can interact with the operator interface 130 and / or the GUI displayed thereon to select a desired aircraft and view flight information for each aircraft. The operator can also interact with the operator interface 130 and / or the GUI displayed thereon to select various automatic following options 210 that enable the navigation of the aircraft to be automatically controlled for one or more of the aircraft identified by the ADS-B system 170. For example, in some embodiments, the operator may first select a target aircraft from a list presented on the operator interface 130 and then select a desired automatic following option 210 to control the operator's aircraft with respect to the aircraft selected from the list.

[0080] Figures 3C - 3E demonstrate an example in which a following distance option 211 is selected to control the operator's aircraft with respect to a target aircraft (e.g., to follow behind or track the target aircraft at a defined distance).

[0081] As shown in Figure 3C, the operator is selecting the target aircraft located at the top of the list displayed on the operator interface 130. The flight information 306 regarding the target aircraft indicates that the target aircraft is proceeding at a speed of 270 miles per hour (mph) and an altitude of 8,000 feet. The GUI also indicates that the operator has activated the following distance option 211 to cause the operator's aircraft to follow behind the selected aircraft at a defined distance. In this example, the GUI or the flight information 306 regarding the selected aircraft is updated to display a following distance of 2 nautical miles.

[0082] Figure 3D illustrates the IGS system 150 or the navigator system 180 that calculates an initial segment of the flight plan 184 for the selected auto - follow option 210. For example, in response to activating the follow - distance option 211, the navigator system 180 calculates an intercept path to navigate the aircraft 105 to a position 2 nautical miles behind the target aircraft 307. As shown, the operator interface 130 can display a map showing the intercept path to the selected target aircraft 307. When the flight plan is executed, the navigator system 108 controls the AP / AT system 140 to place the operator's aircraft behind the selected aircraft at an altitude of 8,000 feet and a speed of 270 miles per hour (mph).

[0083] Figure 3E further demonstrates the second segment of the flight plan 184 being executed by the navigator system 180. The map shows that the aircraft 105 is following the target aircraft on a matching flight plan or flight path. For example, after the operator's aircraft is navigated along the intercept path, the navigator system 180 controls the AP / AT system 140 to follow the target aircraft at a distance of 2 nautical miles along the same flight path as the target aircraft, or to trail it. The ADS - B system 170 can continuously monitor flight information 306 (e.g., speed, altitude, nose bearing, etc.) regarding the target aircraft, and the navigator system 180 can adjust the flight plan or flight path of the aircraft 105 in response to detecting any change in the flight information regarding the target aircraft 307, thereby enabling the operator's aircraft to continuously follow the target aircraft 307.

[0084] FIG. 4 illustrates a flowchart of an exemplary method 400 according to an embodiment. Method 400 is merely exemplary and is not limited to the embodiments presented herein. Method 400 can be employed in many different embodiments or examples not specifically depicted or described herein. In some embodiments, the steps of method 400 can be performed in the order presented. In other embodiments, the steps of method 400 can be performed in any suitable order. In still other embodiments, one or more of the steps of method 400 can be combined or omitted. In many embodiments, system 100, IGS system 150, and / or navigator system 180 can be configured to perform method 400 and / or one or more of the steps of method 400. In these or other embodiments, one or more of the steps of method 400 can be implemented as one or more computer instructions configured to be launched in one or more processing devices and stored in one or more non-transitory computer storage devices. Such non-transitory memory storage devices can be part of a computer system such as system 100, IGS system 150, and / or navigator system 180. The processing devices can be similar to or the same as the processing devices described within the present disclosure.

[0085] In step 410, aircraft traffic information 306 identifying at least one target aircraft 307 located in the vicinity of aircraft 105 is received by a broadcast automatic dependent surveillance (ADS-B) system introduced within aircraft 105. For example, the ADS-B input 171 can be utilized to collect information regarding various aircraft within the operating range of aircraft 105 (e.g., 100 - 150 nautical miles).

[0086] In step 420, the aircraft traffic information 306 collected by the ADS-B system is provided to a navigator system 180 introduced within aircraft 105.

[0087] In step 430, an input for identifying one or more target aircraft 307 selected from one or more additional aircraft is received by the operator interface. For example, aircraft traffic information 306 regarding at least one additional aircraft may be displayed on an operator interface 130 coupled to the navigator system 180. In some scenarios, the operator interface 130 may include an EFIS display 131, a standby unit display 132, an FMS CDU, an MCDU display, and / or other displays included in the cockpit of the aircraft 105, and the operator interface 130 can be coupled directly or indirectly to the operator interface 130. The operator can interact with the operator interface 130 to select one or more target aircraft 307.

[0088] In step 440, a selection of an auto-follow option 210 that enables the navigation of the aircraft 105 to be controlled with respect to one or more target aircraft is received via the operator interface 130. Exemplary auto-follow options 210 can include a follow distance option 211, a follow altitude option 212, a follow lateral option 213, a follow time option 214, a follow offset option 215, and / or a follow formation option 216.

[0089] In step 450, a flight plan 184 is generated by the navigator system 180 to implement the auto-follow option 210 identified by the selection. In some embodiments, a first segment of the flight plan 184 may include an intercept path for placing the aircraft 105 at a location or position near at least one aircraft, and a second segment of the flight plan 184 may include a flight path that substantially matches the flight plan of at least one additional aircraft while taking into account adjustments of the selected auto-follow option 210 (e.g., adjustments for flying behind or lateral to at least one additional aircraft).

[0090] In step 460, the autopilot and autothrottle system 140 is controlled by the navigator system 180 to fly the aircraft 105 with respect to one or more target aircraft based at least in part on the flight plan 184 generated with respect to the automatic following option 210. For example, the autopilot and autothrottle system 140 can first navigate the aircraft along an intercept path and then along a flight path that substantially matches the flight path of at least one additional aircraft. The flight path of the at least one additional aircraft can be continuously monitored by the ADS-B system 170, and the flight plan 184 for the aircraft 105 can be updated to account for any detected changes.

[0091] As evidenced by the disclosure herein, the techniques of the invention described in this disclosure are grounded in aviation technology that overcomes existing problems in known aviation systems, including enhancing the functionality of legacy FMSs and addressing issues associated with implementing automated aircraft navigation control devices. The techniques described in this disclosure provide technical solutions (e.g., those that utilize an improved vehicle navigation system configuration and enhanced ADS-B information processing) to overcome the limitations associated with known techniques. This technology-based solution improves the accuracy and precision of the navigation system and demonstrates improvements to existing capabilities and functionality with an improved automated control system.

[0092] The techniques and solutions described in this disclosure can be applied to navigation systems for any type of aircraft (e.g., commercial airplanes, military airplanes, helicopters, airships, etc.). Appropriate adaptations or modifications can be incorporated to tailor these techniques and solutions to a particular type of aircraft.

[0093] Each of the components illustrated in FIG. 1 (including the Flight Management Computer (FMC) 110, the switching unit 120, the operator interface 130, the AP / AT system 140, the IGS 150, the Air Data Computer (ADC) 151, the AHRS 152, the positioning system 160, the ADS-B system 170, and the navigator system 180) can include one or more processing devices for performing their respective functions described herein. Each of these components can also include one or more computer storage devices for storing instructions for facilitating these and other functions, and the instructions can be executed by one or more processing devices.

[0094] The one or more processing devices can include one or more central processing units (CPUs), one or more microprocessors, one or more microcontrollers, one or more controllers, one or more Complex Instruction Set Computing (CISC) microprocessors, one or more Reduced Instruction Set Computing (RISC) microprocessors, one or more Very Long Instruction Word (VLIW) microprocessors, one or more Graphics Processing Unit (GPU), one or more digital signal processors, one or more Application Specific Integrated Circuits (ASIC), and / or any other type of processor or processing circuit capable of performing the desired functions.

[0095] One or more computer storage devices may include (i) non-volatile memory such as, for example, read-only memory (ROM) and / or (ii) volatile memory such as, for example, random access memory (RAM). The non-volatile memory may be removable and / or non-removable non-volatile memory. On the other hand, RAM may include dynamic RAM (DRAM), static RAM (SRAM), etc. Further, ROM may include mask-programmed ROM, programmable ROM (PROM), one-time programmable ROM (OTP), erasable programmable read-only memory (EPROM), electrically erasable programmable ROM (EEPROM) (e.g., electrically modifiable ROM (EAROM) and / or flash memory), etc.

[0096] In one embodiment, a method for controlling an aircraft navigation is provided. The method includes: a) receiving aircraft traffic information identifying at least one additional aircraft located in the vicinity of the aircraft by a broadcast automatic dependent surveillance (ADS-B) system introduced in the aircraft; b) providing the aircraft traffic information collected by the ADS-B system to a navigator system; c) displaying, by an operator interface coupled to the navigator system, the aircraft traffic information regarding at least one additional aircraft; d) receiving, by the operator interface coupled to the navigator system, an input identifying one or more target aircraft selected from the one or more additional aircraft; e) receiving, via the operator interface, a selection of an auto-follow option that enables the navigation of the aircraft to be controlled with respect to the one or more target aircraft; f) generating, by the navigator system, a flight plan for executing the auto-follow option identified by the selection; and g) using the navigator system to control an autopilot and an autothrottle system to fly the aircraft with respect to the one or more target aircraft based at least in part on the flight plan generated for the auto-follow option.

[0097] In one embodiment, an aircraft system is provided. The aircraft system includes: a) a broadcast automatic dependent surveillance (ADS-B) system configured to collect aircraft traffic information introduced within the aircraft and identifying at least one additional aircraft located in the vicinity of the aircraft; b) an operator interface configured to display aircraft traffic information regarding the at least one additional aircraft; c) an autopilot and autothrottle (AP / AT) system; and d) a navigator system coupled to the ADS-B system, the operator interface, and the AP / AT system, the navigator system being configured to control the navigation of the aircraft. The aircraft traffic information collected by the ADS-B system is provided to the navigator system, and the operator interface is configured to receive a selection of an auto-follow option that enables the navigation of the aircraft to be controlled with respect to one or more target aircraft. The navigator system is configured to generate a flight plan for executing the auto-follow option identified by the selection. The navigator system is configured to control the APT / AT system to fly the aircraft with respect to one or more target aircraft, at least in part based on the flight plan generated for the auto-follow option.

[0098] In one embodiment, another aircraft system is provided. The aircraft system includes: a) a flight management system (FMS) configured to control the navigation of the aircraft in a first control mode; b) a navigator system configured to control the navigation of the aircraft in a second control mode; c) a broadcast automatic dependent surveillance (ADS-B) coupled to the navigator system; d) an operator interface coupled to the navigator system; e) an autopilot and autothrottle (AP / AT) system coupled to the navigator system; and f) a switching unit coupled to the FMS and the navigator system. The switching unit is configured to transition the aircraft between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft. In the second control mode, the aircraft is configured with a required navigation performance (RNP) and a localizer performance with vertical guidance (LPV) capability. In the first control mode, the aircraft is not configured with RNP and LPV capabilities.

[0099] In one embodiment, another method is provided. The method includes: a) providing a flight management system (FMS) configured to control the navigation of an aircraft in a first control mode; b) providing a navigator system configured to control the navigation of the aircraft in a second control mode; and c) providing a switching unit coupled to the FMS and the navigator system. The navigator system is coupled to a broadcast automatic dependent surveillance - broadcast (ADS - B), an operator interface, and an autopilot and autothrottle (AP / AT) system coupled to the navigator system. The switching unit is configured to transition the aircraft between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft. In the second control mode, the aircraft is configured with required navigation performance (RNP) and localizer performance with vertical guidance (LPV) capabilities. In the first control mode, the aircraft is not configured with RNP and LPV capabilities.

[0100] Embodiments may include a computer program product accessible from a computer-usable or computer-readable medium providing program code for use by or in connection with a computer or any instruction execution system. The computer program product may store instructions for implementing the functionality of a navigation system and / or other components described herein. The computer-usable or computer-readable medium may include any device that stores, communicates, propagates, or transports a program for use by or in connection with an instruction execution system, apparatus, or device. The medium may be a magnetic, optical, electronic, electromagnetic, infrared, or semiconductor system (or apparatus or device) or a propagation medium. The medium may include computer-readable storage media such as semiconductor or solid state memory, magnetic tape, removable computer diskette, random access memory (RAM), read-only memory (ROM), rigid magnetic disk, and optical disk.

[0101] A data processing system suitable for storing and / or executing program code may include at least one processor directly or indirectly coupled to memory elements through a system bus. The memory elements may include local memory employed during actual execution of the program code, bulk storage, and cache memory that provides temporary storage of at least some program code to reduce the number of times the code is read from bulk storage during execution. Input / output or I / O devices (including, but not limited to, keyboards, displays, pointing devices, etc.) may be coupled to the system either directly or through intervening I / O controllers.

[0102] A network adapter can also be coupled to the system to enable the data processing system to be coupled to other data processing systems or storage devices through intervening private or public networks. Satellite transceivers, wireless transceivers, modems, and Ethernet (registered trademark) cards are just some of the currently available types of network adapters.

[0103] Although various novel features of the present invention have been shown, described, and pointed out as applied to its particular embodiments, it should be understood that various omissions, substitutions, and changes in the form and details of the systems and methods illustrated and exemplified herein can be made by those skilled in the art without departing from the spirit of the present invention. In particular, the steps in a method can, in many cases where such is appropriate, be performed in a different order. Those skilled in the art will recognize, based on the above disclosure and understanding of the teachings of the present invention, that the specific hardware and devices that are part of the systems described herein, and the general functionality provided thereby and incorporated therein, can vary in different embodiments of the present invention. Thus, the description of system components is for illustrative purposes to facilitate a full and complete understanding and appreciation of the various aspects and functionality of the particular embodiments of the present invention as realized in those system and method embodiments. Those skilled in the art will recognize that the present invention can be practiced beyond the embodiments presented and described herein for purposes of illustration and not limitation. Variations, modifications, and other implementations of the subject matter described herein can be conceived by those skilled in the art without departing from the spirit and scope of the present invention and its claims.

Claims

Claim 1 A method for controlling the navigation of an aircraft, the method comprising: Receiving aircraft traffic information identifying one or more additional aircraft located in the vicinity of the aircraft by a broadcast automatic dependent surveillance (ADS-B) system introduced into the aircraft; Providing the aircraft traffic information collected by the ADS-B system to a navigator system; Receiving, by an operator interface coupled to the navigator system, an input identifying one or more target aircraft selected from the one or more additional aircraft; Receiving, via the operator interface, a selection of an automatic following option that enables the navigation of the aircraft to be controlled with respect to the one or more target aircraft; Generating, by the navigator system, a flight plan for executing the automatic following option identified by the selection; Using the navigator system to control an autopilot and autothrottle (AP / AT) system to fly the aircraft with respect to the one or more target aircraft based at least in part on the flight plan generated for the automatic following option A method comprising. Claim 2 The method of claim 1, wherein the operator interface enables an operator to select from a plurality of automatic following options, each of the plurality of automatic following options enabling the aircraft to be controlled with respect to the one or more target aircraft in a different manner. Claim 3 The method of claim 2, wherein the operator interface includes an electronic flight instrument system (EFIS) display, a standby unit display, a flight management system control display unit, a multifunction control and display unit, or other display device included in the aircraft. Claim 4 The method of claim 1, wherein the automatic following option identified by the selection is a following distance option for following the one or more target aircraft behind the aircraft at a defined distance. Claim 5 The method of claim 1, wherein the automatic following option identified by the selection is a following altitude option for flying the aircraft above or below the one or more target aircraft at a defined distance. Claim 6 The method according to claim 1, wherein the automatic following option is a following side-by-side option for flying the aircraft horizontally adjacent to the one or more target aircraft.

7. The method according to claim 1, wherein the automatic following option is a following time option for causing the aircraft to follow behind the one or more target aircraft at a specified time interval.

8. The method according to claim 1, wherein the automatic following option is a following offset option for flying the aircraft with a three-dimensional offset relative to the one or more target aircraft.

9. The method according to claim 1, wherein the automatic following option is a following formation option that enables the aircraft to fly in a specified formation with the one or more target aircraft.

10. While operating the aircraft according to the automatic following option, the ADS-B system continuously monitors the aircraft traffic information regarding the one or more target aircraft, and the navigator system adjusts the control of the autopilot and autothrottle systems based on changes in the aircraft traffic information regarding the one or more target aircraft. The method according to claim 1.

11. The aircraft includes a flight management system (FMS) and a switching unit, The switching unit enables an operator to switch between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft. The method according to claim 1.

12. In the second control mode, the aircraft is configured with required navigation performance (RNP), localizer performance with vertical guidance (LPV), and ADS-B capability, In the first control mode, the aircraft is not configured with the RNP, LPV, and ADS-B capability. The method according to claim 11.

13. An aircraft system, wherein the aircraft system A broadcast-type automatic dependent surveillance (ADS-B) system introduced into the aircraft and configured to collect aircraft traffic information for identifying at least one additional aircraft located in the vicinity of the aircraft, An operator interface configured to display the aircraft traffic information regarding the at least one additional aircraft. An autopilot and autothrottle (AP / AT) system, and the ADS-B system, the operator interface, and a navigator system coupled to the AP / AT system comprising: the aircraft traffic information collected by the ADS-B system is provided to the navigator system, the operator interface is configured to receive an input identifying one or more target aircraft selected from the one or more additional aircraft identified by the ADS-B system, the operator interface is configured to receive a selection of an auto-follow option that enables the navigation of the aircraft to be controlled with respect to the one or more target aircraft, the navigator system is configured to generate a flight plan for executing the auto-follow option identified by the selection, the navigator system is configured to control the AP / AT system to pilot the aircraft with respect to the one or more target aircraft, at least in part based on the flight plan generated for the auto-follow option, an aircraft system.

14. The operator interface enables an operator to select from a plurality of auto-follow options, each of the plurality of auto-follow options enabling the aircraft to be controlled with respect to the one or more target aircraft in a different manner, the aircraft system according to claim 13.

15. The auto-follow option identified by the selection is a follow distance option that causes the aircraft to follow behind the one or more target aircraft at a defined distance, a follow altitude option that causes the aircraft to fly above or below the one or more target aircraft at a defined distance, or a follow time option that causes the aircraft to follow behind the one or more target aircraft at defined time intervals comprising the aircraft system according to claim 13.

16. The auto-follow option identified by the selection includes a follow side-by-side option that causes the aircraft to fly horizontally adjacent to one or more target aircraft, the aircraft system according to claim 13.

17. The auto-follow option identified by the selection is A follow - offset option for flying the aircraft in a three - dimensional offset relative to the one or more target aircraft, or A follow - formation option that enables the aircraft to fly in a specified formation with the one or more target aircraft The aircraft system according to claim 13, comprising

18. While operating the aircraft according to the automatic following option, the ADS - B system continuously monitors the aircraft traffic information regarding the one or more target aircraft, and the navigator system adjusts the control of the autopilot and autothrottle systems based on changes in the aircraft traffic information regarding the one or more target aircraft. The aircraft system according to claim 13.

19. The aircraft includes a flight management system (FMS) and a switching unit, The switching unit enables an operator to switch between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft. The aircraft system according to claim 13.

20. In the second control mode, the aircraft is configured with Required Navigation Performance (RNP), Localizer Performance with Vertical Guidance (LPV), and ADS - B capabilities, In the first control mode, the aircraft is not configured with the RNP, LPV, and ADS - B capabilities. The aircraft system according to claim 19.

21. An aircraft system, the aircraft system comprising A flight management system (FMS) configured to control the navigation of the aircraft in a first control mode, A navigator system configured to control the navigation of the aircraft in a second control mode, Broadcast Automatic Dependent Surveillance - Broadcast (ADS - B) coupled to the navigator system, An operator interface coupled to the navigator system, An autopilot and autothrottle (AP / AT) system coupled to the navigator system, and A switching unit coupled to the FMS and the navigator system Comprising The switching unit is configured to shift the aircraft between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft, In the second control mode, the aircraft is configured with a localizer performance (LPV) capability with required navigation performance (RNP) and vertical guidance, In the first control mode, the aircraft is an aircraft system not configured with the RNP and the LPV capability. **Claim 22** The navigator system and the ADS-B system are included in an integrated guidance system (IGS), The IGS further includes at least one air data computer (ADC) coupled to the navigator system, The aircraft system according to claim 21, wherein the IGS further includes at least one positioning system coupled to the navigator system. **Claim 23** The IGS is introduced after the FMS is introduced into the aircraft, and the IGS upgrades the aircraft using the RNP and the LPV capabilities. The aircraft system according to claim 22. **Claim 24** In the second control mode, the navigator system utilizes flight information obtained from the ADS-B system to execute one or more auto-follow options. The aircraft system according to claim 21. **Claim 25** The one or more auto-follow options are a follow distance option to follow behind one or more target aircraft at a defined distance from the aircraft, a follow altitude option to fly the aircraft at a defined distance above or below one or more target aircraft, a follow side-by-side option to fly the aircraft side-by-side with one or more target aircraft, a follow time option to follow behind one or more target aircraft at defined time intervals from the aircraft, a follow offset option to fly the aircraft with a three-dimensional offset relative to one or more target aircraft, or a follow formation option that enables the aircraft to fly in a specified formation with one or more target aircraft The aircraft system according to claim 24, including. **Claim 26** The operator interface is configured to display aircraft traffic information from the ADS-B system, The aircraft traffic information identifies at least one additional aircraft located in the vicinity of the aircraft, The operator interface is configured to receive a selection of a target aircraft selected from the at least one additional aircraft, The aircraft system according to claim 21, wherein the operator interface is configured to receive a second selection of an auto-follow option that enables automated control of the aircraft with respect to the target aircraft.

27. The navigator system is configured to generate a flight plan for executing the auto-follow option identified by the selection, The aircraft system according to claim 26, wherein the navigator system is configured to control an autopilot and an autothrottle (AP / AT) system to pilot the aircraft with respect to the target aircraft based at least in part on the flight plan generated for the auto-follow option.

28. While operating the aircraft according to the auto-follow option, the ADS-B system continuously monitors flight information regarding the target aircraft, and the navigator system adjusts the control of the AP / AT system based on changes in the flight information regarding the target aircraft. The aircraft system according to claim 27.

29. A method, the method comprising: Providing a flight management system (FMS) configured to control the navigation of an aircraft in a first control mode; Providing a navigator system configured to control the navigation of the aircraft in a second control mode, the navigator system being coupled to a broadcast automatic dependent surveillance (ADS-B), an operator interface, and an autopilot and autothrottle (AP / AT) system; Providing a switching unit coupled to the FMS and the navigator system; Including The switching unit is configured to transition the aircraft between a first control mode that utilizes the FMS to control the navigation of the aircraft and a second control mode that utilizes the navigator system to control the navigation of the aircraft. In the second control mode, the aircraft is configured with Required Navigation Performance (RNP) and Localizer Performance with Vertical guidance (LPV) capabilities, In the first control mode, the aircraft is not configured with the RNP and the LPV capabilities, a method.

30. The navigator system and the ADS-B system are included in an Integrated Guidance System (IGS), The IGS further includes at least one Air Data Computer (ADC) coupled to the navigator system, The method according to claim 29, wherein the IGS further includes at least one positioning system coupled to the navigator system.

31. The method according to claim 29, further comprising introducing the IGS into the aircraft after the FMS is introduced into the aircraft, the IGS upgrading the aircraft using the RNP and the LPV capabilities.

32. In the second control mode, the navigator system utilizes flight information obtained from the ADS-B system to execute one or more auto-follow options, the method according to claim 29.

33. The one or more auto-follow options are A follow distance option to cause the aircraft to follow behind one or more target aircraft at a defined distance, A follow altitude option to cause the aircraft to fly at a defined distance above or below one or more target aircraft, A follow side-by-side option to cause the aircraft to fly side-by-side with one or more target aircraft, A follow time option to cause the aircraft to follow behind one or more target aircraft at defined time intervals, A follow offset option to cause the aircraft to fly with a three-dimensional offset relative to one or more target aircraft, or A follow formation option to enable the aircraft to fly in a specified formation with one or more target aircraft The method according to claim 32, comprising.

34. The operator interface is configured to display aircraft traffic information from the ADS-B system, The aircraft traffic information identifies at least one additional aircraft located in the vicinity of the aircraft, The operator interface is configured to receive a selection of a target aircraft selected from the at least one additional aircraft, The method according to claim 33, wherein the operator interface is configured to receive a selection of an auto-follow option that enables automated control of the aircraft with respect to the target aircraft.

35. The navigator system is configured to generate a flight plan for executing the auto-follow option identified by the selection, The method according to claim 34, wherein the navigator system is configured to control an autopilot and an autothrottle (AP / AT) system to fly the aircraft with respect to the target aircraft, based at least in part on the flight plan generated for the auto-follow option.

36. While operating the aircraft according to the auto-follow option, the ADS-B system continuously monitors the flight information regarding the target aircraft, and the navigator system adjusts the control of the AP / AT system based on changes in the flight information regarding the target aircraft. The method according to claim 35.

Images