US-12626605-B1 - Flight assistant

US12626605B1US 12626605 B1US12626605 B1US 12626605B1US-12626605-B1

Abstract

A system and apparatus for determining the best course of action at any particular point inflight. The system determines current aircraft configuration against an expected aircraft configuration to detect configuration errors, and then utilizes configuration errors and error trends to manage aircraft configuration and mission operation. The system may divert the aircraft to the best available landing sites or reconfigure the aircraft to resolve configuration errors. In an emergency the system may safely land the aircraft.

Inventors

Sean Patrick Suiter
Richard Andrew Kruse

Assignees

OTTO AERO COMPANY

Dates

Publication Date: 20260512
Application Date: 20211207

Claims (20)

1 . An aircraft, comprising: (a) at least one sensor configured to report one or more of a position, an attitude, or an altitude; (b) an autopilot for altering a performance setting of an aircraft component, the performance setting associated with at least one of landing gear, flaps, rudder, ailerons, or spoilers; and (c) one or more processors configured to: (1) determine at least one current aircraft configuration based on at least one of a position, an attitude, or an altitude, the current aircraft configuration associated with at least one performance setting of the aircraft component; (2) compare the at least one current aircraft configuration to at least one expected aircraft configuration; (3) detect at least one configuration error associated with the comparing, wherein said at least one configuration error is associated with one or more of a climb/descent gradient, a gear position, a control surface position, or a pitot/static pitch/bank disagreement; (4) direct said autopilot to reduce said at least one configuration error by adjusting the at least one performance setting; and (5) trigger at least one emergency procedure, each emergency procedure comprising automatically: determining a suitability of each of a plurality of alternate landing sites; selecting a first alternate landing site for the aircraft based on the determined suitability: creating a route from a current position of the aircraft to the first alternate landing site; instructing the autopilot to cause the aircraft to traverse the route; reevaluating the suitability of the first alternate landing site based on at least weather conditions; and if the suitability of the first alternate landing site changes based on at least the weather conditions: selecting a second alternate landing site; creating a new route to the second alternate landing site; and instructing the autopilot to cause the aircraft to traverse the new route.
2 . The aircraft of claim 1 , wherein said one or more processors are configured to: determine a viability of at least one current mission of the aircraft based on the current aircraft configuration; and alter one or more operations of the aircraft via the at least one aircraft component.
3 . The aircraft of claim 1 , wherein said one or more processors are configured to: determine a landing solution for at least one category of emergency for a flight plan (mission) selected from the group including (1) land immediately, (2) land as soon as possible, or (3) land as soon as practicable; and direct the autopilot in executing the determined landing solution.
4 . The aircraft of claim 1 , wherein the one or more processors are configured to determine a rate of change of the at least one configuration error.
5 . The aircraft of claim 4 , wherein the one or more processors are configured to announce the current aircraft configuration based on at least one of the determined configuration error or the determined rate of change.
6 . The aircraft of claim 1 , wherein the at least one sensor is a first sensor and the one or more processors are further configured to: (a) receive, via at least one second sensor, flight environment information including at least one of traffic data, weather data, wind data, flight plan data, terrain data, airport data, traffic control data, a ground-based signal, a space-based signal, or an arrival pattern; and (b) detect the at least one configuration error based on at least said flight environment information.
7 . The aircraft of claim 6 , wherein the one or more processors are configured to respond to the at least one configuration error by at least one of: executing a configuration change via the at least one aircraft component; executing a course correction via the at least one aircraft component; or executing a landing at an alternate landing site.
8 . The aircraft of claim 1 , wherein said performance setting is associated with a flight segment; and wherein the flight segment includes at least one of takeoff, climb, cruise, enroute, descent, approach, or landing.
9 . The aircraft of claim 1 , wherein the one or more processors are configured to determine mission viability by determining at least one energy state associated with the aircraft.
10 . The aircraft of claim 9 , wherein the one or more processors are configured to determine at least one reachable range associated with one or more alternative landing sites based on one or more of the current aircraft configuration, the aircraft position, the flight environment information, or the energy state of the aircraft.
11 . The aircraft of claim 10 , further comprising: at least one display unit communicatively coupled to the control system and proximate to an operator of the aircraft, the display unit configured to: (a) display one or more of the aircraft position, an alternate landing site, or at least one shape corresponding to the reachable range; and (b) accept control input from the operator, the control input including a selection of the one or more alternate landing sites.
12 . The aircraft of claim 1 , wherein: the one or more processors are further configured to trigger the at least one emergency procedure at least partially in response to the detection of the configuration error; and wherein the procedure further includes causing the aircraft to change altitude.
13 . The aircraft of claim 1 , further comprising: an aircraft flight control; and a display; and wherein the one or more processors are further configured to: (1) determine the at least one expected aircraft configuration based on at least one of user acknowledgement, user response time, aircraft altitude, aircraft attitude, or aircraft airspeed, wherein the at least one expected aircraft configuration is associated with at least one second performance setting of the aircraft component; (2) reconfigure the aircraft to a safe configuration where at least one of: a user has failed to timely acknowledge an interface request, the aircraft has proceeded outside an expected operation area, or the aircraft is proceeding to at least one of a position, altitude, attitude, or airspeed dangerous to the aircraft; and (3) monitor total energy as a function of at least one of the altitude, the airspeed, or thrust to determine the one or more alternate landing site options within range of a current position.
14 . The aircraft of claim 13 , wherein the display is further configured for displaying at least one of: the ability of the aircraft to reach the selected alternate landing site; a range radius; the optimal engine-out/zero-thrust glide distance achievable; the optimal glide distance affected by at least one of atmospheric conditions or pilot proficiency; or at least one alternate flight path based on adverse weather conditions.
15 . The aircraft of claim 13 , further comprising an alternate landing site selector including memory storing data including aircraft best glide speed, said memory including a database exported for use by at least one of a given flight, pilot, or aircraft.
16 . The aircraft of claim 13 , wherein the one or more processors are further configured to direct said autopilot to manipulate said aircraft flight control through at least a portion of said flight path within said aircraft flight envelope parameters.
17 . The aircraft of claim 16 , wherein the one or more processors are further configured to direct the autopilot in a series of control inputs calculated to safely secure the aircraft on the ground.
18 . A method for determining an aircraft configuration during a flight, comprising: (a) determining at least one current aircraft configuration of an aircraft from at least one of aircraft position over time, aircraft altitude over time, or at least one sensor of the aircraft, wherein the current aircraft configuration is associated with at least one performance setting of the aircraft; (b) determining at least one expected aircraft configuration based at least in part on a current aircraft flight segment associated with the flight; (c) comparing said at least one current aircraft configuration with said expected aircraft configuration; (d) determining at least one configuration error resulting from said comparison; (e) receiving flight environment information including at least one of traffic data, weather data, wind data, flight plan, terrain data, airport data, aircraft data, air traffic control, ground signal, space based signal, or arrival pattern; (f) determining a viability of at least one current mission associated with the aircraft; (g) if said current mission is not viable, altering one or more operations of the aircraft via a control system of the aircraft based on the at least one determined configuration error; (h) triggering at least one emergency procedure, each emergency procedure comprising automatically: determining a suitability of each of a plurality of alternate landing sites; selecting a first alternate landing site for the aircraft based on the determined suitability; creating a route from a current aircraft position to the first alternate landing site; directing the control system to cause the aircraft to traverse the route; reevaluating the suitability of the first alternate landing site based on at least the weather data; and if the suitability of the first alternate landing site changes based on at least the weather data: selecting a second alternate landing site; creating a new route to the second alternate landing site; and directing the control system to cause the aircraft to traverse the new route.
19 . The method of claim 18 , further comprising determining at least one current aircraft flight segment based on at least one of the aircraft altitude, the aircraft attitude, airspeed, time since departure, time to fix, time to arrival, or the aircraft position.
20 . The method of claim 18 , wherein said aircraft altitude further comprises at least one of an Above Ground Level (AGL) altitude or a Mean Sea Level (MSL) altitude.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS The present application claims priority under 35 U.S.C. 120 to the following U.S. Non-Provisional Applications: U.S. Non-Provisional Ser. No. 17/492,448 filed on 1 Oct. 2021; U.S. Non-Provisional Ser. No. 17/478,821 filed on 17 Sep. 2021; and U.S. Non-Provisional application Ser. No. 17/478,807 filed on 17 Sep. 2021; which are continuations of U.S. Non-Provisional application Ser. No. 16/673,725 filed on 4 Nov. 2019; said Ser. No. 16/673,725 filed on 4 Nov. 2019 was a continuation of U.S. Non-Provisional application Ser. No. 15/152,437 filed on 11 May 2016; said Ser. No. 15/152,437 filed on 11 May 2016 was a divisional of U.S. Non-Provisional application Ser. No. 13/831,398 filed Mar. 14, 2013 which claims priority under 35 U.S.C. 119 (e) to U.S. Non-Provisional Application of U.S. Provisional Application Ser. No. 61/754,522 filed on 18 Jan. 2013; U.S. Provisional Application Ser. No. 61/750,286 filed on 8 Jan. 2013; and U.S. Provisional Application Ser. No. 61/747,051 filed on 28 Dec. 2012. All of said patents and applications are hereby incorporated in their entirety by this reference. TECHNICAL FIELD The present invention is generally related to aircraft and more specifically to a system and apparatus for monitoring a plurality of flight conditions and parameters, and on a condition selectively suggesting either a new flight profile or assuming flight control and then flying the suggested flight profile. BACKGROUND Whether flying a piston-powered personal craft or a multi-engine commercial jet, pilots are taught the same general priorities in emergency situations: aviate, navigate, and communicate—in that order. The pilot's first duty is self-evident: to fly the aircraft. To successfully do so requires the continual processing of a vast amount of data received via any number of different sources. During flight operations a pilot may be confronted with the loss of an engine on takeoff. In such a situation the pilot must immediately decide the safest option for the particular altitude and set of flight conditions, e.g., whether to: (a) turn approximately 180° and make a tail-wind landing; (b) turn at least 270° and re-land; (c) crash straight ahead; or (d) limp or glide to another nearby airport. Altitude, position, aircraft performance, terrain, atmospheric and weather conditions, and pilot capability dictate the safest option. A pilot's options increase with altitude, performance, and the availability of landing sites (each providing different services). The pilot's options are inversely proportional to the severity of the emergency. Autopilot, automated navigation and GPS systems have significantly increased the information available to pilots. More information, however, means more potential calculations for the pilot to make, more options to consider, and more information to filter. Other than destination, most of this information is dynamic, for example, position (including attitude), traffic, and weather (including wind speed and direction-both vary by altitude and heading). The pilot must balance the ongoing assessment of this continual stream of data (information) while aviating, navigating, and communicating. Unexpected conditions must be assessed and acted upon decisively and correctly. Depending on criticality, options narrow as time passes. Once a decision is made, the die is substantially cast. These informational processing factors are complicated when conditions are less than ideal. Available information may not be complete or accurate. For example, a pilot climbing after takeoff over unfamiliar terrain experiencing an emergency is likely 1) aware that the airport runway lies only a few miles behind, and 2) aware of the vague location of additional airfields nearby in possibly deteriorating weather. In this example the pilot may not be aware, however, that an open field (or road or the like) a few miles distant would be a better emergency landing site, in that it would be more likely to be reached with altitude and time to execute a stabilized approach. An emergency complicates these factors, and the corresponding pressure on the pilot, even further. The means of propulsion or other onboard systems may fail, making a safe landing simultaneously more urgent and more difficult to execute. A structural failure, cabin depressurization, or onboard medical emergency may occur, requiring the pilot to rapidly divert from the initial flight plan and find an alternative landing site (ALS). Emergency conditions add yet another degree of difficulty to the already complex responsibilities of piloting. Therefore, a need exists for a system and method to aid the pilot of a distressed aircraft, thereby reducing pilot workload, the number of decisions based on inaccurate data, and the potential loss of life and property. SUMMARY The present invention relates to a system and apparatus for assisting pilots (flight crews) in determining the best option at successive point