Embodiments of the inventive concepts disclosed herein relate generally to aircraft
takeoffs. More particularly, embodiments of the inventive concepts disclosed herein relate to
rejected aircraft takeoffs.
[0002] During an aircraft take off, the aircraft can experience various failures. For example,
one or more engines may fail, the aircraft may be struck by an object (e.g., a bird), or other
possible failures. When the aircraft experiences the failure, a pilot must make a quick decision to
continue taking off or aborting the takeoff. If the pilot does not act fast enough, the aircraft may
run out of runway length and fail to stop on the runway or fail to take off before reaching the end
ofthe runway. A particular speed ofthe aircraft, referred to as VI speed, defines the critical
speed that a pilot uses to determine whether to take off or abort the takeoff. Before VI speed is
reached, failures (e.g., a single engine failure) should cause the pilot to abort the takeoff.
However, after VI speed, even if a failure occurs, the pilot should continue to takeoff. When a
failure occurs just before, or immediately at, or after VI speeds, pilots must make quick
decisions to avoid disaster.
[0003] The decision to continue a takeoff or abort at takeoff may depend on a pilot's personal
experience and his quick assessment of a failure event situation. It may take two to five seconds
for the pilot to assess a failure event and execute a decision to abort or continue a takeoff. Even
if the failure occurs before reaching VI speed, by the time the pilot makes the decision to abort
the takeoff, the aircraft may have already crossed the VI speed. Any wrong decision at this
moment could be catastrophic. Approximately 55% of rejected takeoffs are initiated after
crossing VI, which is dangerous.
[0004] In most cases, the captain determines, before taking off, the various V speeds (e.g., V1
speed) for the aircraft. If a failure event occurs before the aircraft reaches VI speed, the captain
informs a co-pilot to execute the takeoff abort which can take one to two seconds. The co-pilot
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and/or captain can bring back the thrust lever, apply brakes, and revers thrust to bring the aircraft
to complete stop. If the decision is made to continue with the takeoff, the pilot can continue
taking off and circle back to land safely.
SUMMARY
(0005] In one aspect, the inventive concepts disclosed herein are directed to an automated takeoff
system for an aircraft. The system includes an automated braking system configured to cause
the aircraft to stop. The system includes a processing circuit configured to determine whether
the speed of the aircraft is less than a VR speed and determine whether an aircraft failure event
has occurred. The processing circuit is configured to determine whether to abort the takeoff or
continue the takeoff in response to determining that the speed of the aircraft is less than the VR
speed and that the aircraft failure event has occurred and cause the automated braking system to
stop the aircraft in response to determining to abort the takeoff.
(0006] In some embodiments, the processing circuit is configured to determine whether the
aircraft includes the automated braking system and causing the braking system to stop the
aircraft in response to determining to abort the takeoff and in response to determining that the
aircraft includes the automated braking system.
[0007] In some embodiments, the processing circuit is configured to determine whether to
abort the takeoff or continue the takeoff based on the speed of the aircraft and a remaining
runway length.
[0008] In some embodiments, the processing circuit is configured to determine whether the
speed of the aircraft is less than the V 1 speed and determine to abort the takeoff in response to
determining that the speed of the aircraft is less than the VI speed and that the aircraft failure
event has occurred.
[0009] In some embodiments, the processing circuit is configured to receive input from a pilot
and input from one or more avionics systems of the aircraft and determine the VR speed based
on the input from the pilot and the input from the one or more avionics system of the aircraft.
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[0010] In some embodiments, the input from the pilot and the input from the one or more
avionics systems includes a runway length, an aircraft weight, and weather conditions.
[0011] In some embodiments, the processing circuit is configured to cause the automated
braking system to stop the aircraft by causing thrusters of the aircraft to be reversed and aircraft
brakes to be applied.
[0012] In some embodiments, system includes an audio system configured to play audible
instructions to the pilot, the instructions include an audio message indicating that the pilot should
abort the takeoff and another audio message indicating that the pilot should continue the takeoff.
[0013] In some embodiments, the processing circuit is configured to cause the audio system to
play the audio message indicating that the pilot should abort the takeoff in response to abort the
takeoff and cause the audio system to play the audio message indicating that the pilot should
continue the take the takeoff in response to continue the takeoff.
[0014] In some embodiments, the system further includes a lighting system configured to
illuminate a first color or a second color indicating to the pilot whether to continue takeoff or
abort takeoff. Ins some embodiments, the processing circuit is configured to cause the lighting
system to illuminate the first color in response to determining to abort the takeoff and cause the
lighting system to illuminate the second color in response to determining to continue the takeoff.
[0015] In another aspect, the inventive concepts disclosed herein are directed to a method for
An method for automated take-off for an aircraft. The method includes detennining whether the
speed of the aircraft is less than a VR speed and determining whether an aircraft failure event has
occurred. The method further includes determining whether to abort the takeoff or continue the
takeoff in response to determining that the speed of the aircraft is less than the VR speed and that
the aircraft failure event has occurred and causing an automated braking system to stop the
aircraft in response to determining to abort the takeoff.
[0016] In some embodiments, the method includes determining whether the aircraft includes
the automated braking system and causing the braking system to stop the aircraft in response to
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determining to abort the takeoff and in response to determining that the aircraft includes the
automated braking system.
[0017] In some embodiments, the method includes determining whether to abort the takeoff or
continue the takeoff is based on the speed of the aircraft and a remaining runway length.
[0018] In some embodiments, the method includes determining whether the speed of the
aircraft is less than the VI speed and determining to abort the takeoff in response to determining
that the speed of the aircraft is less than the VI speed and that the aircraft failure event has
occurred.
[0019] In some embodiments, the method includes receiving input from a pilot and input from
one or more avionics systems of the aircraft and determining the VR speed based on the input
from the pilot and the input from the one or more avionics system of the aircraft.
[0020] In some embodiments, the input from the pilot and the input from the one or more
avionics systems includes a runway length, an aircraft weight, and weather conditions.
[0021] In some embodiments, causing the automated braking system to stop the aircraft
includes causing thrusters of the aircraft to be reversed and aircraft brakes to be applied.
[0022] In some embodiments, the method further includes causing an audio system to play the
audio message indicating that the pilot should abort the takeoff in response to determining to
abort the takeoff and causing the audio system to play the audio message indicating that the pilot
should continue the take the takeoff in response to continue the takeoff.
[0023] In another aspect, the inventive concepts disclosed herein are directed to an automated
take-off system for an aircraft. The system includes an automated braking system configured to
cause the aircraft to stop. The system includes a processing circuit configured to receive input
from a pilot and input from one or more avionics systems of the aircraft. The processing circuit
is configured to determine a VR speed based on the input from the pilot and the input from the
one or more avionics system of the aircraft and determine whether the speed of the aircraft is less
than the VR speed. The processing circuit is configured to determine whether an aircraft failure
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event has occurred and determine whether to abort the takeoff or continue the takeoff based on
the speed of the aircraft and a remaining runway length in response to determining that the speed
of the aircraft is less than the VR speed and that the aircraft failure event has occurred. The
processing circuit is configured to cause the automated braking system to stop the aircraft in
response to determining to abort the takeoff.
[0024] In some embodiments, the processing circuit is configured to cause an audio system to
play the audio message indicating that the pilot should abort the takeoff in response to abort the
takeoff and cause the audio system to play the audio message indicating that the pilot should
continue the take the takeoff in response to continue the takeoff.
(0025] In some embodiments, the processing circuit is configured to determine whether to
abort the takeoff or continue the takeoff based on the speed of the aircraft and a remaining
runway length by determining a stopping distance of the aircraft based on at least the speed of
the aircraft, determining the remaining runway length, comparing the stopping distance to the
remaining runway length, determining to continue the takeoff in response to determining, based
on the comparison, that the stopping distance is greater than the remaining runway length, and
determining to abort the takeoff in response to detennining, based on the comparison, that the
stopping distance is not greater than the remaining runway length.
BRIEF DESCRIPTION OF THE DRAWINGS
[0026] Implementations of the inventive concepts disclosed herein may be better understood
when consideration is given to the following detailed description thereof. Such description
makes reference to the annexed drawings, which are not necessarily to scale, and in which some
features may be exaggerated and some features may be omitted or may be represented
schematically in the interest of clarity. Like reference numerals in the figures may represent and
refer to the same or similar element, feature, or function. In the drawings:
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[0027] FIG. lA is a graph illustrative failure events which contribute to aborting a takeoff
procedure of an aircraft according to exemplary aspects of the inventive concepts disclosed
herein;
[0028] FIG. IBis a perspective view schematic drawing of an aircraft taking off from a
runway with VI, VR, and V2 speeds marked according to exemplary aspects of the inventive
concepts disclosed herein;
[0029] FIG. 2A is a perspective view schematic drawing of an aircraft with an automated
rejection take-off (RTO) system taking off from a runway with VI, VR, and V2 speeds marked
in addition to a failure event and the total accelerate-go distance according to exemplary aspects
of the inventive concepts disclosed herein;
(0030] FIG. 2B is a perspective view schematic drawing of the aircraft with the automated
RTO system taking off from a runway with Vl, VR, and V2 speeds marked in addition to a
failure event and the total accelerate-stop distance according to exemplary aspects of the
inventive concepts disclosed herein;
[0031] FIG. 3 is a set of perspective view schematic drawings of the aircraft taking off and
aborting takeoffs with one engine inoperative (OEI) and all engines operative (AEO) according
to exemplary aspects of the inventive concepts disclosed herein;
[0032] FIG. 4 is a block diagram of the automated RTO system of the aircraft of FIGS. 2-3
shown in greater detail according to exemplary aspects of the inventive concepts disclosed
herein;
[0033] FIG. 5A is a flow chart of a process for notifYing a pilot of the speeds of the aircraft of
Fl G. 1 that can be performed by the automated R TO system, according to the inventive concepts
disclosed herein;
[0034] FIG. 5B is a flow chart of a process for notifYing a pilot whether to abort or continue a
takeoff that can be performed by the automated RTO system, according to the inventive concepts
disclosed herein;
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[0035] FIG. 6A is a flow chart of a process for determining whether to take-off or abort a takeoff
when a failure occurs before reaching VR speed that can be performed by the automated
RTO system, according to the inventive concepts disclosed herein;
[0036] FIG. 6B is a flow chart of a process for determining whether to take-off or abort a takeoff
based on a stopping distance of the aircraft, according to the inventive concepts disclosed
herein;
[0037] FIG. 7 is a chart of stopping speeds for the aircraft, according to the inventive concepts
disclosed herein.
DETAILED DESCRIPTION
[0038] Before describing in detail the inventive concepts disclosed herein, it should be
observed that the inventive concepts disclosed herein include, but are not limited to, a novel
structural combination of data/signal processing components, sensors, and/or communications
circuits, and not in the particular detailed configurations thereof. Accordingly, the structure,
methods, functions, control and arrangement of components, software, and circuits have, for the
most part, been illustrated in the drawings by readily understandable block representations and
schematic diagrams, in order not to obscure the disclosure with structural details which will be
readily apparent to those skilled in the art, having the benefit of the description herein. Further,
the inventive concepts disclosed herein are not limited to tbe particular embodiments depicted in
the exemplary diagrams, but should be construed in accordance with the language in the claims.
[0039] Referring generally to the Fl G URES, a take-off system is shown for an aircraft that is
configured to aid a pilot in determining when to continue or abandon a runway take-off attempt
according to the inventive concepts disclosed herein. As an aircraft takes off from a runway,
various aircraft faults of malfunctions may occur. For example, one or more of the engines of
the aircraft may break and/or stop functioning. For example, a bird may fly into one of the
engines. Further, one of the wheels of the aircraft may break. For this reason, quick decision
making is required by a pilot to avoid catastrophe when the aircraft experiences a malfunction.
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The quick decision making, guidance, and automated aircraft stopping can be provided by the
automated RTO system described herein.
[0040] A pilot can enter various information (e.g., aircraft weigbt, runway length, etc.) into the
automated R TO system prior to taking off. The automated R TO system can determine various V
speeds (e.g., VI speed, VR speed, V2 speed) based on the information provided by the pilot.
The automated RTO system can be configured to determine an accelerate to stop distance based
on the inputs and a current state of the Aircraft.
[0041] Based on the determinations, the automated RTO system can be configured to provide,
via an audio system, an annunciation message to the pilot instructing the pilot to continue a
takeoff or abort a takeoff. The automated RTO system can make the determination based on the
inputs, aircraft current state, and available runway length in 1/10 of a second. The automated
RTO system can save 2-4 seconds of crucial time which will help Pilot to focus on the execution
of the decision determined by the automated R TO system.
[0042] In the case that an automated braking system is present and a decision has been made
by the automated R TO to abort a takeoff, the automated RTO system can be configured to cause
the automated braking system to set a thrust lever to ideal and apply both brakes with reverse
thrust on to bring the aircraft to a stop. If no automated braking system is present, the automated
RTO system can be configured to enunciate a "No Go" decision in 1/10 of a second. The pilot
can then pull the thrust lever to ideal and apply both brakes with revers thrust till the aircraft
comes to complete Stop. This action may take around 1-2 second. Further, if the pilot fails to
correctly perform the procedure for aborting a takeoff, the automated RTO system may warn the
pilot of the pilot's mistake.
[0043] Jn approximately 55% of RTO events (Rejected Take Off events), the decision to abort
the takeoff is made by a pilot after the aircraft passes VI speed. At VI speed, a pilot should have
already made the decision whether to take off or not take off. To avoid poor decision making
when rejecting a take-off, an automated rejection takeoff system can be used, as described herein
according to various exemplary embodiments of the inventive concepts. The automated RTO
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system can be configured to facilitate safe decision making with aircraft automation to assist a
pilot in deciding whether or not to abort or continue a takeoff. The automated RTO system can
be configured to provide annunciation messages in case of any safety issue is encountered during
takeoff which may lead to any catastrophe. The automated R TO system can be configured to
integrate and/or include an automated breaking system, which can be used to abort a takeoff.
Further, the automated RTO system can be configured to integrate and/or be a part of any flight
management system (FMS),
[0044] The automated RTO system can be configured to determine whether or not to abort a
take-off when failure events occur e.g., one engine inoperative (OEI), a tire failure, wrong
configuration of aircraft, and/or any over failure condition. This can help pilot to focus on
performing the right action by saving decision making time, which could be anything from 2-5
seconds. Evety second lost during takeoff can cause a failure event to become increasingly
critical. The automated R TO system can aid the pilot in making the correct decision to continue
a takeoff or abort a takeoff based on various attributes in a short amount of time e.g., 1/10 of
second, and can use more precise information that available to a pilot.
[0045] Regarding RTOs, there may be as many as one RTO per 3,000 takeoffs. Further, there
may be one RTO overrun accident per 4,500,000 takeoffs. Out of 97 failure events that occur
during takeoff, approximately 21 are due to an engine failure. Deciding whether to continue a
takeoff or abort a takeoff may be a stressful decision for a pilot to make due to the necessity to
make the decision in a fraction of a second. In many cases, a decision to continue a takeoff or
abort a takeoff is be considered "successful" if it does not result in injuty to passengers or
airplane damage. However, just because a takeoff is "successful" by this definition does not
mean the action wasthe"best" that could have been taken. The use of the automated RTO
system can help the pilot make the best decision possible when deciding whether to continue or
abort a takeoff.
[0046] In some cases, a test pilot is aware of an RTO situation during certification but a line
pilot does not know when an R TO situation may occur which can build stress and lead to poor
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decision making. RTO overrun accidents principally come from approximately 2% of the RTOs
that are High speed above 120 knots. This means that most takeoffs can be avoided if a pilot
makes the correct decision on time. The automated RTO system can be configured to assist the
pilot in making the correct decision on time.
[004 7] In certification flight tests, the average demonstrated time for the test pilot to apply
maximum braking, i.e., bring the thrust leavers to idle and raise the speed breaks, is about one
second. The regulations acknowledge that a line pilot does not know when or if a reject will
occur so an additional two seconds distance allowance is added for pilots to decide whether to
continue a takeoff or abort a takeoff. This additional allowance may be provided to give the line
pilot adequate distance to get the airplane into the full stopping configuration, not to give
additional time for the Go/No Go decision. The quick decisions made by the automated RTO
system described herein can remove the two seconds which the pilot requires to make the
continue or abort decision. The accelerate stop testing may be more demanding than in practice,
following the engine failure the test pilot applies the wheel brakes and retards the throttles
simultaneously. Then the pilot deploys the speed brakes.
[0048] Under runway limit conditions, if the reject procedure is initiated at VI speed, the
aircraft can be stopped prior to reaching the end of the runway. However, if the pilot initiates the
takeoff abort procedure two seconds after the aircraft reaches Vl speed, the aircraft will go off
the end of the runway at approximately 50 to 70 knots. This may be catastrophic.
[0049] For this reason, every pilot plans for an RTO situation before takeoff initiates. In many
cases, pilots meet to discuss the takeoff plan before beginning takeoff. In many cases, it is
optimal for the pilot to not delay in setting the thrust. The sooner the aircraft attains full takeoff
thrust, the more runway the aircraft will have left if the aircraft needs to stop. As the aircraft
approaches VI speed, it may be traveling between 200 and 300 feet per second, and accelerating
at about 3 to 6 knots per second.
[0050] Although a reject beyond VI speed may be necessary and is fully within the emergency
authority of the captain, it should not be attempted unless the ability ofthe airplane to fly is in
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serious doubt. It is normally best to continue the take off and deal with the problem in the air. In
the case oflanding gear or tire issues, the proper recommend may be to take off and circle
around in case of limited runway because during the landing most of the runway is available for
stopping, so the margin to stop safely is increased.
[0051] For a pilot, there may be no time left to decide whether to continue a takeoff or abort a
takeoff when the aircraft reaches VI speed. At VI speed, the pilot must be ready to initial the
stop. Once the decision to stop the aircraft is made, every device, brakes, speed brakes, and
reverse thrust must be used to the maximum until the pilot is convinced that the airplane will
stop on the remaining runway. Making the "Go" or "No Go" decision starts long before VI.
Early detection, good crew coordination, and quick reaction may be key to a successful take off
or stop. Many pilots may incorrectly think that at VI speed, there was still time to make the
"Go" or "No Go" decision. Two important variables of pre-flight planning may be to establish,
for an RTO to be executed safely, the V speeds and runway length.
[0052] A "No Go" decision after passing VI speed may not leave sufficient runway remaining
to stop if the takeoff weight is equal to the field length limit weight. For this reason, a flight
crew should be able to accelerate the aircraft, have an engine failure, abort the takeoff, and stop
the aircraft on the remaining runway or, accelerate the aircraft, have an engine failure, and be
able to continue the takeoff utilizing one engine.
[0053] As the speed of the aircraft approaches VI, the successful completion of an RTO
becomes increasingly more difficult. Though each "Go" or "No Go" situation has its own
complex series of events, a summary of one accident report and see the consequences of the
decision to reject after VI. In this accident report, the airplane taxied out with the first officer set
to do the takeoff. The first officer confirmed that in case of a rejected takeoff the captain would
make the decision to reject and the first officer would execute the takeoff rejection. Two and one
half seconds after the aircraft passed VI speed, !56 knots, the aircraft speed, was called out.
Then, engine number four fire warning came on in the cockpit. The first officer stated that he
noticed a movement ofthe captain's hand towards the throttles and proceeded with rejecting the
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takeoff. However, the captain did not make any call out to reject. The maximum speed attained
during the reject was 172 knots. The airplane couldn't be stopped on the paved surface and
finally came to rest about 1,500 feet beyond the end of the runway. The aircraft sustained
substantial damage. One passenger received minor injury during the process of evacuation. There
was no engine fire.
[0054] Referring now to FIG. !A, chart IOOA illustrates the various events that contribute to a
rejected takeoff. As can be seen, engine failure contributes to approximately 21% of rejected
takeoffs, tire failures contribute to approximately 22% of rejected takeoffs. Improper
configuration of the aircraft contributes to approximately 12% ofrejected takeoffs. Faulty
indicators and lights contribute to approximately 14% of rejected takes. Crew coordination, bird
strikes, air traffic control also contribute to aborted takeoffs in varying amounts.
[0055] Various factors contribute to determining whether to abort a takeoff. The automated
RTO system described herein can use factors such as runway length, wind direction and wind
speed, the various V speeds (e.g., Vl speed, VR speed, V2 speed, etc.), brake conditions (e.g.,
worn down brake pads), thrust settings, flaps settings, engine bleed settings, all engine go
distances, engine out accelerate go distance, accelerate stop distance, obstacle clearance limit,
maximum brake energy, tire speed limits, runway conditions, and human performance factors.
[0056] Tftires of the aircraft fail at high speed, it is possible that pieces of the tire can be
thrown against the aircraft body or the flaps, causing damage to the aircraft. Braking after a tire
failure may reduce braking effectiveness and the ability for the aircraft to stop. Unless a tire
failure in the high speed regime has produced damage that puts the ability of the airplane to fly in
serious doubt, it may be optimal to continue the takeoff. For this reason, the automated RTO
system described herein may determine whether the aircraft 100 has taken significant damage
during a takeoff after a tire failure to determine whether to continue the takeoff (i.e., the damage
does not prevent the aircraft from flying) or abort the takeoff (i.e., the damage prevents the
aircraft from flying).
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[0057] The automated R TO system can, at any point of time during takeoff, make the pilot
aware of the best solution to continue a takeoff or abort a takeoff within fractions of seconds.
The pilot may be able to select an option on a control interface to enable the automated RTO
system before beginning a takeoff. Based on the various factors impacting the RTO, the
automated R TO system can be configured to determine whether to abort or continue a takeoff.
The automated RTO system can be configured to provide a pilot accurate feedback in a fraction
of second to avoid most of runway overrun accidents.
[0058] If an autopilot system is engaged, the automated RTO system can be configured to
cause the autopilot system to stop the aircraft via automated braking. The automated R TO
system can be configured to help a pilot (or autopilot) make the best and safest decision during
RTO situation, hence the automated RTO system can reduce pilot error. This may allow a pilot
to relax and focus on the takeoff procedure rather than worry about aborting a takeoff. Further,
the automated RTO system can ensure safe takeoff rejection execution and minimize pilot
performance error by saving good amount of time for pilot to react and take action. The
automated RTO system can help avoid any catastrophe or aircraft damage related to RTO.
[0059] Referring now to FIG. IB, an aircraft I 00 is shown taking off from a runway I 02,
according to an exemplary embodiment of the inventive concepts. The aircraft I 00 of FIG. 1 is
shown to be an airliner. However, the aircraft I 00 may be any kind of commercial aircraft,
military aircraft, helicopter, unmanned aerial vehicle (UA V), spacecraft, and/or any other kind of
vehicle, manned or unmanned. As the aircraft 100 accelerates down the runway 102, the speed
of the aircraft reaches various defined amounts which may be based on aircraft weight, runway
length, flap settings, weather conditions, etc. These levels may include Vl speed, VR speed, and
V2 speed. Indications ofVl speed, VR speed, and V2 speed are shown in FIG. lB.
[0060] The VI speed for the aircraft I 00 may be the speed at which the pilot of the aircraft I 00
is required to make a takeoff decision, i.e., continue a takeoff or abandon a takeoff attempt.
Once the aircraft I 00 passes VI speed, if the pilot of the aircraft 1 00 attempts to abandon the
take-off attempt, the aircraft 1 00 may overrun the runway I 02 causing a catastrophe,
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endangering the passengers of the aircraft 100 and damaging the aircraft 100. Once the aircraft
100 reaches VR speed, the pilot ofthe aircraft 100 may control the aircraft 100 to raise the nose
of the aircraft and begin lifting off the runway 102 (i.e., begin rotation of the aircraft 100). Once
the aircraft reaches the V2 speed, the aircraft I 00 is 35 feet above the runway I 02 as has
successfully taken off.
[0061] Referring now to FIG. 2A, an automated RTO system 200 of the aircraft 100 is shown
guiding a pilot of the aircraft 100 through taking off after a failure event has occurred, according
to an exemplary embodiment of the inventive concepts. As can be seen in FIG. 2A, the aircraft
I 00 completes a successful takeoff achieving an altitude of 35 feet above the runway I 02 before
reaching the end of the runway, i.e., the accelerate-go distance of the aircraft 100 does not
exceed the length of the runway 1 02.
[0062] In FIG. 2A, the aircraft 100 passes VI speed. The automated RTO system 200 can
enunciate, at VI speed, via an audio system a "Go" instruction to the pilot or a "V1 speed
reached" instruction. However, after passing VI speed but before reaching VR speed, a failure
event occurs. The takeoff event could be an engine failure, a tire blowout, an object striking the
aircraft 100 or any other event which may endanger the takeoff of the aircraft 100. The
automated RTO system 200 can be configured to determine whether or not to continue or abort
the takeoff. The automated RTO system 200 can be configured to determine a remaining runway
length. Based on the remaining runway length, the current speed of the aircraft 100, and/or the
type of failure event that has occurred, the automated RTO system 200 can be configured to
determine whether to continue or abort the takeoff. In FIG. 2A, the automated RTO system 200
detennines to continue the takeoff and a second "Go" or "Continue takeoff' message is
enunciated by the audio system.
[0063] Referring now to FIG. 2B, the automated RTO system 200 is shown guiding the pilot of
the aircraft 100 through aborting a takeoff of the aircraft 100 according to an exemplary
embodiment of the inventive concepts. As can be seen in FIG. 2B, the accelerate-stop distance is
shown. The accelerate-stop distance may be the total distance that the aircraft I 00 will travel if a
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failure event occurs before reaching VI speed and the pilot aborts the takeoff before reaching VI
speed.
[0064] In FIG. 2B, the aircraft 100 experiences a failure event before reaching VI and VR
speeds (i.e., VR speed is always greater than or equal to VI speed). In response to a failure
event occurring before reaching VR speed, the automated RTO system 200 can determine
whether VI speed has been reached yet. In response to VI speed not being reached, the
automated RTO system 200 can be configured to enunciate a "No Go," "Abort Takeoff," or any
other instructions informing the pilot to cause the aircraft I 00 to stop. In some embodiments, the
aircraft IOO can include an automated braking system. The automated braking system can be
configured to apply brakes, reverse thrusters, apply spoilers, etc. In response to determining to
abort a takeoff, the automated R TO system 200 can be configured to cause the automated
braking system to bring the aircraft I 00 to a stop.
[0065] Referring now to FIG. 3, various takeoffs of the aircraft I 00 are shown for OEI
situations and AEO situations, according to an exemplary embodiment. Various V speeds are
shown in FIG. 3. The V speeds are VI, the decision speed, Vr, the rotation speed, VEF, the
engine failure speed (i.e., the speed at which the primary engine is assumed to fail), V2, the
takeoff safety speed (i.e., the minimnm speed needed for the aircraft 100 to climb to 35 feet with
OEI), and VwF, the lift off speed at which the aircraft first becomes airborne. Although not
shown, other V speeds may include VMm, the minimum control speed on the ground after one or
more engines become inoperative, V MC, the minimum control speed in the air after one or more
engines become inoperative, and V MU, the minimum unstick speed.
[0066] In situation 300, an AEO situation, the aircraft I 00 is shown to takeoff, reach VR speed,
lift off at VwF, and climb to 35 feet at V2 speed. In situation 302, a OEI situation, one engine
fails but the aircraft I 00 is still able to successfully takeoff. In situation 304, another OEI
situation, one engine fails before reaching Vl speed. The aircraft I 00 comes to a complete stop
without overrunning the runway. The reaction time of the pilot is shown, it takes one second for
the pilot to realize that the engine has given out and another two seconds to apply the brakes of
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the aircraft 100 to stop the aircraft 100. In situation 306, an AEO situation, the pilot of the
aircraft I 00 aborts the takeoff at VI speed and the aircraft comes to rest without overrunning the
runway.
[0067] Referring now to FIG. 4, the automated RTO system 200 of FIGS. 2-3 is shown in
greater detail according to an exemplary embodiment. The RTO system 200 may be or may be
similar to a flight management system (FMS) of the aircraft 100. In some embodiments, the
automated RTO system 200 may be in communication with the FMS ofthe aircraft 100. The
automated RTO system 200 is shown to include a processing circuit 202. The processing circuit
202 is shown to include a processor 204 and memory 206. The processing circuit 202 may
include at least one processor 204, which may be any type of general purpose or special purpose
processor (e.g., FPGA, CPLD, ASIC). The processing circuit 202 also includes at least one
memory 206, which may be any type of non-transitory computer or machine-readable storage
medium (e.g., ROM, RAM, hard disk, flash memory).
[0068] The automated RTO system 200 is shown to communicate with other avionics systems
and peripheral devices via a communications interface 208. The communications interface 208
may be one or more transceivers, receivers, and/or any other hardware communication module
that can be configured to communicate directly to various systems and/or via networks (e.g., via
LANs or WANs). The communication interface 208 can include one or more ports, e.g., RS-485
connection ports, RS-232 connection ports, Ethernet connection ports, etc. The communications
interface 208 can be configured to perform Wi-Fi communication, Zigbee communication,
and/or any other wireless communication. Further, the communication's interface 208 can be
configured to perform wired communication e.g., RS-485. The communications interface 208
can be configured to facilitate protocols e.g., transport layer protocols (e.g., TCP, UDP, SCTP),
Internet layer protocols (e.g., IPv4, IPv6, etc.), etc. The communications interface 208 can be
configured to facilitate various ARINC communication protocol e.g., ARIC 429.
[0069] The automated RTO system 200 can be configured to communicate with various other
avionics systems and peripherals e.g., the audio system 210, the light system 216, the pilot
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interface 212, the automated braking system 218, the sensor system 214, and/or the thrust system
220. The automated RTO system 200 can be configured to communicate with the other avionics
systems and/or peripheral via the communications interface 208.
[0070] The audio system 210 may be a system which causes audio messages to be played in a
cockpit of the aircraft I 00. The audio system may include one or more processing circuits (e.g.,
the processing circuit 202) and one or more audio speakers. The automated RTO system 200 can
be configured to cause the audio system 210 to play a message instruction a pilot of the aircraft
I 00 to either continue or abort the takeoff. The message could be "Go," "Stop," "Continue
takeoff," and/or "Abort takeoff." In some embodiments, the audio system 210 can be configured
to play audio in the headphones of the pilots of the aircraft IOO.
[0071] The light system 216 may be a system that includes one or more lights within the
cockpit of the aircraft I 00. The lighting system I 00 can be configured to illuminate various
different colors. In some embodiments, the lighting system 2!6 can receive an instruction from
the automated RTO system 200 which indicates whether a takeoff is being continued or aborted.
In response to receiving a message indicating that the takeoff will be continued, the light system
216 can be configured to display a first color. In response to receiving a message indicating that
the takeoff is being aborted, the second color. In some embodiments, the light system 216
causes the color associated with continuing takeoff to be illuminated until a message is received
indicating that the takeoff will be aborted.
[0072] The pilot interface 212 may be one or more buttons, knobs, switches, keypads, and/or
any other instrument that can be used to generate an input for the automated RTO system 200.
The pilot interface 212 may include a cursor control input (e.g., a mouse, a trackball, or a
trackpad), dedicated control inputs (e.g., one or more dedicated control knobs or one or more
dedicated buttons), non-dedicated control inputs (e.g., a tabber knob, a selection mechanism, or a
button), and/or typed entry fields (e.g., a keyboard).
[0073] The pilot interface 212 may be any type of display screen that the overhead display
and/or the face-on display can be visually displayed. The pilot interface 212 may be any cathode
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ray tube (CRT), light-emitting diode display (LED), electroluminescent display (ELD), plasma
display panel (PDP), liquid crystal display (LCD), organic light-emitting diode display (OLED),
holographic display, and/or any other type of display screen. In some embodiments, the pilot
interface 212 is a display screen surrounded by buttons. The touch screen interface may be a
resistive touch screen interface, a single-capacitive display screen, and/or a multi-capacitive
display screen. The pilot interface 212 may include any type of input and/or output configured
to receive input from a pilot and visually display output to the pilot.
[0074] The automated RTO system 200 is shown to communicate with a sensor system 214.
The sensor system 214 may include one or more processing circuits (e.g., processing circuit 202)
and/or a communications interface (e.g., conununications interface 208). The sensor system 214
may monitor various functions of the aircraft, e.g., status of tires of the aircraft, status of engines
of the aircraft I 00, and/or any other component of the aircraft I 00 that needs to be monitored via
vanous sensors.
[0075] The automated RTO system 200 is shown to communicate with an automated braking
system 218. The automated braking system 218 can be configured to cause the aircraft 100 to
stop. Specifically, the automated braking system 218 may be able to apply one or more brakes
(e.g., speed brakes, aircraft disc brakes, thrust reversers, air brakes, drogue parachutes) when the
aircraft I 00 is taking off, causing the aircraft to slow down and/or stop. The automated braking
system 218 can include and/or be configured to communicate with a thrust system 220 and a flap
system 222. During a takeoff, in response to determining to stop the aircraft via a message
received from the automated RTO system 200, the automated braking system 218 can cause the
thrusters of the aircraft 100 to be reversed via controlling the thrust system 220. Further the
automated braking system 218 can cause flaps of the aircraft 100 to be put in a braking position
via the flap system 222.
[0076] The automated RTO system 200 can be enabled, via pilot interface 212. The pilot may
indicate, via the pilot interface 212 that the automated RTO system 200 should be activated and
can indicate whether or not the automated RTO system 200 should performed automatic
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stopping of the aircraft 100 vi the automatic braking system 218. The memory 206 is shown to
include a VSpeed circuit 224. The VSpeed circuit 224 can be configured to determine various
"V" speeds of the aircraft I 00. In some embodiments, the VSpeed circuit 224 can be configured
to determine a V1 speed, a VR speed, a V2 speed, and/or a required runway length. The VSpeed
circuit 224 can be configured to determine the V speeds based on aircraft weight, flap settings,
runway length, runway slop, runway conditions (e.g., ice or water on the runway), weather
conditions (e.g., pressure altitude, temperature, etc.). In some embodiments, the VSpeed circuit
224 receives V speeds from a flight management system (FMS).
[0077] The memory 206 is shown to include an aircraft speed circuit 226. The aircraft speed
circuit 226 can be configured to monitor the speed of the aircraft 100. In some embodiments, the
speed circuit receives a speed of the aircraft I 00 ftom an FMS or other system of the aircraft I 00
that monitors aircraft speed. The memory 206 is shown to include a fault monitor 228. The fault
monitor 228 can be configured to receive information ftom the FMS or another system of the
aircraft I 00 that indicates whether the aircraft I 00 has encountered any kind of fault or failure
event. The fault or failure event may indicate an engine failing, a flap getting stuck, a tire of the
aircraft becoming damaged, etc.
[0078] The memory 206 is shown to include a decision circuit 230. The decision circuit 230
can be configured to determine whether to abort or continue a takeoff based on an aircraft speed
determined by the aircraft speed circuit 226, the V speeds determined by VSpeed circuit 224, and
faults determined by the fault monitor 228.
[0079] In response to the fault monitor 228 detennining that a failure has occurred, the
decision circuit 230 can be configured to determine whether to takeoff or abort takeoff. The
decision circuit 230 can detennine whether the aircraft has reached the VR speed based on the
VR speed determined by the VSpeed circuit 224 and the speed of the aircraft determined by the
aircraft speed circuit 226. In response to detennining that the aircraft has reached the VR speed,
the decision circuit 230 can determine to continue the takeoff of the aircraft I 00.
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[0080] In response to determining that the aircraft has not yet reached the VR speed and that a
failure event has occurred, the decision circuit 230 can determine whether to continue to takeoff
or to abort take off. The decision circuit 230 can determine whether the aircraft I 00 has reached
V1 speed. If the aircraft IOO has not reached V1 speed, the decision circuit 230 can determine to
abort the takeoff. However, if the aircraft 100 has reached and/or passed the VI speed, but has
not yet passed the VR speed, the aircraft 1 00 can determine whether or not to continue takeoff by
determining the remaining runway length and considering the severity of the fault event. If the
decision circuit 230 determines that the fault event would preventthe aircraft 100 from flying,
the decision circuit 230 can determine to abort the takeoff even though VI speed is passed.
However, if the aircraft 100 would be able to fly, the decision circuit 230 can be configured to
determine to continue tbe takeoff.
[0081] Brake circuit 232 is shown to be included in the memory 206. Tbe brake circuit 232
can be configured to cause the automated braking system 218 of the aircraft 1 00 to stop the
aircraft 100. Specifically, the brake circuit 232 can be configured to cause the automated
braking system 218 to stop the aircraft in response to the decision circuit 230 determining to
abort the takeoff.
[0082] Memory 206 is shown to include an audio control circuit 234 and a light control circuit
236. The audio control circuit 234 can be configured to control the audio system 210 while the
light control circuit 236 can be configure dot control the light system 216. The audio control
circuit 234 can be configured to cause the audio system 210 to enunciate a takeoff message. The
takeoff message may be a message indicating to the pilot to abort the takeoff or continue the
takeoff. The audio control circuit 234 can cause the audio system 210 to play an abort message
in response to the decision circuit 230 determining to abort a takeoff. The audio control circuit
234 can be configured to cause the audio system 210 to play a continue takeoff message in
response to the decision circuit 230 detennining to continue a takeoff after a fault event has
occurred. Similarly, the light control circuit 236 can be configured to cause the light system 216
to illuminate in a first color (e.g., red) if a fault event has occurred and the decision circuit 230
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has determined to abort the takeoff and a second color (e.g., green) if no fault event has occurred
or if a fault event has occurred and the decision circuit 230 determines to continue the takeoff.
[0083] Referring now to FIG. SA, a process SOOA is shown for controlling the audio system
210 and the light system 216 of the aircraft 100 according to an exemplary embodiment of the
inventive concepts. The automated RTO system 200, and specifically, the components of the
memory 206 can be configured to perform process SOOA. Any computing device described
herein can be configured to perform process SOOA.
[0084] In step 502, the V speed circuit 224 can be configured to receive information from a
pilot (e.g., the pilot interface 212) and/or from an avionics system (e.g., FMS) that can be used to
determine various V speeds (e.g., VI speed, VR speed, and/or V2 speed). The information may
include runway length, aircraft weight, flap settings, weather conditions, runway conditions,
runway slope, etc. In some embodiments, the Vspeed circuit 224 may receive the V speeds
directly from the FMS and/or the pilot interface 212 so that no determination of the V speeds is
required. Further, the aircraft speed circuit 226 can be configured to receive a speed of the
aircraft 100 e.g., receive the speed from an FMS. The aircraft speed circuit 226 can be
configured to monitor the speed of the aircraft and compare the speed of the aircraft to various V
speeds, i.e., V1 speed, V2 speed, and VR speed.
[0085] In step 504, the aircraft speed circuit 226 can compare the aircraft 100 speed to the V
speeds and determine that the aircraft has passed V1 speed. In response to this determination,
the aircraft speed circuit 226 can cause the audio system 210 to play a message indicating that
V1 speed was reached. The message may be "V1 Speed," "V1 Speed Reached," and/or any
other message indicating reaching V 1 speed.
[0086] In step 506, the aircraft speed circuit 226 can compare the aircraft 100 speed to the V
speeds and determine that the aircraft has passed VR speed. In response to this determination,
the aircraft speed circuit can cause the audio system 210 to play a message indicating that VR
speed was reached. The message may be "VR Speed," "VR Speed Reached," and/or any other
message indicating reaching VR speed. In step 508, the aircraft speed circuit 226 can compare
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the aircraft I 00 speed to the V speeds and determine that the aircraft has passed V2 speed. In
response to this determination, the aircraft speed circuit can cause the audio system 210 to play a
message indicating that VI speed was reached. The message may be "VI Speed," "VI Speed
Reached," and/or any other message indicating reaching VI speed.
[0087] Referring now to FIG. 5B, a process 500B is shown for causing the audio system 210
and the light system 216 to indicate to the pilot of the aircraft whether a takeoff is being aborted
or continued in response to a failure event occurring according to an embodiment of the
inventive concepts. Process 500A and process 500B can be performed by the automated RTO
system 200 simultaneously. The automated RTO system 200, and specifically, the components
of the memory 206, can be configured to perform process 500B. Any computing device
described herein can be configured to perform process 500B.
[0088] In step 510, while a takeoff is being started, the light control circuit 236 can be
configured to cause the light system 216 to display a first color e.g., green. This may cause
green to be displayed constantly until a decision is made to abort the takeoff (e.g., step 514) and
a second color is displayed instead of the first color (e.g., step 516).
[0089] In step 512, the decision circuit 230 can be configured to determine whether to continue
or abort a takeoff in response to a failure event occurring. Determining whether to abort or
continue a takeoff is described with further reference to FIGS. 4 and FIGS. 6A-6B. In step 514,
based on the decision determination of step 512, the process 500B can continue to step 520 or
step 516. If the decision is to abort the takeoff, the process 500B continues to the step 516. If
the determination of step 512 is to continue the takeoff, the process 500B continues to step 520.
[0090] In step 516, the light control circuit 236 can be configured to cause the light system 216
to illuminate in a second color (e.g., red) indicating that the pilot should abort the takeoff. In
step 518, the audio control circuit 234 can cause the audio system 210 to cause the audio system
210 to play a message indicating that the pilot should abort the takeoff e.g., "Abort takeoff,"
"Apply brakes, reverse thrusters, raise flaps," "Abort takeoff, abort takeoff, abort takeoff. .. ," etc.
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[0091] In step 520, if the light system 216 is not currently illuminated in the first color (e.g.,
green), the light control circuit 236 can be configured to cause the light system 216 to display the
first color. In step 522, the audio control circuit 234 can be configured to cause the audio system
210 to play a message indicating that the pilot should continue takeoff. The message may be
"Continue takeoff," "Continue," and/or any other message that indicates to the pilot ofthe
aircraft 100 that the takeoff should be continued.
[0092] Referring now to FIG. 6A, a process 600A is shown for determining whether to abort or
continue a takeoff. The automated RTO system 200 can be configured to perform the process
600A. Specifically, the components of the memory 206 of the automated RTO system 200 and
the various systems a peripherals that the automated RTO system 200 communicates with (e.g.,
the audio system 210, the pilot interface 212, the sensor system 214, the light system 216, and/or
the automated braking system 218). Further, any computing device or system described herein
can be configured to perform process 600A.
[0093] In step 602, the VSpeed circuit 224 can be configured to receive inputs from a pilot,
e.g., input from the pilot interface 212 and/or from any avionics system (e.g., a system indicating
weather information, a flight management system (FMS), etc.). The input may be weather
conditions, runway length, flap settings, runway slope, weather conditions, runway conditions
(e.g., snow on runway, rain on runway), and/or any other information that can he used in
calculating V speeds. In step 604, the VSpeed circuit 224 can be configured to determine the V1
speed and the VR speed based on the inputs. In some embodiments, the VSpeed circuit 224 does
not determine the speeds bnt rather receives the speeds directly from the pilot interface 212
and/or from an avionics system.
[0094] In step 606, the fault monitor 228 can be configured to monitor the status of the aircraft
100 and determine whether a fault event has occurred. For example, the fault monitor 228 can
communicate with various senor systems (e.g., the sensor system 214). The faults may be a tire
blowing out, one engine failing, two engines failing, etc. Further, the aircraft speed circuit 226
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can be configured to monitor the speed of the aircraft 100. The aircraft speed circuit 226 can be
configured to receive an aircraft speed form a FMS of the aircraft 100.
[0095] In step 608, the decision circuit 230 can be configured to determine whether a failure
event has occurred before the aircraft I 00 has reached the VR speed. The decision circuit 230
can perform this determination by comparing the aircraft speed to the VR speed. If the aircraft
100 has not experienced a fault event before reaching VR speed, the process may continue to
step 606. In response to determining that the aircraft 100 has experienced a fault before reaching
the VR speed, the process 600A may proceed to step 610.
[0096] In step 610, the decision circuit 230 can determine whether to continue the takeoff or
abort the takeoff. The decision circuit 230 can determine whether to continue to or abort the
takeoff based on the speed of the aircraft, flap settings of the aircraft, the fault that has occurred,
and remaining length of runway. In some embodiments, the decision circuit 230 determines
whether the fault event has occurred before reaching VI speed. In response to determining that
the aircraft 100 experienced the fault before reaching the VI speed, the decision circuit 230 can
determine to abort the takeoff.
[0097] If the aircraft 100 has passed the VI speed but has not yet reached the VR speed, the
decision circuit 230 can determine whether the fault may prevent the aircraft I 00 from taking off.
For example, if two engines of the aircraft 100 have failed and there is not enough runway length
left to takeoff, the decision circuit 230 can be configured to determine to abort the takeoff.
However, if tbe aircraft 100 has passed the VI speed but has not yet reached the VR speed, the
decision circuit 230 can be configured to determine whether the failure event prevents taking off.
For example, if a single engine has given out, the decision circuit 230 may determine to continue
the takeoff.
[0098] The decision circuit 230 can be configured to group failure events into two categories,
critical and non-critical. A non-critical event occurring after VI speed may not be damaging
enough to the aircraft 100 to prevent the aircraft 100 from flying (e.g., a single engine failure).
However, failure events that occur after VI speed that prevent the aircraft I 00 from flying (e.g.,
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two engine failures, all engines out, etc.). In response to a critical failure event occurring, even
though Vl speed may have been reached, the decision circuit 230 can be configured to decide to
abort the takeoff.
[0099] In step 612, the processing circuit 202 can determine to continue to step 614 or step 622
based on the determination of step 610 by the decision circuit 230. If the decision is to abort the
takeoff, the process 600A may continue to step 614. lfthe decision is to continue the takeoff, the
process 600A can continue to the step 622.
[0100] In step 614, the audio control circuit 234 can be configured to play a message to the
pilot to continue the takeoff. This may be the same and/or similar to step 522 of process 500B.
Further the light control circuit 236 can cause the light control circuit 236 to display a first color
(e.g., green). This may be the same and/or similar to step 516 of the process 500B. The message
may indicate that the pilot should continue the takeoff of the aircraft 100. The pilot may takeoff
and then circle the aircraft 100 back to the runway for a landing.
[0101] In step 622, brake circuit 232 can determine whether the aircraft 100 includes an
automated braking system 218 capable of stopping the aircraft without input from the pilot of the
aircraft 100. If the aircraft 100 includes an automated braking system, the process 600A may
continue to step 624. If the aircraft 100 does not include the automated braking system, the
process 600A can continue to the step 618.
[0102] In step 618, the audio control circuit 234 can cause the audio system 210 to play an
audio message indicating that the pilot should abort the takeoff. This may be the same or similar
to the step 518. Further, the light control circuit 236 can cause the light system 216 to display a
second color e.g., red, indicating that the pilot should abort the takeoff. This may be the same
and/or similar to step 518 of the process 500B. This may indicate to the pilot that the pilot
should manually apply the brakes, reverse the thrusters, extend the flaps, and/or raise the
spoilers.
[0103] In step 624, the brake circuit 232 can cause the automated braking system 218 to
reverse thrusters, apply brakes to the runway wheels of the aircraft, extend flaps of the aircraft,
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and/or raise spoilers of the aircraft I 00 causing the aircraft I 00 to stop. In step 626, the audio
control circuit 234 can cause the audio system 210 to play an audio message indicating that the
pilot should abort the takeoff. This may be the same or similar to the step 518. Further, the light
control circuit 236 can cause the light system 216 to display a second color e.g., red, indicating
that the pilot should abort the takeoff. This may be the same and/or similar to step 518 of the
process 500B.
[0104] Referring now to FIG. 6B, process 600B is shown for determining whether to takeoff or
abort a takeoff based on a stopping distance determined for the aircraft I 00, according to an
exemplary embodiment. The automated RTO system 200 can be configured to perform the
process 600B. Specifically, the components of the memory 206 of the automated RTO system
200 and the various systems and peripherals that the automated RTO system 200 communicates
with (e.g., the audio system 210, the pilot interface 212, the sensor system 214, the light system
216, and/or the automated braking system 218) can be configured to perform the process 600B.
Further, any computing device or system described herein can be configured to perform the
process 600B. Process 600B illustrates various functions of process 600A in greater detail, for
this reason, the automated RTO system 200 can perform both process 600A and process 600B
together.
[0105] In step 650 of the process 600B, the automated RTO system 200 can be configured to
receive various inputs from a pilot of the aircraft 100 via the pilot interface 212. The inputs may
be a runway length, a weight of the aircraft, weather conditions, conditions of a runway, and/or
any other information. Step 650 may be the same and/or similar to step 602 of the process 600A
as described with reference to FIG. 6A. This input information can be used by the automated
RTO system 200 to determine various V speeds for the aircraft 100, an actual speed of the
aircraft 100, and/or an acceleration of the aircraft 100.
[0106] In step 652, the aircraft speed circuit 226 can be configured to determine an
acceleration of the aircraft 100, a speed of the aircraft 100, and/or a velocity of the aircraft 100.
In some embodiments, aircraft speed circuit 226 uses a determined acceleration to determine the
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velocity or speed of the aircraft 100. In some embodiments, a FMS determines the acceleration,
speed, and/or velocity of the aircraft 100 and communicates the information to the aircraft speed
circuit 226. In some embodiments, step 652 (or all of steps 652-660) is performed for one
second into the future i.e., it is a prediction. A pilot may take approximately one second to react
to a fault or to a command to abort or continue a takeoff. For this reason, if the prediction is
made one second into the future, the time it takes the pilot to react can be compensated for.
[0107] In step 654, the aircraft speed circuit 226 can determine a stopping distance of the
aircraft 100. The aircraft speed circuit 226 can be configured to determine the stopping distance
based on either the acceleration of the aircraft 100 and/or the speed of the aircraft 100. The
aircraft speed circuit 226 can determine, based on the speed of the aircraft 100, the distance
required to bring the aircraft 100 to a complete stop. This may be determined further based on
the weight of the aircraft 100, weather conditions, conditions of the runway, etc. The aircraft
speed circuit 226 can be configured to determine the stopping distance of the aircraft 100 based
on a takeoff performance chart which may be a relationship between the distance required to
stop, the weight of the aircraft, and/or the speed of the aircraft, for example, chart 700 as
described with reference to FIG. 7. In some embodiments, the aircraft speed circuit 226 can be
configured to determine the stopping distance based on Equations 1-6 described below for a
slopped runway or equations 7-8 described below for a flat rw1way.
[0108] In step 656, the aircraft speed circuit 226 can determine a remaining runway length. In
some embodiments, the aircraft speed circuit 226 can receive a total runway length (e.g., step
650) and determine the distance traveled by the aircraft I 00 as the aircraft I 00 takes off. Based
on the distanced traveled by the aircraft 1 00 and based on the total runway length, the aircraft
speed circuit 226 can be configured to determine the remaining runway length.
[0109] In step 658, the fault monitor circuit 228 can be configured to determine whether a fault
event has occurred (e.g., engine failure, tire failure, improper configuration of the aircraft, and
indicator or light failure, etc.). The fault events may include the fault events in chart 100 of FIG.
lA. If a fault event has occurred, the process 600B may continue to step 660. If a fault event
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has not occurred, the process 600B may continue to step 652. Step 658 may be the same and/or
similar to step 606 of process 600A.
[011 OJ In step 660, the decision circuit 230 can determine, based on the remaining runway
length determined in step 656 and the stopping distance of the aircraft 100 determined in step
654, whether the stopping distance is greater than the available runway length. If the stopping
distance is greater than the available runway length, the decision circuit 230 can determine to
continue the takeoff and proceed to step 664. lfthe stopping distance is less than (or in some
embodiments, equal to) the available runway length, the decision circuit 230 can determine to
abort the takeoff and proceed to step 662. In some embodiments, the comparison between the
stopping distance and the remaining runway distance is a comparison between the stopping
distance and the remaining runway length minus a predefined amount. The predefined amount
may ensure that the aircraft I 00 comes to a stop on the runway with the predefined amount of
runway length to spare. Step 660 may ensure that if a failure event has occurred and the aircraft
100 can be stopped before leaving the end ofthe runway, the decision circuit 230 determines to
stop the aircraft.
[0111] In some embodiments, the decision circuit 230 determines an accelerate stop distance.
This accelerate stop distance may be the total distance for the aircraft to accelerate, encounter a
failure (e.g., lose an engine at a particular speed) and come to a complete stop. The decision
circuit 230 can be configured to compare the accelerate stop distance to a total runway length (or
a particular amount of the runway length, an available runway length). If the available runway
length is greater than the accelerate stop distance, the decision circuit 230 can determine to abort
the takeoff since the aircraft 100 can come to a stop on the runway. If the available runway
length is less than the accelerate stop distance, the decision circuit 230 can determine to continue
the takeoff.
[0112] In some embodiments, the decision circuit 230 may only perform step 660 is the aircraft
has not yet reached VR speed. If the aircraft I 00 has reached VR speed, the aircraft I 00 may be
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committed to taking off. However, if the aircraft 100 has not yet reached the VR speed, the
decision circuit 230 can perform the step 660.
[0113] In some embodiments, there is a one second delay between steps 658 and step 660.
This one second delay may cause the detennination by the automated R TO system 200 to abort
or continue the takeoff to occur at the same time that the pilot determines whether the takeoff
should be continued or abort i.e., it may take one second for the pilot to realize that the fault has
occurred and make a decision to abort or continue the takeoff. In this manner, the pilot may
receive direction from the automated RTO system 200 as he determines whether to continue or
abort the takeoff.
[0114] Step 662 may be the same and/or similar to steps 622-626 and 618. If an automated
braking system is available (e.g., the automated braking system 218), the brake circuit 232 can
be configured to cause the aircraft 100 to come to a stop. Regardless if the automated braking
system 218 is present, the audio control circuit 234 can cause the audio system 2IO to play a
message indicating that the pilot should abort the takeoff e.g., step 618. Based on either the pilot
causing the aircraft 100 to come to brake or the automated braking system 218, the aircraft 100
may safely come to a complete stop within an available runway length.
[0115] Step 664 may be the same and/or similar to step 614. In step 664 the audio control
circuit 234 may cause the audio system 210 to play a "Go" message indicating that the pilot
should continue the takeoff. The pilot may then continue the takeoff with full thrust. Once the
aircraft I 00 is airborne and has climbed to safe altitude, the pilot may perform a go-around and
land the aircraft. In some embodiments, once the aircraft IOO reaches the safe altitude, the audio
control circuit 234 causes the audio system 210 to play a message indicating that the pilot should
perform a go-around and land the aircraft. Once the runway is clear, the pilot ofthe aircraft I 00
may commence landing the aircraft 100.
[0116] Referring now to FIG. 7, a takeoff performance chart 700 illustrates a stopping distance
of the aircraft 100 for two different weights of the aircraft 100 i.e., 2,475 lbs. and 1,809lbs. The
decision circuit 230 can be configured to store the relationship illustrated in chart 700 and/or any
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other similar relationship for determining a stopping distance based on the speed of the aircraft
I 00. The decision circuit 230 can be configured to use the stopping distance relationship to
determine whether to abort a takeoff or continue a takeoff.
[0117] The decision circuit 230, or any other component of the automated RTO system 200,
can be configured to determine the stopping distance (e.g., the braking distance) based on the
following equations 5-6 for a slopped runway.
d = V * (2gJ + G)) (Equation 1)
d =Braking Distance (feet)(Equation 2)
(
g =Acceleration Due To Gravity 32.f2e-e-t) 2 (Equation 3)
sec
G =Runway Grade As A Percentage, e.g., 2% (0.02)(Equation 4)
V =Initial Vehicle Speed (feetjsec)(Equation 5)
f =Coefficient Of Friction Between The Tires And The Runway (Equation 6)
[0118] Alternatively, the decision circuit 230, or any other component of the automated RTO
system 200, can be configured to determine a stopping distance for a flat runway via Equations 7
and 8.
d = V *(;a) (Equation 7)
a= The Negative Acclerate Caused By Braking (Equation 8)
[0119] The decision circuit 230 can be configured to determine an all engine go distances, an
engine out accelerate go distances, and an accelerate stop distances. The all engine go distance
may be the total distance of the aircraft to takeoff from rest, assuming no failures occur. The
engine out accelerate go distance may be the total distance for the aircraft 100 to takeoff from
rest, assuming one engine has failed during the takeoff. The accelerate stop distance may be the
distance of the aircraft to start from rest, encounter a failure, and abort the takeoff at VI speed,
and come to a complete stop. The decision circuit 230 can be configured to determine and/or
compare these values with an aircraft stop distance at a particular interval (e.g., 10Hz, I 0 kHz,
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10 MHz, etc.). Based on the comparison, and in some embodiments, the remaining runway
length, the decision circuit 230 can be configured to determine whether to takeoff or abort a
takeoff (e.g., send commands to flight control or Thrust Arbitrary Function (TAF) to stop the
aircraft. In one example, the decision circuit 230 can determine, in the event that a failure
occurs, a stopping distance and determine, based on a remaining runway length, if the aircraft
I 00 can be stopped to prevent the aircraft 100 from running off the end of the runway.
[0120] The scope of this disclosure should be determined by the claims, their legal equivalents
and the fact that it fully encompasses other embodiments which may become apparent to those
skilled in the art. All structural, electrical and functional equivalents to the elements of the
above-described disclosure that are known to those of ordinary skill in the art are expressly
incorporated herein by reference and are intended to be encompassed by the present claims. A
reference to an element in the singular is not intended to mean one and only one, unless
explicitly so stated, but rather it should be construed to mean at least one. No claim element
herein is to be construed under the provisions of 35 U.S. C. § 112, sixth paragraph, unless the
element is expressly recited using the phrase "means for." Furthermore, no element, component
or method step in the present disclosure is intended to be dedicated to the public, regardless of
whether the element, component or method step is explicitly recited in the claims.
[0121] Embodiments of the inventive concepts disclosed herein have been described with
reference to drawings. The drawings illustrate certain details of specific embodiments that
implement the systems and methods and programs of the present disclosure. However,
describing the embodiments with drawings should not be construed as imposing any limitations
that may be present in the drawings. The present disclosure contemplates methods, systems and
program products on any machine-readable media for accomplishing its operations.
Embodiments of the inventive concepts disclosed herein may be implemented using an existing
computer processor, or by a special purpose computer processor incorporated for this or another
purpose or by a hardwired system.
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[0122] Embodiments in the inventive concepts disclosed herein have been described in the
general context of method steps which may be implemented in one embodiment by a program
product including machine-executable instructions, such as program code, for example in the
form of program modules executed by machines in networked environments. Generally,
program modules include routines, programs, objects, components, data structures, etc. that
perform particular tasks or implement particular abstract data types. Machine-executable
instructions, associated data structures, and program modules represent examples of program
code for executing steps of the methods disclosed herein. The particular sequence of such
executable instructions or associated data structures represent examples of corresponding acts for
implementing the functions described in such steps.
[0123] It should be noted that although the diagrams herein may show a specific order and
composition of method steps, it is understood that the order of these steps may differ from what
is depicted. For example, two or more steps may be performed concurrently or with partial
concurrence. Also, some method steps that are performed as discrete steps may be combined,
steps being performed as a combined step may be separated into discrete steps, the sequence of
certain processes may be reversed or otherwise varied, and the nature or number of discrete
processes may be altered or varied. The order or sequence of any element or apparatus may be
varied or substituted according to alternative embodiments. Accordingly, all such modifications
are intended to be included within the scope of the present disclosure.
[0124] The foregoing description of embodiments has been presented for purposes of
illustration and description. lt is not intended to be exhaustive or to limit the subject matter to
the precise form disclosed, and modifications and variations are possible in light of the above
teachings or may be acquired from practice of the subject matter disclosed herein. The
embodiments were chosen and described in order to explain the principals of the disclosed
subject matter and its practical application to enable one skilled in the art to utilize the disclosed
subject matter in various embodiments and with various modifications as are suited to the
particular use contemplated. Other substitutions, modifications, changes and omissions may be
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made in the design, operating conditions and arrangement of the embodiments without departing
from the scope of the presently disclosed subject matter.
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WHAT IS CLAIMED IS:
1. An automated take-off system for an aircraft, the system comprising:
an automated braking system of the aircraft, the braking system configured to cause the
aircraft to stop;
a processing circuit configured to:
determine whether the speed of the aircraft is less than a VR speed;
determine whether an aircraft failure event has occurred;
determine whether to abort the takeoff or continue the takeoff in response to
determining that the speed of the aircraft is less than the VR speed and that the aircraft failure
event has occurred; and
cause the automated braking system to stop the aircraft in response to determining
to abort the takeoff.
2. The system of Claim 1, wherein the processing circuit is configured to:
determine whether the aircraft comprises the automated braking system; and
cause the braking system to stop the aircraft in response to determining to abort the
takeoff and in response to determining that the aircraft comprises the automated braking system.
3. The system of Claim 1, wherein the processing circuit is configured to determine whether
to abort the takeoff or continue the takeoff based on the speed of the aircraft and a remaining
runway length by:
determining a stopping distance of the aircraft based on at least the speed of the aircraft;
determining the remaining runway length;
comparing the stopping distance to the remaining runway length;
determining to continue the takeoff in response to determining, based on the comparison,
that the stopping distance is greater than the remaining runway length; and
determining to abort the takeoff in response to determining, based on the comparison,
that the stopping distance is not greater than the remaining runway length.
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4. The system of Claim 1, wherein the processing circuit is configured to:
determine whether the speed of the aircraft is less than the VI speed; and
determine to abort the takeoff in response to determining that the speed of the aircraft is
less than the VI speed and that the aircraft failure event has occurred.
5. The system of Claim 1, wherein the processing circuit is configured to:
receive input from a pilot and input from one or more avionics systems of the aircraft;
and
determine the VR speed based on the input from the pilot and the input from the one or
more avionics system of the aircraft.
6. The system of Claim 1, wherein the input from the pilot and the input from the one or
more avionics systems comprises a runway length, an aircraft weight, and weather conditions.
7. The system of Claim I, wherein the processing circuit is configured to cause the
automated braking system to stop the aircraft by causing thrusters of the aircraft to be reversed
and aircraft brakes to be applied.
8. The system of Claim 1, wherein the system further comprises an audio system configured
to play audible instructions to the pilot, wherein the instructions comprise an audio message
indicating that the pilot should abort the takeoff and another audio message indicating that the
pilot should continue the takeoff.
9. The system of Claim .8, wherein the processing circuit is configured to:
cause the audio system to play the audio message indicating that the pilot should abort
the takeoff in response to abort the takeoff; and
cause the audio system to play the audio message indicating that the pilot should continue
the take the takeoff in response to continue the takeoff.
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10. The system of claim 1, wherein the system further comprises a lighting system
configured to illuminate a first color or a second color indicating to the pilot whether to continue
takeoff or abort takeoff; and
wherein the processing circuit is configured to:
cause the lighting system to illuminate the first color in response to determining to
abort the takeoff;
cause the lighting system to illuminate the second color in response to
determining to continue the takeoff.
11. An method for automated take-off system for an aircraft, the method comprising:
determining whether the speed of the aircraft is less than a VR speed;
determining whether an aircraft failure event has occurred;
determining whether to abort the takeoff or continue the takeoff in response to
determining that the speed of the aircraft is Jess than the VR speed and that the aircraft failure
event has occurred; and
causing an automated braking system to stop the aircraft in response to determining to
abort the takeoff.
12. The method of Claim 11, further comprising:
determining whether the aircraft comprises the automated braking system; and
causing the braking system to stop the aircraft in response to determining to abort the
takeoff and in response to determining that the aircraft comprises the automated braking system.
13. The method of Claim 11, wherein determining whether to abort the takeoff or continue
the takeoff is based on the speed of the aircraft and a remaining runway length.
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14. The method of Claim II, further comprising:
determining whether the speed of the aircraft is less than the V 1 speed; and
determining to abort the takeoff in response to determining that the speed of the aircraft is
less than the V 1 speed and that the aircraft failure event has occurred.
15. The method of Claim I 1, further comprising:
receiving input from a pilot and input from one or more avionics systems of the aircraft;
determining the VR speed based on the input ftom the pilot and the input from the one or
more avionics system of the aircraft.
16. The method of Claim 15, wherein the input from the pilot and the input ftom the one or
more avionics systems comprises a runway length, an aircraft weight, and weather conditions.
17. The method of Claim 11, wherein causing the automated braking system to stop the
aircraft comprises causing thrusters ofthe aircraft to be reversed and aircraft brakes to be
applied.
18. The method of Claim 11, further comprising:
causing an audio system to play the audio message indicating that the pilot should abort
the takeoff in response to abort the takeoff; and
causing the audio system to play the audio message indicating that the pilot should
continue the take the takeoff in response to continue the takeoff.
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19. An automated take-off system for an aircraft, the system comprising:
an automated braking system of the aircraft, the braking system configured to cause the
aircraft to stop;
a processing circuit configured to:
receive input from a pilot and input from one or more avionics systems of the
aircraft;
determine a VR speed based on the input from the pilot and the input from the one
or more avionics system of the aircraft;
determine whether the speed of the aircraft is less than the VR speed;
determine whether an aircraft failure event has occurred;
determine whether to abort the takeoff or continue the takeoff based on the speed
of the aircraft and a remaining runway length in response to detennining that the speed of the
aircraft is less than the VR speed and that the aircraft failure event has occurred; and
cause the automated braking system to stop the aircraft in response to determining
to abort the takeoff.
20. The system of Claim 19, wherein the processing circuit is configured to:
cause an audio system to play the audio message indicating that the pilot should abort the
takeoff in response to abort the takeoff; and
cause the audio system to play the audio message indicating that the pilot should continue
the take the takeoff in response to continue the takeoff.