[0001]The inventive concepts disclosed herein relate generally to the field of situational awareness displays. More particularly, embodiments of the inventive concepts disclosed herein relate to determining a future path of the aircraft based on current conditions.
[0002]Conventional Flight Management Systems (FMSs) provide awareness of an aircraft's present flight path. FMSs calculate lateral trajectory based on estimated ground speed, omnidirectional wind and a full bank maneuver which may not be same as what the aircraft will actually encounter while flying this trajectory. This leads to situations where aircraft is not able to follow the computed lateral trajectory precisely. In such situations, the flight crew may lack the situational awareness of whether the aircraft is going to be able to fly the calculated trajectory or not. Further, re-computing the lateral trajectory initially constructed by the FMS based on current parameters is not an ideal solution since that would lead to change in total distance (i.e. the length of the path remaining as referenced to flight plan destination). Changes in total distance can lead to several problems, such as, a missed required time of arrival (RTA) constraint, and vertical deviation jumps which can lead to vertical guidance issues in descent and approach phases of flight.
SUMMARY
[0003] In one aspect, the inventive concepts disclosed herein are directed to an aircraft path analysis system. The aircraft path system includes at least one processor coupled with a non-transitory processor-readable medium storing processor-executable code. The code causes the at least one processor to determine a bank option, a ground speed, or a wind speed, determine a projected path of the aircraft based on the wind speed, the ground speed , or the bank option and

the aircraft characteristic. The code also causes the at least one processor to provide display data indicative of the projected path.,
[0004] In another aspect, the inventive concepts disclosed herein are directed to a method. The method includes determining a bank maneuver, and determining a projected path of the aircraft based on the bank maneuver. The method also includes displaying data indicative the projected path.
[0005] In another aspect, the inventive concepts disclosed herein are directed to a system. The system includes a planned path circuit configured to generate a planned path of an aircraft, and a projected path circuit configured to generate a projected path of the aircraft based on a ground speed parameter, a wind parameter or a bank parameter. The ground speed parameter, the wind parameter or the bank parameter is received after the previous path is generated. The planned path and the projected path are configured to be displayed on a display device.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] 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 included drawings, which are not necessary 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 drawings may represent and refer to the same or similar element, feature, or function. In the drawings:
[0007] FIG. 1 is a schematic illustration of an exemplary embodiment of a control center of an aircraft according to the inventive concepts disclosed herein;
[0008] FIG. 2 is block diagram of an aircraft situational awareness system including a controller according to the inventive concepts disclosed herein;
[0009] FIG. 3 is a block diagram of the controller of the aircraft situational awareness system ofFIG.2;

[0010] FIG. 4 is an illustration of an exemplary embodiment of lateral map display depicting a planned flight path provided by the aircraft situational awareness system illustrated in FIG. 2;
[0011] FIG. 5 is illustration of an exemplary embodiment of lateral map display depicting the planned flight path illustrated in FIG. 3 and a predicted flight path as provided by the aircraft situational awareness system illustrated in FIG. 2 according to the inventive concepts disclosed herein; and
[0012] FIG. 6 is a diagram of an exemplary embodiment of a method of providing planned and projected paths for an aircraft according to the inventive concepts disclosed herein.
DETAILED DESCRIPTION
[0013] Before explaining at least one embodiment of the inventive concepts disclosed herein in detail, it is to be understood that the inventive concepts are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments of the instant inventive concepts, numerous specific details are set forth in order to provide a more thorough understanding of the inventive concepts. However, it will be apparent to one of ordinary skill in the art having the benefit of the instant disclosure that the inventive concepts disclosed herein may be practiced without these specific details. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the instant disclosure. The inventive concepts disclosed herein are capable of other embodiments or ofbeing practiced or carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting.
[0014] As used herein a letter following a reference numeral is intended to reference an embodiment of the feature or clement that may be similar, but not necessarily identical, to a previously described element or feature bearing the same reference numeral (e.g., 1, la, lb). Such shorthand notations are used for purposes of convenience only, and should not be construed

to limit the inventive concepts disclosed herein in any way unless expressly stated lo the
contrary. .■:-...\ :: - ,■:--.-;..-'
[0015] Further, unless expressly stated to the contrary, "or" refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).
[0016] In addition, use of the "a" or "an" are employed to describe elements and components of embodiments of the instant inventive concepts. This is done merely for convenience and to give a general sense of the inventive concepts, and "a" and "an" are intended to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise.
[0017] Finally, as used herein any reference to "one embodiment" or "some embodiments" means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the inventive concepts disclosed herein. The appearances of the phrase "in some embodiments" in various places in the specification are not necessarily all referring to the same embodiment, and embodiments of the inventive concepts disclosed may include one or move of the features expressly described or inherently present herein, or any combination or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.
[0018] Broadly, embodiments of the inventive concepts disclosed herein are directed to computation and display of predicted flight paths (e.g., aircraft lateral trajectory) based on current conditions (ground speed, wind and half bank selection). The inventive concepts disclosed herein can be utilized in a number of avionic systems for prediction and/or display of projected flight paths. While the present disclosure describes systems and methods implementable for a FMS of an aircraft, the inventive concepts disclosed herein may be used in any type of environment (e.g., in another aircraft, a spacecraft, or a ground-based vehicle, or in a

Atty. Dkt. No.: 18CRO06 (047141-1322)
non-vehicle application such as a ground-based display system; an air traffic control system, a radar system;^ virtual display system). While certain examples and. embodiments of the inventive concepts disclosed herein are described with respect to a pilot of an aircraft, it will be appreciated that users other than a pilot may use and benefit from the inventive concepts disclosed herein with respect to other vehicles or and objects.
[0019] In some embodiments, systems and methods provide improved situational awareness by computing and displaying predicted lateral trajectory that the aircraft will actually be flying based on the current values of parameters (e.g., ground speed, wind component along the predicted trajectory and current selection of a bank option). In some embodiments, the computed predicted trajectory is continuously be updated for a time period (e.g., the next 60 seconds) starting a time period ahead of the aircraft (e.g., 30 seconds ahead of the aircraft or a distance associated with flight for 30 seconds). In some embodiments, the systems and methods provide the flight crew situational awareness of lateral trajectory 90 seconds ahead of the aircraft 106and displays the computed predicted trajectory on a map display as an overlay to the original lateral flight path or plan. In some embodiments, the visual display of the computed predicted trajectory and the originally planned path allows the flight crew to compare the originally planned path and the predicted actual path with sufficient time for the crew to recognize any discrepancy and decide to correct either airspeed or bank angle or flight plan to assure staying on a planned or proper trajectory.
[0020] Referring now to FIG. 1, a schematic illustration of an exemplary embodiment of a control center 100 of an aircraft 106 is shown according to the inventive concepts disclosed herein. The aircraft control center 100 (or "cockpit") includes one or more flight displays 102 and one or more user interface (UI) elements 104. The flight displays 102 may be implemented using any of a variety of display technologies, including CRT, LCD, organic LED, dot matrix display, and others. The flight displays 102 may be navigation (NAV) displays, primary flight displays, electronic flight bag displays, tablets such as iPad® computers manufactured by Apple, Inc. or tablet computers, synthetic vision system displays, head up displays (HUDs) with or without a projector, wearable displays, watches, Google Glass® and so on. The flight displays
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•102 may be used to provide information to the flight crew, thereby increasing the flight crew's visuahrange and enhancing their decision-making abilities. .In some embodiments, the flight displays 102 provide flight management computer (FMCj or flight management system (FMS) displays and are configured to provide computed or predicted lateral trajectory on a map display as an overlay to the original lateral flight path or plan. The flight displays 102 may be configured to function as, for example, a primary flight display (PFD) used to display altitude, airspeed, vertical speed, navigation and traffic collision avoidance system (TCAS) advisories; a crew alert system (CAS) configured to provide alerts to the flight crew; a multi-function display used to display navigation maps, weather radar, electronic charts, TCAS traffic, aircraft maintenance data and electronic checklists, manuals, and procedures; an engine indicating and crew-alerting system (EICAS) display used to display critical engine and system status data, and so on. Other types and functions of the flight displays 102 are contemplated and will be apparent to those skilled in the art. According to various exemplary embodiments of the inventive concepts disclosed herein, at least one of the flight displays 102 may be configured to provide a rendered display from the systems and methods described herein.
[0021] In some embodiments, the flight displays 102 provide an output from an aircraft-based system, a ground-based system, a satellite-based system, or from a system of another aircraft. In some embodiments, the flight displays 102 provide an output from an aircraft-based weather radar system, LIDAR system, infrared system or other system on the aircraft. For example, the flight displays 102 may include an avionics display, a joint display, an air traffic display, a weather radar map, and a terrain display. The flight displays 102 include an electronic display or a synthetic vision sy.steJii.(S.VS). For example, the flight displays 102 may include a display configured to display a two-dimensional (2-D) image, a three-dimensional (3-D) perspective image, or a four-dimensional (4-D) display. Other views of air traffic information, terrain, and/or weather information may also be provided (e.g., plan view, horizontal view, and vertical view). The views shown on the flight displays 102 may include monochrome or color graphical representations of the displayed information. Graphical representations of the displayed
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information may include an indication of altitude-of other aircraft, weather conditions, or terrain, '..;. /.orthe altitude and/or location of such information.relat-i.ve.to the aircraft.
[0022] The UI elements 104 may include, for example, dials, switches, buttons, touch screens, keyboards, a mouse, joysticks, cursor control devices (CCDs) or other multi-function key pads certified for use with avionics systems. The UI elements 104 may be configured to, for example, allow an aircraft crew member to interact with various avionics applications and perform functions such as data entry, manipulation of navigational maps, and moving among and selecting checklist items. For example, the UI elements 104 may be used to adjust features of the flight displays 102. The UI elements 104 may also (or alternatively) be used by an aircraft crew member to interface with or manipulate the displays of the flight displays 102. In some embodiments, the UI elements 104 provide a selection of half bank or full bank for trajectory projections by the FMS.
[0023] Referring now to.FIG. 2, an aircraft situational awareness system 110 includes a controller 112, the flight displays 102, the UI elements 104, a flight monitoring system 114, sensors 116, and a communication system 118. In some embodiments, one or more of the controller 112, the flight displays 102, the UI elements 104, the sensors 116, and the communication system 118 is integrated with or provided as part of another aircraft system, such as a synthetic vision system (SVS), an FMC, an FMS, a TCAS, or other system. In some embodiments, one or more of the controller 112, the flight displays 102, theUI elements 104, the flight monitoring system 114, the sensors 116, and the communication system 118 is provided as a stand-alone system in communication with the other systems. In some embodiments, the aircraft situational awareness system 110 includes other systems and components for general aircraft operation, such as a weather radar system, an SVS, TCAS, Automatic Dependent Surveillance (ADS) system, an FMS, a TAWS, or other avionic equipment.
[0024] The controller 112 is configured to send data to and receive data from, or otherwise facilitate electronic data communications, with the other systems of the aircraft situational awareness system 110 or with remote systems such as satellite-based systems or ground-based
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systems. The controller 112 can interface with an aircraft control system, aircraft monitoring ■ ,;:.; . system, or other such system. The controller 112.can be configured to generally receive input from the various other systems and generate planned and projected path depictions (e.g., lateral path) for a half bank selection and show the difference between the projected path at full bank and the projected path at half bank in some embodiments. The controller 112 can utilize flight planning and projection algorithms to provide the projected flight path or lateral trajectory in accordance with wind speed, aircraft criteria, flight data (speed, a velocity, a descent rate, or an ascent rate), and the original flight plan. In some embodiments, there are various different reasons for the predicted path not matching with previous path including, but not limited to: 1. the ground speed not matching (e.g., the aircraft 106 is flown at different calibrated air speed than what was estimated for the previous path); 2. The wind speed being different; and 3.the bank angle assumption used for the previous path computation and the current bank angle that has been selected by pilot. The ground speed can mismatch due to wind or other calibrated air speed issue.
[0025] The structure of the controller 112 is shown in greater detail in FIG. 3 and the activities of the controller 112 are explained in greater detail with respect to FIG. 3. In various embodiments, the controller 112 can be configured to perform any of the actions described herein using any of the various other systems of the aircraft situational awareness system 110 as described herein. The controller 112 is a computing platform, such as an aviation computing resource (e.g., an FMS, a traffic computer, surveillance system, integrated avionics module, common computer module), a general purpose processor, an electronic flight bag, or a portable device. The controller 112 is configured by software stored on a non-transitory medium to provide the operations described herein in some embodiments,
[0026] The sensors 116 may include, for example, one or more fuel sensors, airspeed sensors, location tracking sensors (e.g., GPS), lightning sensors, turbulence sensors, pressure sensors, optical systems (e.g., camera system, infrared system), weather sensors, such as outside air temperature sensors, winds at altitude sensors, INS G load (in-situ turbulence) sensors, barometric pressure sensors, humidity sensors, or any other aircraft sensors or sensing system
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that may be used to monitor the performance of an aircraft or weather local to or remote from the aircraft. The plurality of sensors 116 may include one or more sensors configured to acquire air data indicative of at least one air characteristic (e.g., a pressure, an indicated airspeed, a true airspeed, an angle of attack, a pitch angle, an altitude, a temperature) of an environment surrounding the aircraft 106. The sensors may be located in various positions on the aircraft 106, and a single sensor may be configured to acquire more than one type of sensor data. Data from the sensors 116 is output to the controller 112 for further processing and display as described below.
[0027] The flight monitoring system 114 may be or include at least one of a GPS, a Global Navigation Satellite System (GNSS), an altitude heading and reference system (AHRS), an inertial reference system (IRS), or other navigation system. The flight monitoring system 114 is configured to acquire flight data indicative of at least one flight characteristic of the aircraft 106 (FIG. 1). The flight characteristics may include, for example, a ground speed, a vertical speed, a pitch angle, or an altitude of the aircraft 106. Data from the flight monitoring system 114 is output to the controller 112 for determining an impact of the flight characteristics on the aircraft 106 during a flight event.
[0028] The communication system 118 facilitates communications between the controller 112 and an external system 120 (e.g., a satellite system, other aircraft, a terrestrial station, or other air, space, or ground-based system). For example, the communication system 118 can send data to and receive data from external ground-based weather supplier systems and ground-based air traffic control systems. The communication system 118 can communicate with the external system 120 using any type of communication protocol or network (e.g., via a mobile network, via one or more bi-directional or uni-directional communication channels) and can include any type of wired or wireless interface for facilitating the communication. It should be understood that the information received by the controller 112 as described in the present disclosure can come from any internal or external source.
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[0029] Referring now to FIGr3, a block diagram of the controller 112 of the aircraft situational awareness system 110 of FIG. 2 is.shown according to the inventive concepts disclosed herein,;: :<. The controller 112 includes a processor 130, a memory 132, a communications interface 134, and a path analysis system 140. The communications interface 134 is configured to facilitate communications between the controller 112 and the other components and systems of the situational awareness system 110.
[0030] The processor 130 can be implemented as a general or specific purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a group of processing components, or other suitable electronic processing components. The memory 132 is one or more devices (e.g., RAM, ROM, flash memory, hard disk storage) for storing data and computer code for completing and facilitating the various user or client processes, layers, and modules described in the present disclosure. The memory 132 can be or include volatile memory or non-volatile memory and can include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures of the inventive concepts disclosed herein. The memory 132 is communicably connected to the processor 130 and includes computer code or instruction modules for executing one or more processes described herein.
[0031] The memory 132 includes one or more memory devices for storing instructions that are executable by the processor 130 to carry out the functions of the situational awareness system 110. The memory 132 (e.g., RAM, ROM, Flash Memory, hard disk storage, etc.) can store various data and/or computer code for facilitating the various processes described herein. The memory 132 can be communicably connected to the processor 130 to provide computer code or instructions to the processor 130 for executing at least some of the processes described herein. Moreover, the memory 132 can be or include tangible, non-transient volatile memory or non¬volatile memory. Accordingly, the memory 132 can include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.
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[0032] The path analysis system 140 includes a planned path circuit 142, an-aircraft state circuit 144, and aprojcctedpatlrcircuit 148. In some embodiments, the planned pathekeuit 142, the aircraft state circuit 144, and the projected path circuit 148 are embodied as machine or computer-readable media that is executable by a processor, such as processor 130. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable generation of planned and projected path depictions (e.g., aircraft lateral trajectory) based on current conditions (ground speed, wind and half bank selection). For example, the machine-readable media can provide an instruction (e.g., command, etc.) to acquire data. In this regard, the machine-readable media can include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media can include code, which can be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code can be executed on one processor or multiple remote processors. In the latter scenario, the remote processors can be connected to each other through any type of network (e.g., CAN bus, etc.).
[0033] In some embodiments, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 are embodied as hardware units, such as electronic control units. As such, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 can be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some^mhodiments, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 can take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of "circuit." In this regard, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 can include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein can
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include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, andso;oii). The planned path circuit 142, the aircraft state circuit 144, the and the projected path circuit 148 can also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The planned path circuit 142, the aircraft state circuit 144, the and the projected path circuit 148 can include one or more memory devices for storing instructions that are executable by the processor(s) of the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148. The one or more memory devices and processor(s) can have the same definition as provided herein with respect to the memory 132 and the processor 130. In some hardware unit configurations, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 can be physically located in separate locations in the situational awareness system 110. Alternatively, and as shown, the planned path circuit 142, the aircraft state circuit 144, the and the projected path circuit 148 can be embodied in or within a single unit/housing, which is shown as the path analysis systemMO of the controller 112. In some embodiments, the planned path circuit 142, the aircraft state circuit 144, and the projected path circuit 148 can be a hybrid of any device disclosed above, such as a specific purpose processor or task execution unit (e.g., configured to execute a micro node) with additional circuity specifically configured to execute bandwidth calculations, frame analysis, or routing determinations.
[0034] The planned path circuit 142 is configured to determine a planned path of the aircraft 106. The planned path can be based on aircraft position points and GNSS or GPS data points and provides the planned route or flight path for the aircraft (e.g., lateral). In some embodiments, the planned path is received by the controller 112 for another system. The planned path circuit 142 utilizes flight plan information from the FMS in some embodiments.
[0035] The aircraft state circuit 144 is configured to determine a state of the aircraft and an environment of the aircraft. The aircraft slate circuit 144 can determine a weather condition such as wind, temperature, and pressure. The aircraft state circuit 144 can determine a characteristic of the aircraft, such as a performance characteristic. The performance characteristic can include an
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airspeed,-velocity, decent rate, pitch, and location, among other aircraft performance
characteristics: ,..:U::.^. .... o.u^'uu
[0036] The projected path circuit 148 is configured to determine a projected path of the aircraft based on the planned path of the aircraft, the aircraft state, and a bank selection 146 via the UI elements 104 or other input. The projected path circuit 148 can determine the projected path by extrapolating from the planned path of the aircraft. The planned path and the projected paths are fly by leg paths. In some embodiments, the projected path is a linear leg connected to a turning leg connected to another linear leg. The turning leg of the planned path is predicted according to a full bank maneuver in the planned path in some embodiments. Accordingiy, if the pilot chooses a half bank maneuver or other less than full bank maneuver (e.g., for passenger comfort, due to icing, due to high speed, etc.), the planned path is not an accurate prediction for the maneuver because it was predicted at full bank.
[0037] The projected,path,circuit 148 can determine the projected path or lateral trajectory based on aircraft performance, weather (e.g., wind), altitude, temperature, descent rate, aircraft dynamics and the bank selection 146. The projected path is determined using at least one of the latest, near real time, or real time values for wind speed, aircraft speed (e.g., ground speed), and bank selection in some embodiments. The projected path is determined using all of the latest or real time values for wind speed, aircraft speed (e.g., ground speed), and bank selection in some embodiments. The wind speed, the aircraft speed and the bank parameter are received by the projected path circuit 148 after the previous path is generated by the previous path circuit 142 in some embodiments. The bank selection can be an indication of a half bank or full bank maneuver. The projected path dynamically changes with a change in environmental condition (e.g., increased shear wind) or aircraft performance parameter (e.g., increased airspeed). The projected path is based the current values of parameters, such as, ground speed, wind component along the predicted trajectory and current selection of half bank option. The projected path is continuously be updated for next 60 seconds starting 30 seconds ahead of the aircraft 106 (FIG. 1) (hence, the flight crew has situational awareness of lateral trajectory 90 seconds ahead of the aircraft). Generally, aircraft are expected by air traffic control to turn at a "standard rate of turn"
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-., —- which is 3 degrees per second or full bank. The projected path circuit 148 can provide the . ... --.projected path when the projected path does not to match-with, the planned path under at least three conditions: I. ground speed does not match i.e. aircraft being flown at different CAS or Mach speed than what was estimated for the planned path (e.g., a ground speed mismatch); 2. ground speed differences due to wind conditions is somewhat already considered in the ground speed; and 3. bank angle assumption used for the planned path computation is incorrect or not selected.
[0038] The projected path can provide an indication to the operator of the aircraft of the lateral trajectory using the half bank maneuver in some embodiments. The projected path is provided on a map display in some embodiments. In some embodiments, the projected path is provided in a different color with respect to the planned path of the flight on one or more of the flight displays 102. In some embodiments, the visible difference between the planned path and the predicted path at half bank allows the flight crew to take appropriate actions to avoid excursions from the planned path. In some embodiments, the predicted path is provided at least 90 seconds ahead of the aircraft so that the flight crew has sufficient time to correct for any deviations due to the half bank selection. The controller 112 increases the situational awareness of the flight crew about how the aircraft 106 is going to fly the lateral trajectory well in advance for them to take some appropriate actions. The increased situational awareness is particularly advantageous when flying in terminal areas, required navigation (RNP) approaches, or where ever aircraft need to be protected in a lateral corridor area.
[0039] In some embodiments, the projected path is displayed with symbology indicating an environmental condition or aircraft performance parameter. The projected path can be displayed along with numerical values to provide discrete information, such as, ground speed, bank angle, airspeed or angle of attack. In some embodiments, the projected path can be displayed in relation to the planned route, and any deviations can be indicated.
[0040] Other circuits or components may be included in the memory 132 and the path analysis system 140, such as a display circuit configured to render a display on or provide display data to
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one or more of the flight displays 102. The displayed information can generally include any of .;.:/; ■jrthe information and data used or generated by the path'analysis system 140, such as the planned path of the aircraft approach volume, and the projected path. For example, the display 102 can display the planned path, the projected path, and theapproach volume. The displayed information can include other information as well, such as weather information or information derived from communications with an external source. In some embodiments, the displayed information can be presented as an alert or be presented along with an alert, such as a tactile or audible alert. The display can be any type of display, such as a three dimensional display and a vertical situation display device. The display can depict the aircraft 106 in a fixed position on a display screen of the display device.
[0041] Referring now to FIG. 4, an illustration of an exemplary embodiment of situational display 400 depicting planned path 403 and the present aircraft position is represented by an icon 402 according to some embodiments. The planned path 401 includes a straight leg 404, a curved leg 406, and a straight leg 408. Curved leg 406 is to be performed at full bank. The path 401 is created using forecasted conditions ( speed schedule, wind, and temperature) and assumes a full bank maneuver. The icon 402 is centered on the screen and the icon 402 can move in reference to the scene or the scene can move in reference to the icon 402 in some embodiments. If the flight crew does not have any situational awareness that the aircraft 106 (FIG. 1) will not be able to fly the curve transition (e.g., the curved leg 406) as planned as depicted on the display 400 due to the half bank selection and/or higher aircraft ground speed than planned, the flight crew will not realize the effect on the trajectory until after the aircraft 106 is well into middle of the curve transition, far too latcJotake.appropriate action.
[0042] Referring now to FIG. 5, an illustration of an exemplary embodiment of situational display 500 depicting the planned path 401, the present aircraft position represented by the icon 402, and a predicted path504. The predicted path 504 is provided using current conditions (ground speed, wind) and a bank selection. The bank selection is automatically a half bank selection or is selected by the flight crew via the UI elements 104. The path 506 deviates from the path 401 at the path 506 by a difference 508 due to present conditions or due to different
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bank criteria/The display of the difference 508 allows a flight crew to "take appropriate action. • The display 500 provides more than a simple lateral trend vector based on current turn rate in some embodiments. The display provides a predictive look-ahead of the actual lateral path based • ' - on how guidance will utilize the most current environmental conditions and the bank selection in some embodiments.
[0043] Referring now to FIG. 6, the controller 112 (FIG. 2) operates according to a flow 600 in some embodiments. In some embodiments, the flow 600 is performed in response to a half bank maneuver being selected. In some embodiments, the flow 600 is performed when a flight plan is entered that uses a half bank maneuver or if there is a ground speed mismatch (e.g., current airspeed is higher than planned).
[0044] The flow 600 includes a step 602. In the step 602, the controller 112 determines or receives a planned path of an aircraft. For example, the planned path can be based on aircraft position points and GPS data point and provides the planned route or flight path for the aircraft (e.g., lateral). In some embodiments, the planned path is received by the controller 112 from another system. The planned path circuit 142 utilizes flight plan information from the FMS in some embodiments.
[0045] In the step 604, the controller 112 determines a bank criteria (e.g., half bank selection), wind speed, or ground speed. In a step 606, the controller 112 determines a projected path of the aircraft. The projected path can be based on extrapolating the planned path of the aircraft 106 (FIG. 1) and additionally on an aircraft performance parameter. The projected path indicates a trend of the aircraft 106 based upon the determined wind speed, determined ground speed, or bank selection, and more specifically a future path that the aircraft 106 will take unless the aircraft 106 undergoes a change (e.g., due to an environmental condition or aircraft performance event, such as a loss of power or a pilot increasing power to the engines to increase aircraft speed).
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[0046] In a step 608, the planned path and the projected path are displayed. The displayed -information can include other information,as well, such as weather information or information .~ *•:.-:.. derived from communications with an external source. In some embodiments, the displayed information can be presented as an alert or be presented along with an alert, such as a tactile or ■ audible alert.
[0047] As will be appreciated from the above, lateral situation displays including planned and projected path depictions according to embodiments of the inventive concepts disclosed herein may help aircraft operators improve aircraft state awareness during critical phases of flight, enable quick determination of aircraft planned and future path, decrease pilot workload during critical stages of flight, enabling aircraft to flight tighter and safer routes, and overall improved situational awareness.
[0048] It is to be understood that embodiments of the methods according to the inventive concepts disclosed herein may. include one or more of the steps described herein. Further, such steps may be carried out in any desired order and two or more of the steps may be carried out simultaneously with one another. Two or more of the steps disclosed herein may be combined in a single step, and in some embodiments, one or more of the steps may be carried out as two or more sub-steps. Further, other steps or sub-steps may be carried out in addition to, or as substitutes to one or more of the steps disclosed herein.
[0049] From the above description, it is clear that the inventive concepts disclosed herein are well adapted to carry out the objects and to attain the advantages mentioned herein as well as those inherent in the inventive concepts disclosed herein. While presently preferred embodiments of the inventive concepts disclosed herein have been described for purposes of this disclosure, it will be understood that numerous changes may be made which will readily suggest themselves to those skilled in the art and which are accomplished within the broad scope and coverage of the inventive concepts disclosed and claimed herein.

WHAT IS CLAIMED IS: -

An aircraft path analysis system, comprising:
at least one processor coupled with a non-transitory processor-readable medium storing processor-executable code for causing the at least one processor to:
determine a bank option, a ground speed, or wind speed; determine a projected path of an aircraft based on an aircraft performance characteristic, the wind speed and at least one of the bank option, the ground speed, or the wind speed; and
provide display data indicative of the projected path.
2. The system of claim 1, wherein the projected path is displayed to overlay a previously determined path.
3. The system of claim 1, wherein the display data is part of a map display.
4. The system of claim 1, wherein the projected path is a different color than a planned path provided in the display data.
5. The system of claim 1, wherein the projected path is a lateral trajectory and is continuously updated.
6. The system of claim 1, wherein the aircraft performance characteristic comprises at least one of a location, a speed, a velocity, or an aircraft roll rate.
7. The system of claim 1, wherein the bank option is a pilot input half bank
selection.

8. A method comprising:
determining a'bank maneuver;
determining a projected path of an aircraft based on at least one of a planned path of the aircraft, an aircraft performance characteristic, and the bank maneuver; and displaying data indicative the projected path.
9. The method of claim 8, further comprising;
determining the planned path of the aircraft, wherein the projected path and the planned path are displayed.
10. The method of claim 8, wherein the projected path comprises a dashed line.
11. The method of claim 8, wherein the method is performed in response to a selection of a half bank maneuver or in an overspeed situation.
12. The method of claim 11, wherein the projected path is continuously updated for a period of time.
13. The method of claim 8, wherein the projected path is provided for a travel distance corresponding to a time period.
14. The method of claim 8, wherein a display device provides a map display.
15. A system comprising:
a planned path circuit configured to generate a planned path of an aircraft; and
a projected path circuit configured to generate a projected path of the aircraft based on a ground speed parameter, a wind parameter, or a bank parameter, the ground speed

parameter, the>wind parameter or the bank parameter being received after the previous path is
generated; .. ../-../■.. :,:,. •: .
wherein the planned path and the projected path are configured to be displayed on
a display device.
16. The system of claim 15, wherein the projected path is continuously updated.
17. The system of claim 155 wherein the bank parameter is a half bank parameter.
18. The system of claim 15, wherein the projected path is a dashed line.
19. The system of claim 15, wherein the projected path circuit is configured to generate the projected path based on the ground speed parameter.
20. The system of claim 19, wherein the projected path circuit is configured to dynamically change the generated projected path based on at least one of an environmental condition and an aircraft performance parameter.