BACKGROUND
[0001] The inventive concepts disclosed herein relate generally to the field of aircraft flight
display systems. More particularly, embodiments of the inventive concepts disclosed herein
relate to improving situational awareness of an aircraft operator or aircraft control system during
an aircraft landing procedure.
[0002] Landing is considered a critical phase of a flight. When landing, the pilot generally
seeks to touch down on the runway within a threshold window or zone. If the pilot can touch
down within the threshold window, then the remaining length of the runway typically provides
sufficient distance to bring the aircraft to a complete stop. If the pilot overshoots the threshold
window, for example, then there may not be sufikient runway distance to bring the aircraft to a
complete stop.
[0003] In some instances, it can be difficult for a pilot to accurately predict an actual touch
down point on a runway. For example, heavy wind, turbulence, and other environmental
conditions can unexpectedly affect the actual touch down point. Furthermore, a view of the
runway through a cockpit of the aircraft may he obstructed or otherwise have low visibility due
to weather conditions, which may cause the pilot to choose between attempting a landing or a
circling around to repeat the landing procedure. Some existing systems provide messages with
basic information (e.g., a "short runway" alert) when an aircraft descends below a threshold
altitude and the length of the runway ahead is less than the computed landing field length.
However, these messages may not provide sufficient infor~nationt o the pilot.
Atty. Dkt. No.: 17CR329 (047141-1284)
SUMMARY
[0004] In one aspect, the inventive concepts disclosed herein are directed to a system for an
airborne platform. The system includes a display device and a processing circuit communicably
coupled to the display device. The display device is configured to provide a display. The
processing circuit is configured to determine one or more performance characterist~cso f the
aircraft, a predicted landing path including a predicted touch down point of a runway, and
whether the predicted touch down point is within a recommended touch down zone. The
processing circuit is hrther configured to generate a three-dimensional display providing a visual
representation of the aircraft, the runway, and the predicted landing path. The visual
representation of the predicted landing path is provided as a first color in response to determining
the predicted touch down point is within the recommended touch down zone and the visual
representation of the predicted landing path is provided as a second color in response to
determining the predicted touch down point is not within the recommended touch down zone.
[QOQS] In a further aspect, the inventive concepts disclosed herein are directed to a method.
The method includes determining, by a processing circuit, one or more performance
characteristics of an aircraft. The method further includes determining, by the processing circuit,
a predicted landing path in response to the determined perfolmance characteristics, the predicted
landing path including a predicted touch down point of a runway. The method further includes
determining, by the processing circuit, whether the predicted touch down point is within a
recommended touch down zone. The method further includes generating, by the processing
circuit, a three-dimensional display providing a visual representation of the aircraft, the runway,
and the predicted landing path. The visual representation of the predicted landing path is
provided as a first color in response to determining the predicted touch down point is within the
recommended touch down zone and the visual representation of the predicted landing path is
provided as a second color in response to determining the predicted touch down point is not
within the recommended touch down zone.
Atty. Dkt. No.: 17CR329 (047141-1284)
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 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 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 a system configured to generate a smart runway landing
display, according to the inventive concepts disclosed herein;
[0009] FIG. 3 is a block diagram of the processing circuit of the system configured to generate
a smart runway landing display of FIG. 2, according to the inventive concepts disclosed herein;
(0010j FIG. 4 is an example screenshot illustrating a smart runway landing display provided on
an aircraft display device, according to the inventive concepts disclosed herein;
[0011] FIG. 5 is another example screenshot illustrating a smart runway landing display
provided on an aircrafi display device, according to the inventive concepts disclosed herein;
[0012] FIG. 6 is another example screenshot illustrating a smart runway landing display
provided on an aircraft display device, according to the inventive concepts disclosed herein;
[0013] FIG. 7 is another example screenshot illustrating a smart runway landing display
provided on an aircraft display device, according to thc inventive concepts disclosed herein;
[0014] FIG. 8 is a diagram of an exemplary embodiment of a method of providing a smart
runway landing display, according to the inventive concepts disclosed herein.
Atty. Dkt. No.: 17CR329 (047141 -1 284)
DETAILED DESCRIPTION
[0015] 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 specitic 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 slcill 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 of being 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.
[0016] As used herein, a letter following a reference numeral is intended to reference an
embodiment of the feature or element 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 to the
contrary.
[0017] 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 is true (or present).
[0018] In addition, use ofthe "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
Atty. Dkt. No.: 17CR329 (047141-1284)
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.
[0019] Finally, as used herein any reference to "one embodiment" or "some emhodiments"
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 emhodiments of the
inventive concepts disclosed may include one or more 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 he expressly described or inherently
present in the instant disclosure.
[0020] Broadly, embodiments of the inventive concepts disclosed herein are directed to
providing a smart runway landing display. The inventive concepts disclosed herein can be
utilized in a number of control and alerting systems for various types of applications, sensing
systems, and display systems. While the present disclosure describes systems and methods
implementable in an aircraft, the inventive concepts disclosed herein may be used in any type of
environment (e.g., in another aircrafl, a spacecraft, a ground-based vehicle, or in a non-vehicle
application such as a ground-based display system, an air traffic control system, a radar system, a
vifiual 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 andlor objects.
[0021] Referring now to FIG. I, a schematic illustration of an exemplary embodiment of a
control center of an aircraft 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
Atty. Dkt. No.: 17CR329 (0471 41 -1284)
others. The fl~ghdt isplays 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 102 may be
used to provide information to the flight crew, thereby increasing the flight crew's visual range
and enhancing their decision-making abilities. The flight displays 102 may be configured to
function as, for example, aprimary 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 lo
display navigation maps, weather radar, electronic charts, TCAS traffic, aircraft maintenance
data and electronic checlilists, 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.
[0022] 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, LlDAR system, infrared system or other system on the aircraft. For example, ihe
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 system (SVS). 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,
andlor 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, which may include an indication of altitude of othe~
Atty. Dkt. No.: 17CR329 (047141-1284)
aircraft, weather conditions, or terrain, or the altitude and/or location of such information relative
to the aircraft. In some embodiments, the views on the flight displays 102 include a twodimensional
visual representation that includes a runway, such as a Jeppesen chart. In some
embodiments, the views on the flight displays 102 include a three-dimensional visual
representation that includes the aircraft, a runway, a landing path, a virtual landing tunnel, and/or
a touch down point on the runway.
[0023] The U1 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 U1 elements 104 may be used to adjust features of
the flight displays 102, such as contrasf brightness, width, and length. 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. For example, the UI elements 104 may be used by an aircraft
crew member to adjust the brightness, contrast, and information displayed on the flight displays
102. The UI elements 104 may additionally be used to acknowledge or dismiss an indicator
provided by the flight displays 102. Further, the UI elements 104 may be used to correct errors
on the flight displays 102. Other UI elements 104, such as indicator lights, displays, display
elements, and audio alerting devices, may be configured to warn of potentially threatening
conditions such as severe weather, terrain, and obstacles.
100241 Referring now to FIG. 2, a system 200 configured to generate a smart runway landing
display is shown according to the inventive concepts disclosed herein. The system 200 is shown
to include a processing circuit 202, the flight displays 102, the UI elements 104, a flight
monitoring system 204, a plurality of sensors 206, and a communication system 208 provided in
an aircraft 212 (or an "airborne platform"). In some embodiments, one or more of the processing
circuit 202, the flight displays 102, the Ul elements 104, the flight monitoring system 204, the
plurality of sensors 206, and the communication system 208 is provided as part of a synthetic
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Atty. Dkt. No.: 17CR329 (047141 -1284)
vision system (SVS). In some embodiments, one or more of the processing circuit 202, the flight
displays 102, the U1 elements 104, the flight ~nonitorings ystem 204, the plurality of sensors 206,
and the communication system 208 is provided external to the aircraft 212. In some
embodiments, the system 200 includes other systems and components for general aircraft
operation, such as a weather radar system.
[0025] The processing circuit 202 can be configured to send data to and receive data from, or
otherwise facilitate electronic data communications, with the other systems of the system 200 or
with remote systems such as satellite-based systems or ground-based systems. The processing
circuit 202 can interface with an aircraft control system, aircraft monitoring system, or other such
system. The processing circuit 202 can generally be configured to receive input from the various
other systems to determine aircraft performance characteristics, corrected performance
characteristics, travel paths (e.g., a predicted landing path, a landing tunnel), a predicted touch
down point, and a recommended touch down zone based on the input. The processing circuit
202 can generally be configured to generate a three-dimensional or two-dimensional visual
representation of the determined travel paths, predicted touch down point, and recommended
touch down zone. The structure of the processing circuit 202 is shown in greater detail in FIG. 3
and the activities of the processing circuit 202 are explained in greater detail with respect to FIG.
3.
[0026] The plurality of sensors 206 may include, for example, one or more fuel sensors,
location tracking sensors (e.g., GPS), 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 that may be used to monitor ihe
performance of an aircraft or weather local to or remote from the aircraft. The sensors 206 may
include one or more sensors configured to acquire data indicative of speed (e.g., indicated
airspeed, a true airspeed, and groundspeed), an angle of attack, a pitch angle, a flight path angle,
an acceleration, a rate of descent, andlor an altitude. The sensors 206 may be located in various
positions on the aircraft 212, and a single sensor may be configured to acquire more than one
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type of sensor data. Data from the sensors 206 is output to the flight monitoring system 204
andor the processing circuit 202 (not shown) for further processing and display as described
below.
[0027] The flight monitoring system 204 can be configured to acquire flight data indicative of
at least one performance characteristic of the aircraft 212. For example, in some embodiments,
the flight monitoring system 204 is configured to receive data from the sensors 206. The
performance characteristics can relate to speed (e.g., indicated airspeed, a true airspeed,
groundspeed), acceleration, a pitch angle, a flight path angle, a flap position, a thruster setting,
altitude, andior rate of descent of the aircraft 212. The flight monitoring system 204 can include
at least one of a GPS, a Global Navigation Satellite System (GNSS), an altitude heading and
reference system (AInS), and an inertial reference system (IRS). In some embodiments, the
flight monitoring system 204 is configured to receive andior store information relating to the
aircraft 212. For example, the flight monitoring system 204 can be configured to receive and
store an aircraft weight value. Data from the flight monitoring system 204 can be output to the
processing circuit 202 for determining an effect of the performance characteristics on the aircraft
212 during landing or a landing approach. In this regard, the flight monitoring system 204 is
communicably coupled to the processing circuit 202.
[0028] The communication system 208 can be configured to facilitate co~nmunications
between the processing circuit 202 and an external systems 21 0 (e.g., a satellite system, other
aircraft, a terrestrial station, or other air, space, or ground-based system). For example, the
communication system 208 can send data to and receive data from external ground-based
weather supplier systems and ground-based air traffic control systems. The co~nmunication
system 208 can be configured to communicate with the external systems 210 using any type of
com~nunicationp rotocol or networlc (e.g., via a mobile network, via one or more hi-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
processing circuit 202 as described in the present disclosure can come from any internal or
external source.
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Atty. Dkt. No.: 17CR329 (047141-1 284)
100291 Referring now to FIG. 3, the processing circuit 202 of the system 200 of FIG. 2 is
shown in further detail according to the inventive concepts disclosed herein. The processing
circuit 202 is shown to include a processor 302, a memory 304, and a communications interface
306. The communications interface 306 can be a wired or wireless interface configured to
facilitate communications between the processing circuit 202 and the other components and
systems of the system 200. The processor 302 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
[0030] The memory 304 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 304 may
be or include volatile memory or non-volatile memory and may 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 304 is communicably connected to the processor 302 and includes
computer code or instruction modules for executing one or more processes described herein.
The memory 304 can include various circuits, software engines, andlor modules that cause the
processor 302 to execute the systems and methods described herein. In some embodiments, the
processing circuit 202 also includes a graphics processing unit (GPU) (not shown), which can be
configured to retrieve electronic instructions for generating a visual representation for one or
more of the flight displays 102 and execute the electronic instructions in order to generate the
visual representation.
[0031] The memory 304 is shown to include an aircraft performance analysis circuit 308, a
predicted path analysis circuit 310, a landing tunnel circuit 312, a landing path correction circuit
3 14, and an image generation circuit 3 16. In some embodiments, the aircraft performance
analysis circuit 308, the predicted path analysis circuit 310, the landing tunnel circuit 312, the
landing path correction circuit 3 14, and the image generation circuit 3 16 are embodied as
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machine or computer-readable media that is executable by a processor, such as the processor
302. As described herein and amongst other uses, the machine-readable media facilitates
performance of certain operations to enable generation of images relating to a landing path of the
aircraft 212. 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.).
100321 In another configuration, the aircraft performance analysis circuit 308, the predicted
path analysis circuit 3 10, the landing tunnel circuit 3 12, the landing path correction circuit 3 14,
and the image generation circuit 3 16 are embodied as hardware units, such as electronic control
units. As such the aircraft performance analysis circuit 308, the predicted path analysis circuit
3 10, the landing tunnel circuit 3 12, the landing path correction circuit 3 14, and the image
generation circuit 316 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.
[0033] In some embodiments, the aircraft performance analysis circuit 308, the predicted path
analysis circuit 310, the landing tunnel circuit 3 12, the landing path correction circuit 314, and
the image generation circuit 316 can take the form of one or inore 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 aircraft performance analysis circuit 308, the predicted path analysis
circuit 310, the landing tunnel circuit 312, the landing path correction circuit 314, and the image
generation circuit 3 16 can include any type of component for accomplishing or facilitating
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Atty. Dkt. No.: 17CR329 (047141-1284)
achievement of the operations described herein. For example, a circuit as described herein can
include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR,
eic.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on), and
programmable hardware devices (e.g., field programmable gate arrays, programmable array
logic, programmable logic devices or the like). The aircraft performance analysis circuit 308, the
predicted path analysis circuit 310, the landing tunnel circuit 3 12, the landing path correction
circuit 314, and the image generation circuit 3 16 can each include a processor and one or more
memory devices for storing instructions that are executable by each of the processors. The one
or more memory devices and processor(s) can have the same definition as provided herein with
respect to the memory 304 and the processor 302.
[0034] In some hardware unit configurations, the aircraft performance analysis circuit 308, the
predicted path analysis circuit 310, the landing tunnel circuit 312, the landing path correction
circuit 3 14, andlor the image generation circuit 316 can be physically located in separate
locations in the processing circuit 202. Alternatively, the aircraft performance analysis circuit
308, the predicted path analysis circuit 3 10, the landing tunnel circuit 312, the landing path
correction circuit 314, and/or the image generation circuit 3 16 can be embodied in or within a
single uni'dhousing of the processing circuit 202. In some embodiments, the aircraft
performance analysis circuit 308, the predicted path analysis circuit 310, the landing tunnel
circuit 312, the landing path correction circuit 314, andlor the image generation circuit 3 16 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.
100351 The aircraft performance analysis circuit 308 can be configured to determine one or
more performance characteristics of the aircraft 212. The performance characteristics generally
relate to the performance or operation of the aircraft 212. Some examples of performance
characteristics can relate to speed (e.g., indicated airspeed, a true airspeed, groundspeed),
acceleration, a pitch angle, a flight path angle, altitude, location, a flap position, a thruster
setting, and/or rate of descent of the aircraft 212. In some embodiments, the aircraft performance
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analysis circuit 308 is configured to determine one or more performance characteristics when the
aircraft enters a landing configuration, such as when the aircraft 212 is within a threshold
distance or altitude relative to the runway, when the aircraft 212 is collinear with the runway,
andlor when the aircraft 212 has deployed its landing gear.
[0036] In some embodiments, the aircraft performance analysis circuit 308 is configured to
receive data relating to performance characteristics from the flight monitoring system 204, the
sensors 206, the UI elements 104, andlor the communication system 208. In some embodiments,
the aircraft performance analysis circuit 308 is configured to store performance characteristics
for subsequent use. In some embodiments, the aircraft performance analysis circuit 308 can be
configured to store a chronological sequence of location and altitude positions to generate a
previous travel path.
100371 The predicted path analysis circuit 3 10 can be configured to determine a predicted
landing path of the aircraft. In some embodiments, the predicted path analysis circuit 3 10 is
configured to determine a predicted landing path based on a previous travel path by, for example,
extrapolating the previous travel path of the aircraft to determine the predicted landing path of
the aircraft should the aircraft maintain its current path. In some embodiments, the predicted
path analysis circuit 3 10 is configured to determine a predicted landing path based on aircraft
performance characteristics, environmental conditions (e.g., wind, barometric air pressure,
temperature) andlor a position of the aircraft relative to the runway. The predicted landing path
can be represented as a straight or curved line. In some embodiments, the predicted landing path
is determined based on one or more trends (e.g., a downward-curving trend, increase of descent
rate, a steady flat path) of the aircraft. In some embodiments, the predicted path analysis circuit
3 10 is also configured to determine a predicted touch down point. The predicted touch down
point can represent an endpoint of the predicted landing path (e.g., the predicted landing path
terminates at the predicted touch down point).
[0038] The landing tunnel circuit 3 10 can be configured to determine a "virtual" landing tunnel
corresponding to a recommended landing path for safely landing on the runway. In some
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embodiments, the landing tunnel is generally a three-dimensional volume or path that the aircraft
should be within during an approach to a runway as the aircraft descends for landing. In some
embodiments, the landing tunnel circuit 310 can be configured to determine the landing tunnel
based on a recommended touch down zone and a position of the aircraft relative to the
recommended touch down zone.
100391 The recommended touch down zone can relate to an area along a length of the runway
in which the aircraft can touch down to complete a safe landing. By navigating within the
landing tunnel, the aircraft can touch down within the recommended touch down zone and have
sufficient distance along a length of the runway to come to a complete stop. The recommended
touch down zone can be defined by a lower limit (e.g., exceeding the lower limit causes an
undershoot) and an upper limit (e.g., exceeding the upper limit causes an overshoot).
[0040] The landing tunnel circuit 3 10 can be configured to determine the recommended touch
down zone using any suitable method. In some embodiments, the recommended touch down
zone is determined using one or more lookup tables. In some embodiments, the recommended
touch down zone is determined based on aircraft weight, aircraft performance characteristics,
environmental conditions (e.g., wind speed and direction, air pressure), runway parameters (e.g.,
surface contamination, slope, length), and/or any other aircraft performance characteristics or
info~mation useful for determining a recommended touch down zone. For example, when the
aircraft weight is above a threshold value or when environmental conditions indicate a heavy
tailwind, the landing tunnel circuit 3 10 may determine a recommended touch down zone relating
to additional runway distance for stopping the aircraft (e.g., a smaller recommended touch down
zone).
[0041] In some embodiments, the landing tunnel circuit 3 10 is configured to dynamically
adjust the landing tunnel. The landing tunnel circuit 3 10 can be configured to update or
otherwise modify the lauding tunnel according to a predetermined time interval as the aircraft
21 2 continues its landing approach. For example, if the aircraft 212 is not travelling within the
landing tunnel (e.g., the aircraft 212 is descending too quickly or slowly), the landing tunnel
Atty. Dkt. No.: 17CR329 (047141-1284)
circuit 310 can be configured to dynamically change the landing tunnel (e.g., to alter a flight path
angle for the aircraft 212 to reach the runway within the recommended touch down zone).
100421 The landing path correction circuit 3 14 can be configured to determine one or more
corrections to performance characteristics of the aircraft 21 2 that can cause the aircraft to enter
the landing tunnel. For example, the landing path correction circuit 314 can be configured to
monitor a previous travel path andlor a current position of the aircraft to determine whether the
aircraft is navigating within the landing tunnel. In some embodiments, the landing path
correction circuit 3 14 can be configured to monitor a predicted landing path and/or aircraft
performance characteristics, to determine whether the aircraft will exit the landing tunnel (e.g., if
the aircraft continues along a predicted landing path).
[0043] The landing path correction circuit 3 14 can be configured to determine any suitable
correction of aircraft performance characteristics in response to determining the aircraft is not
navigating within the landing tunnel or the aircraft may exit the landing tunnel. Examples of
corrected aircraft perfor~nancec haracteristics can include a thruster setting, a flap setting, an
airspeed, a ground speed, descent rate, pitch angle, flight path angle, descent rate, acceleration,
etc.
[0044] The image generation circuit 3 16 can be configured to generate a visual representation
of one or more of the predicted landing path, the landing tunnel, the predicted touch down point,
the corrections to performance characteristics, and the recommended touch down zone for
display. The image generation circuit 3 16 can he configured to generate the visual
representation for display by one or more of the flight displays 102. In some embodiments, the
visual representation is provided as a three-dimensional perspective that includes the aircraft, the
runway, and terrain information in addition to the predicted landing path, the landing tunnel, the
predicted touch down point, the corrections to performance cliaracteristics, and/or the
recommended touch down zone. In some embodiments the visual representation is provided as a
two-dimensional perspective (e.g., a Jeppesen chart) with the predicted touch down point andlor
the recommended touch down zone.
Atty. Dlt. No.: 17CR329 (047141-1284)
roo451 In an example embodiment, the visual representation of the predicted landing path is
generally linear (e.g., a straight or curved line) terminating at the predicted touch down point,
and a visual representation of the landing tunnel is generally a three-dimensional volume
terminating at a point within the recommended touch down zone. Thus, the landing tunnel can
indicate a three-dimensional path that the aircraft should be within during an approach to a
runway as the aircraft descends for landing. The landing tunnel can also indicate how closely the
aircraft is tracking the landing tunnel and whether the aircraft has deviated a threshold distance
from the landing tunnel. For example, the landing tunnel can be depicted in front of the aircraft
and a predicted landing path can be shown extending from the aircraft and either being contained
within the landing tunnel or crossing beyond the landing tunnel.
[0046] In some embodiments, the image generation circuit 3 16 is configured to determine
whether the predicted touch down point is within the recommended touch down zone. For
example, the image generation circuit 3 16 can compare the predicted touch down point to an
upper limit value and a lower limit value ofthe touch down zone. The image generation circuit
3 16 can be configured to provide an indication to the operator of the aircraft (e.g., on the flight
display 102) based on whether the predicted touch down point is within the recommended touch
down zone (e.g., the predicted touch down point exceeds the upper limit value or does not
exceed the lower limit value).
[0047] In some embodiments, the image generation circuit 3 16 is configured to provide the
indication as a color. In an example embodiment, the image generation circuit 31 6 can be
configured to provide a three-dimension visual representation that includes the predicted landing
path and/or the predicted touch down point as a green color in response to determining the
predicted touch down point is within the recomme~ided touch down zone; the image generation
circuit 31 6 can provide the predicted landing path and/or the predicted touch down point as a red
color in response to determining the predicted touch down point is not within the recommended
touch down zone. In some embodiments, the predicted landing path can he displayed in relation
to the landing tunnel, and any deviations can be indicated.
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[0048] In another example embodiment, the image generation circuit 3 16 can be configured to
provide a two-dimension visual representation (e.g., a Jeppesen chart) with the predicted touch
down point as a green color in response to determining the predicted touch down point is within
the recommended touch down zone; the image generation circuit 3 16 can provide the twodimension
visual representation with the predicted touch down point as a red color in response to
determining the predicted touch down point is not within the recommended touch down zone.
Embodiments can use any combination of colors, shapes (e.g., a diamond shape representing the
predicted touch down point), line types (e.g., dotted or straight), or any other suitable system for
providing the indication to the operator.
[0049] The image generation circuit 3 16 can be configured to generate the display using any of
the information and data used or generated by the processing circuit 202, such as the previous
travel path of the aircraft, the landing tunnel, the recommended touch down zone, aircraft
performance characteristics, and corrections of aircraft performance characteristics. For
example, the generated display can include the previous travel path, the predicted landing path,
and the landing tunnel with an indication relating to whether the aircraft is projected to remain in
the landing tunnel. In some embodiments, the image generation circuit 316 can be configured to
display other information that may be useful to the operator, such as information received from
the external systems 210 via the communication system 208 (e.g., runway surface contamination
information), information received from the flight monitoring system 204 (e.g., a current
position), and information received from the sensors 206.
[0050] Referring to FIGS. 4 - 7, various example screenshots of visualizations showing a smart
runway landing display are shown according to the inventive concepts disclosed herein. In some
embodiments, one or more of the visualizations can be displayed by the flight displays 102.
Each screenshot of FIGS. 4 and 5 shows a predicted touch down point of the aircraft 212 within
a recommended touch down zone. In contrast, each screenshot of FIGS. 6 and 7 shows a
predicted touch down point ofthe aircraft 212 not within the recommended touch down zone.
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[0051] Referring to FIG. 4, an example screenshot 400 shows a visualization of the aircraft 212
approaching a runway 406 for landing. The screenshot 400 also shows a visualization of a
recommended touch down zone 408. The recommended touch down zone 408 represents an area
along a length of the runway in which the aircraft can touch down to complete a safe landing as
described above with reference to FIG. 3.
[0052] The screenshot 400 also shows a predicted landing path 402 with a predicted touch
down point 404 within the recommended touch down zone 408 on the runway 406. The
predicted landing path can be based on a previous travel path by, for example, extrapolating the
previous travel path of the aircraft to determine the predicted landing path of the aircraft should
the aircraft maintain its current path. The screenshot 400 can include an indication relating to
whether the aircraft 212 is predicted to land within the recommended touch down zone 408 by
determining whether the predicted touch down point 404 is within the recommended touch down
zone 408. For example, the indication can relate to providing the predicted landing path 402 in a
green color because the predicted touch down point 404 is within the recommended touch down
zone 408.
[0053] FIG. 5 shows another example screenshot 500 with the aircraft 212 approaching the
runway 406 for landing. The screenshot 500 shows a predicted landing path 502 with a
predicted touch down point 504 within the recommended touch down zone 408. The screenshot
500 can include an indication relating to whether the aircraft 212 is predicted to land within the
recommended touch down zone 408 by determining whether the predicted touch down point 504
is within the recommended touch down zone 408. Accordingly, similar to the visualization of
screenshot 400, the indication can relate to providing the predicted landing path 502 in a green
color because the predicted touch down point 504 is within the recommended touch down zone
408.
[0054] FIG. 6 shows another example screenshot 600 with the aircraft 212 approaching the
runway 406 for landing. The screenshot 600 shows a predicted landing path 602 with a
predicted touch down point 604 overshooting the recommended touch down zone 408 and thus
Atty. Dkt. No.: 17CR329 (047141-1284)
not within the recommended touch down zone 408. The screenshot 600 can include an
indication relating to whether the aircraft 212 is predicted to land within the recommended touch
down zone 408 by determining whether the predicted touch down point 604 is within the
recommended touch down zone 408. The indication can relate to providing the predicted
landing path 602 in a red color because the predicted touch down point 604 is not within the
recommended touch down zone 408.
[0055] FIG. 7 shows another example screenshot 700 with the aircraft 212 approaching the
runway 406 for landing. The screenshot 700 shows a predicted landing path 702 with a
predicted touch down point 704 undershooting the recommended touch down zone 408 and thus
not within the recommended touch down zone 408. The screenshot 700 can include an
indication relating to whether the aircraft 212 is predicted to land within the recommended touch
down zone 408 by determining whether the predicted touch down point 704 is within the
recommended touch down zone 408. The indication can relate to providing the predicted
landing path 702 in a red color because the predicted touch down point 704 is not within the
recommended touch down zonc 408.
[0056] Each of the screenshots 400-700 can include any color for providing an indication or
otherwise use any type of indication (e.g., a line type). Although each of the screenshots 400-
700 shows a three-dimensional visualization, a two-dimensional visualization can additionally or
alternatively be provided. In some embodiments, each of the screenshots 400-700 can
additionally or alternatively include a landing tunnel, performance characteristics, andlor
corrections to performance characteristics.
[0057] Referring now to FIG. 8, a method 800 for generating a smart runway landing display is
shown according to the inventive concepts disclosed herein. Although the embodiment
described below describes the method 800 as being performed by the processing circuit 202, the
method 800 may be performed using various hardware, apparatuses, and systems disclosed
herein, such as the aircraft cockpit 100 andlor components or features of the system 200.
Atty. Dkt. No.: 17CR329 (047141-1284)
[0058] At step 802, the processing circuit 202 determines performance characteristics generally
relating to the performance or operation of the aircraft 212. Some examples of performance
characteristics include airspeed, a ground speed, a descent rate, a pitch angle, a flight path angle,
a flap position, a location, an altitude, and acceleration. In some embodiments, the processing
circuit 202 determines performance characteristics based on data received from the flight
monitoring system 204, the sensors 206, the UI elements 104, and/or the communication system
208. In some embodiments, the processing circuit 202 determines one or more performance
characteristics when the aircraft 212 enters a landing configuration, such as when the aircraft 212
is within a threshold distance or altitude relative to the runway, when the aircraft 212 is collinear
with ihe runway, andlor when the aircraft 212 has deployed its landing gear.
100591 At step 804, the processing circuit 202 determines a predicted landing path and a
predicted touch down point. The predicted landing path can be determined based on a previous
travel path by, for example, extrapolating the previous travel path of the aircraft to determine the
predicted landing path of the aircraft should the aircraft maintain its current path. In some
embodiments, the predicted landing path is determined based on aircraft performance
characteristics, environmental conditions (e.g., wind, barometric air pressure, temperature)
andlor a position of the aircraft relative to the runway. The predicted landing path can be
represented as a straight or curved line. In some embodiments, the predicted landing path is
determined based on one or more trends (e.g., a downward-curving trend, increase of descent
rate, a steady flat path) of the aircraft. The predicted touch down point can be determined based
on the predicted landing path.
[0060] At step 806, the processing circuit 202 compares the predicted touch down point to a
recommended touch down zone. The recommended touch down zone can relate to an area along
a length of the runway in which the aircraft can touch down to complete a safe landing.
[0061] In some embodiments, step 806 additionally involves determining a ''virtual" landing
tunnel corresponding to a recommended landing path for the aircraft to adequately land on the
runway. For example, the landing tunnel may terminate at the recommended touch down zone.
Atty. Dkt. No.: 17CR329 (047141-1284)
In some embodiments, the landing tunnel is generally a three-dimensional volume or path that
the aircraft should be within during an approach to a runway as the aircraft descends for landing.
The recommended touch down zone can be based on aircraft weight, pitch angle, flight path
angle, air speed, ground speed flap settings, environmental conditions (e.g., wind speed and
direction, air pressure), runway parameters (e.g., surface contamination and slope), and/or any
other aircraft performance characteristics or information useful for determining a recommended
touch down zone.
I00621 In some embodiments, the landing tunnel is dynamically adjusted according to a
predetermined time interval as the aircraft 212 continues its landing approach. For example, if
the aircraft 212 is not travelling within the landing tunnel (e.g , the aircraft 212 is descending too
quickly or slowly), the processing circuit 202 can dynamically change the landing tunnel (e.g., to
alter a flight path angle for the aircraft 212 to reach the runway within the recommended touch
down zone). By navigating within the landing tunnel, the aircraft can touch down within the
recommended touch down zone and adequately land on the runway.
[0063] At step 808, the processing circuit 202 generates a display. The display can be a visual
representation including one or more of the predicted landing path, the landing tunnel, the
predicted touch down point, and the recommended touch down zone. The display can be
provided by one or more of the flight displays. In some embodiments, the visual representation
is provided as a three-dimensional perspective that includes the aircrafl, the runway, and terrain
information in addition to the predicted landing path, ibe landing tunnel, the predicted touch
down point, and/or the recommended touch down zone. In some embodiments, the visual
representation is provided as a two-dimensional perspective (e.g., a Jeppesen chart) with the
predicted touch down point and/or the recommended touch down zone.
100641 In some embodiments, the display includes an indication based on whether the predicted
touch down point is within the recommended touch down zone. In some embodiments, the
indication is provided as a color. In an example embodiment, the display includes a threedimension
visual representation that includes the predicted landing path and/or the predicted
Atty. Dkt.No.: 17CR329 (047141-1284)
touch down point as a green color in response to determining the predicted touch down point is
within the recommended touch down zone. In this example embodiment, the display includes
the predicted landing path andlor the predicted touch down point as a red color in response to
determining the predicted touch down point is not within the recommended touch down zone. in
some embodiments, the predicted landing path can be displayed in relation to the landing tunnel,
and any deviations can be indicated.
[0065] The display can be provided using any of the information and data used or generated by
the processing circuit 202, such as the previous travel path of the aircraft, the landing tunnel, the
recommended touch down zone, aircraft performance characteristics, and corrections of aircraft
performance characteristics. For example, the generated display can include the previous travel
path, the predicted landing path, and the landing tunnel with an indication relating to whether the
aircraft is projected to remain in a landing tunnel relating to a recommended landing path. In
some embodiments, the display can include information received from the external systems 210
via the communication system 208 (e.g., runway surface contamination infonnation),
information received from the flight monitoring system 204 (e.g., a current position), and
information received from the sensors 206.
100661 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 ofthe 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 ofthe steps disclosed herein.
[0067] As will be appreciated from the above, systems and methods for controlling operation
of an aircraft based on surface conditions according to embodiments of ihe inventive concepts
disclosed herein may improve operation of aircrafts by showing an operator ofthe aircraft where
regions on a surface may have low friction level, andlor controlling operation of a brake or a
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reverse thruster based on the surface conditions. In some embodiments, the inventive concepts
disclosed herein may be applied to takeoff conditions, such as for determining one or more
aircraft performance characteristics for safe takeoff.
[0068] 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:
1. A method comprising:
determining, by a processing circuit, one or more performance characteristics of an
aircraft;
determining, by the processing circuit, a predicted landing path in response to the
determined performance characteristics, the predicted landing path including a predicted touch
down point of a runway;
determining, by the processing circuit, whether the predicted touch down point is within a
recommended touch down zone; and
generating, by the processing circuit, a three-dimensional display providing a visual
representation of the aircraft, the runway, and the predicted landing path, wherein the visual
representation of the predicted landing path is provided as a first color in response to determining
the touch down point is within the recommended touch down zone and wherein the visual
representation of the predicted landing path is provided as a second color in response to
determining the touch down point is not within the recommended touch down zone.
2. The method of claim 1, wherein the performance characteristics comprises at least one of
an airspeed, a ground speed, a descent rate, a pitch angle, a flight path angle, and a flap position.
Atty. Dkt. No.: 17CR329 (047141-1284)
3. The method of claim 1, further comprising:
determining, by the processing circuit, a three-dimensional landing tunnel, the threedimensional
landing tunnel terminating at a point of the runway within the recommended touch
down zone;
determining, by the processing circuit, one or more corrected performance characteristics,
each of the corrected performance characteristics associated with a correction to one of the
determined performance characteristics whereby configuring the aircraft according to at least one
of the one or more corrected performance characteristics causes the aircraft to enter the threedimensional
landing tunnel; and
generating, by the processing circuit, the display with an indication of the one or more
determined corrected performance characteristics and a visual representatio~io f the threedimensional
landing tunnel.
4. The method of claim 1, wherein the processing circuit determines the predicted landing
path by extrapolating a previous travel path of the aircraft.
5. The method of claim 1, further comprising:
generating, by the processing circuit, a two-dimensional display including a visual
representation of the runway and the predicted touch down point, wherein ihe visual
representation of the predicted touch down point is provided as a first color in response to
determining the predicted touch down point is within the recommended touch down zone and
wherein the visual representation of the predicted touch down point is provided as a second color
in response to determining the predicted touch down point is not within the recommended touch
down zone.
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6. A system for an aircraft, comprising:
a display device configured to provide a display; and
a processing circuit communicably coupled to the display device, the processing circuit
configured to:
determine one or more performance characteristics of the aircraft;
determine a predicted landing path in response to the determined performance
characteristics, the predicted landing path including a predicted touch down point of a runway;
determine whether the predicted touch down point is within a recommended touch
down zone; and
generate a three-dimensional display providing a visual representation of the
aircraft, the runway, and the predicted landing path, wherein the visual representation of the
predicted landing path is provided as a first color in response to determining the predicted touch
down point is within the recommended touch down zone and wherein the visual representation of
the predicted landing pat11 is provided as a second color in response to determining the predicted
touch down point is not within the recommended touch down zone.
7. The system of claim 6, wherein the performance characteristics comprises at least one of
an airspeed, a ground speed, a descent rate, a pitch angle, a flight path angle, and a flap position.
8. The system of claim 6, wherein the processing circuit is further configured to:
determine a three-dimensional landing tunnel, the three-dimensional landing tunnel
terminating at a point of the runway within the recommended touch down zone;
determine one or more corrected performance characteristics, each of the corrected
performance characteristics associated with a correction to one of the determined performance
characteristics whereby configuring the aircraft according to at least one of the one or more
corrected performance characteristics causes the aircraft to enter the three-dimensional landing
tunnel; and
generate the display with an indication of the one or more determined corrected
performance characteristics and a visual representation of the three-dimensional landing tunnel
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9. The system of claim 6, wherein the processing circuit is further configured to:
generate a two-dimensional display including a visual representation of the runway and
the predicted touch down point, wherein the visual representation of the predicted touch down
point is provided as a first color in response to determining the predicted touch down point is
within the recommended touch down zone and wherein the visual representation of the predicted
touch down point is provided as a second color in response to determining the predicted touch
down point is not within the recommended touch down zone.
10. The system of claim 6, wherein the processing circuit is configured to repeatedly
determine the one or more performance characteristics of the aircraft according to a
predetermined fi-equency to dynamically adjust the generated display until the aircraft lands on
the runway.