Patent Application
20210101674
Embodiments of the invention relate to methods and systems for planning takeoff and landing procedures. Specifically, embodiments of the invention relate to methods and systems for planning and displaying aircraft takeoff brake release points and aircraft autobrake points.
In typical aircraft takeoff and landing procedures, a pilot communicates with airport personnel. The airport personnel direct the pilot to the appropriate runway for takeoff and landing. The pilot may calculate takeoff brake release points and thrust settings for the aircraft based on aircraft performance characteristics and environmental conditions. The pilot may then confirm the takeoff brake release points with a co-pilot and the airport personnel.
In typical aircraft landing procedures, the pilot communicates with airport personnel to determine a runway for landing. The pilot may designate a runway exit point and calculate the autobrake point and autobrake settings based on the desired runway exit. The autobrake points and autobrake settings may be confirmed by the co-pilot prior to landing.
In some cases, changes may be made at the last minute. Environmental conditions may dictate that the aircraft configuration changes. For example, the flap setting of the aircraft may change just prior to takeoff. The performance and brake release points must then be recalculated and confirmed. Further, the pilot and co-pilot must perform the aircraft checklist with the new aircraft configuration. The procedures take time and may delay takeoff and may delay other aircraft that are in line for takeoff.
Embodiments of the invention provide systems and methods that determine and display aircraft-specific takeoff brake release points, thrust settings, autobrake points, and autobrake settings. A first embodiment of the invention is directed to a system for planning aircraft takeoff brake release points, the system comprising a processor programmed to obtain at least one aircraft characteristic and at least one environmental condition, and determine at least one takeoff brake release point based on the at least one aircraft characteristic and the at least one environmental condition, a user interface comprising at least one user input, and a display configured to display one or more runways associated with an airport and at least one takeoff brake release point associated with a runway in the one or more runways.
A second embodiment of the invention is directed to a system for planning aircraft autobrake points and settings, the system comprising at least one processor programmed to obtain an aircraft characteristic, a runway exit location, and an environmental condition, and determine an autobrake point and an autobrake setting based at least in part on the aircraft characteristic, the runway exit location, and the environmental condition, at least one user interface comprising a user input, and at least one display displaying one or more runways associated with an airport and the autobrake point associated with a runway in the one or more runways, wherein the autobrake point comprises a color indicative of the autobrake setting.
A third embodiment of the invention is directed to a system for planning aircraft takeoff brake release points and aircraft autobrake points, comprising at least one processor programmed to obtain an aircraft characteristic, a first environmental condition at a first airport, a second environmental condition at a second airport, and a runway exit location, determine at least one takeoff brake release point based at least in part on the aircraft characteristic and the first environmental condition, and determine at least one autobrake point based at least in part on the aircraft characteristic, the second environmental condition, and the runway exit location, at least one display configured to display a first plurality of runways for takeoff associated with a first airport and the at least one takeoff brake release point associated with a first runway of the first plurality of runways, and display a second plurality of runways for landing associated with a second airport and the at least one autobrake point associated with a second runway of the second plurality of runways.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects and advantages of the invention will be apparent from the following detailed description of the embodiments and the accompanying drawing figures.
Embodiments of the invention are described in detail below with reference to the attached drawing figures, wherein:
The drawing figures do not limit the invention to the specific embodiments disclosed and described herein. The drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the invention.
The following detailed description references the accompanying drawings that illustrate specific embodiments in which the invention can be practiced. The embodiments are intended to describe aspects of the invention in sufficient detail to enable those skilled in the art to practice the invention. Other embodiments can be utilized and changes can be made without departing from the scope of the invention. The following detailed description is, therefore, not to be taken in a limiting sense. The scope of the invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled.
In this description, references to “one embodiment,” “an embodiment,” or “embodiments” mean that the feature or features being referred to are included in at least one embodiment of the technology. Separate references to “one embodiment,” “an embodiment,” or “embodiments” in this description do not necessarily refer to the same embodiment and are also not mutually exclusive unless so stated and/or except as will be readily apparent to those skilled in the art from the description. For example, a feature, structure, act, etc. described in one embodiment may also be included in other embodiments, but is not necessarily included. Thus, the technology can include a variety of combinations and/or integrations of the embodiments described herein.
Generally, takeoff and landing systems and method for planning aircraft-specific landing takeoff points, thrust settings, autobrake points, and autobrake settings are described. In some embodiments, the takeoff and landing system is an aircraft on-board system obtaining aircraft information and environmental information and calculating and displaying the aircraft-specific landing/takeoff points, the thrust settings, the autobrake points, and the autobrake settings. The takeoff and landing system may be integrated into the aircraft avionics system or communicate wirelessly as a hand-held mobile device such as a tablet.
The PFDs 102 may be configured to display primary flight information, such as aircraft attitude, altitude, heading, vertical speed, and so forth. In implementations, the PFDs 102 may display primary flight information via a graphical representation of basic flight instruments such as an attitude indicator, an airspeed indicator, an altimeter, a heading indicator, a course deviation indicator, and so forth. The PFDs 102 may also display other information providing situational awareness to the pilot such as terrain information, ground proximity warning information, and so forth.
The primary flight information may be generated by one or more flight sensor data sources including, for example, one or more attitude, heading, angular rate, and/or acceleration information sources such as attitude and heading reference systems (AHRS) 110 such as 110(1) and 110(2), one or more air data information sources such as air data computers (ADCs) 112 such as 112(1) and 112(2), and/or one or more angle of attack information sources. For instance, the AHRSs 110 may be configured to provide information such as attitude, rate of turn, slip and skid; while the ADCs 112 may be configured to provide information including airspeed, altitude, vertical speed, and outside air temperature. Other configurations are possible.
Integrated avionics units (IAUs) may aggregate the primary flight information from the AHRS 110 and ADC 112 and, in one example configuration, provide the information to the PFDs 102 via an avionics data bus 116. In other examples, the various IAUs may directly communicate with each other and other system components. The IAUs may also function as a combined communications and navigation radio. For example, the IAUs may include a two-way VHF communications transceiver, a VHF navigation receiver with glide slope, a global positioning system (GPS) receiver, and so forth. As shown, each integrated avionics unit may be paired with a primary flight display, which may function as a controlling unit for the integrated avionic unit. In implementations, the avionics data bus 116 may comprise a high speed data bus (HSDB), such as data bus complying with ARINC 429 data bus standard promulgated by the Airlines Electronic Engineering Committee (AEEC), a MIL-STD-1553 compliant data bus, and so forth. A radar altimeter may be associated with one or more of the IAUs, such as via data bus 116 or a direct connection, to provide precise elevation information (e.g., height above ground) for autoland functionality. For example, in some configurations, the system 100 includes a radar altimeter to assist an autoland module in various functions of the landing sequence, such as timing and maintaining the level-off and/or flare.
The MFD 104 displays information describing operation of the aircraft such as navigation routes, moving maps, engine gauges, weather radar, ground proximity warning system (GPWS) warnings, traffic collision avoidance system (TCAS) warnings, airport information, and so forth, that are received from a variety of aircraft systems via the avionics data bus 116.
The CDUs 106 may furnish a general purpose pilot interface to control the aircraft's avionics. For example, the CDUs 106 allow the pilots to control various systems of the aircraft such as the aircraft's autopilot system, flight director (FD), electronic stability and protection (ESP) system, autothrottle, navigation systems, communication systems, engines, and so on, via the avionics data bus 116. In implementations, the CDUs 106 may also be used for control of the integrated avionics system 100 including operation of the PFD 102 and MFD 104. In some embodiments, the PFD 102 may be a separate wired or wireless computer or mobile device such as a tablet.
The display 120 displays information to the pilot of the aircraft. In implementations, the display 120 may comprise an LCD (Liquid Crystal Diode) display, a TFT (Thin Film Transistor) LCD display, an LEP (Light Emitting Polymer or PLED (Polymer Light Emitting Diode)) display, a cathode ray tube (CRT), and so forth, capable of displaying text and/or graphical information, such as a graphical user interface. The display 120 may be backlit via a backlight such that it may be viewed in the dark or other low-light environments.
The display 120 may include a touch interface, that can detect a touch input within a specified area of the display 120 for entry of information and commands. In implementations, a touch screen may employ a variety of technologies for detecting touch inputs. For example, the touch screen may employ infrared optical imaging technologies, resistive technologies, capacitive technologies, surface acoustic wave technologies, and so forth. In implementations, buttons, softkeys, keypads, knobs and so forth, may be used for entry of data and commands instead of or in addition to the touch screen.
Turning now to
Computer-readable media include both volatile and nonvolatile media, removable and nonremovable media, and contemplate media readable by a database. For example, computer-readable media include (but are not limited to) RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile discs (DVD), holographic media or other optical disc storage, magnetic cassettes, magnetic tape, magnetic disk storage, and other magnetic storage devices. These technologies can store data temporarily or permanently. However, unless explicitly specified otherwise, the term “computer-readable media” should not be construed to include physical, but transitory, forms of signal transmission such as radio broadcasts, electrical signals through a wire, or light pulses through a fiber-optic cable. Examples of stored information include computer-useable instructions, data structures, program modules, and other data representations.
Finally, network interface card (NIC) 324 is also attached to system bus 304 and allows computer 302 to communicate over a network such as network 326. NIC 324 can be any form of network interface known in the art, such as Ethernet, ATM, fiber, Bluetooth, or Wi-Fi (i.e., the IEEE 802.11 family of standards). NIC 324 connects computer 302 to local network 326, which may also include one or more other computers, such as computer 328, and network storage, such as data store 330. Generally, a data store such as data store 330 may be any repository from which information can be stored and retrieved as needed. Examples of data stores include relational or object-oriented databases, spreadsheets, file systems, flat files, directory services such as LDAP and Active Directory, or email storage systems. A data store may be accessible via a complex API (such as, for example, Structured Query Language), a simple API providing only read, write and seek operations, or any level of complexity in between. Some data stores may additionally provide management functions for data sets stored therein such as backup or versioning. Data stores can be local to a single computer such as computer 328, accessible on a local network such as local network 326, or remotely accessible over Internet 332. Local network 326 is in turn connected to Internet 132, which connects many networks such as local network 326, remote network 334 or directly attached computers such as computer 336. In some embodiments, computer 302 can itself be directly connected to Internet 332.
In some embodiments, all or some of the runways 406 associated with the airport 404 may be displayed. All of the runways 406 may be displayed and analyzed for takeoff and landing. The length of each of the runways 406 and the weather conditions may be used along with aircraft characteristics to determine the takeoff brake release points 402 for the aircraft. In some embodiments, only particular runways may be displayed and analyzed. For example, only runways that are currently used for takeoff may be displayed and analyzed for departing aircraft while the runways being used for landing may be displayed to incoming aircraft and analyzed for landing. Any number of the runways 406 may be displayed. Further, the particular runways that are displayed may be customizable by the user.
In some embodiments, the brake release points 402 are determined for each departing aircraft. The brake release points 402 may be determined by analyzing local environmental conditions and aircraft characteristics. The environmental conditions include weather conditions, runway conditions (e.g., wet, snowy, icy, etc.), atmospheric conditions (e.g., temperature, pressure, etc.), wind direction, aircraft traffic conditions at the airport, and any other environmental information that may be useful to the pilot. In some embodiments, the environmental conditions may be obtained by wirelessly accessing such exemplary software as D-ATIS that may be provided by airport servers. In some embodiments, the environmental conditions may be displayed on the user interface 400 along with the airport 404, for example in D-ATIS box 424.
In some embodiments, when changes to the environmental conditions occur, the environmental conditions data may be automatically pushed from the airport server to the computer 302. The data may be processed, and the brake release points 402 may be determined and displayed at the computer 302 and pushed to the integrated avionics system 100 for aircraft processing and control. This allows the takeoff and landing performance to be calculated and the user interface 400 to be updated in real time.
In some embodiments, a shape of the brake release points 402 are indicative of the aircraft configuration. The brake release points 402 may be square, circular, and oval shaped as shown in
In some embodiments, a color (as shown in
In some embodiments, the brake release points may indicate to the pilot the thrust settings and the aircraft configuration necessary for takeoff to meet a particular constraint. Brake release points may be indicated on runway B 410 comprising various shapes and colors. For example, brake release point B7412 is represented by a red square. The square shape represents a specific aircraft takeoff configuration and the red color represents a specific thrust setting (in this case 100%). Brake release point B9414 is a blue square. The aircraft taking off from brake release point B9414 has the same configuration at brake release point B7412 but a lower thrust setting represented by the blue color used. The aircraft has a longer runway to utilize, therefore a lower thrust setting may be used. Brake release point B10416 is a blue rectangle. The blue color represents the same thrust setting as brake release point B9414 but the rectangle represents a different aircraft configuration. The different aircraft configuration may be engine bleed on which takes energy from the engine but provides enhanced passenger comfort. The reduced energy may require a longer runway and, as such, the same thrust is required between the different configurations of brake release point B9414 and brake release point B10416. Similarly, brake release point B11418 requires the same configuration as brake release point B10416 but has a lower thrust setting (green) based on the longer runway to utilize. Similar configuration and thrust setting differences may be required for brake release point 420. The brake release point and thrust setting may be determined based on a desired distance to the end of the runway and an economic impact to the aircraft described in detail below. At the bottom of
The thrust may be reduced if a greater distance between the takeoff point and the brake release point is used. This may be desirable as a lower thrust may result in a lower economic impact on the aircraft. For example, if only 70% (indicated by blue) of the available thrust is used at takeoff rather than 100% (indicated by red), less fuel may be used. Less fuel may reduce the cost of the flight of the aircraft and may lessen the environmental impact of the aircraft. Further, the lower thrust may reduce the demand on the engine such that maintenance costs may be reduced. The engine may also sustain a longer life based on the number of reduced thrust, or derated, takeoffs. In some embodiments, the colors of the brake release points 402 may be represented by red for 100%, or full thrust, blue for a first reduced thrust or derated thrust (e.g., 80%), yellow for a second derated thrust (e.g., 70%), and green for a lowest derated thrust (e.g., 60%). Derated thrust is described in detail below. An optimal thrust to economic impact (e.g., monetary savings based on the reduced maintenance and fuel costs) may be determined. For example, a linear or nonlinear program may be used to maximize thrust while minimizing cost with constraints on a minimum amount of thrust for takeoff. The thrust setting and brake release points may be based at least in part on the determined optimal thrust.
In some embodiments, green may indicate the lowest possible derated thrust value that may achieve a desired takeoff distance from the end of runway B 410. In some embodiments, one, three, five, or any number of derated thrust values may be calculated and presented and each derated thrust value may have a corresponding color. In some embodiments, the derated thrust values and corresponding brake release points 402 may be colored or may simply display the derated thrust value. In some embodiments, the derated thrust may be shown as a percentage, a value from 1-10, 1-100, a fraction, or any other notation that may indicate a derated thrust.
In some embodiments, derated thrust is a thrust setting or an operational limit that is applied by the pilot. In embodiments, as described above, the derated thrust and brake release points 402 may be determined by the takeoff and landing system and the brake release points 402 may be presented via the user interface 400. The derated thrust may be displayed along with the brake release points 402 or may be displayed when the user interacts with the brake release points 402 by hovering a cursor over the brake release points 402 or clicking or tapping on the brake release points 402. In some embodiments, the interaction with the brake release points 402 opens a screen shown in
In some embodiments, derated thrust may also include atmospheric conditions. Atmospheric conditions may affect the thrust and, consequently, the thrust may be adjusted based on the atmospheric conditions. For example, the local atmospheric pressure may provide an assumed temperature for thrust. For example, a high air density such as, for example, when the temperature is low, may provide good conditions to generate high temperature and pressure in the engine and thus increased thrust. Consequently, when the temperature is low, the thrust setting may be reduced. Therefore, the pilot may apply an assumed temperature when the atmospheric pressure is higher than the associated atmospheric temperature. This is called assumed temperature thrust reduction. Here, the takeoff and landing system may automatically determine the thrust settings based on the aircraft characteristics and the environmental conditions. The thrust may be degraded based on atmospheric pressure as well as the weight of the aircraft while still providing enough thrust to take off in the expected minimum distance from the end of the runway. For example, the temperature at an airport is 100° F. The aircraft is flying from Kansas City to Denver which is only 20% of the maximum endurance of the aircraft. Therefore, the aircraft is only carrying 20%+ reserve of the normal fully loaded fuel of the aircraft. The thrust may be derated to 70% of the full thrust based on the decreased weight of the aircraft when utilizing a particular distance for takeoff which can be referenced as brake release point B10. The derated thrust uses reduces wear on the engine and can provide other benefits. Further, under the same aircraft characteristics, the temperature may be 30° F. The thrust may be further derated based on the low temperature/higher atmospheric pressure (i.e., the environmental conditions). Consequently, the thrust is derated to 60% providing even greater economic savings. Therefore, the aircraft may still utilize brake release point B10 however the color of the B10 may change from blue (displayed in
In some embodiments, the environmental conditions may affect the performance of the aircraft. The atmospheric pressure and temperature may be taken into account for lift, drag, and engine performance. For example, lift and drag may be higher when the atmospheric pressure is high. Further, the thrust may be higher when the pressure is high. The air taken into the engine may be at a higher initial pressure. Consequently, as the air goes through the engine a higher relative pressure is attained. This process increases a thrust per fuel input and, therefore, may further allow for a derated thrust as described above.
Further, environmental conditions may comprise weather and runway conditions. Snow and rain may collect on the runway B 410 resulting in drag that may reduce the acceleration and or speed of the aircraft relative to thrust. To compensate, a higher thrust setting or a longer runway may be calculated based on a resistance coefficient of the runway B 410. The brake release points 402 may be adjusted for the poor environmental conditions and displayed as the brake release points 402.
In some embodiments, red zones 422 may be displayed on the user interface 400. The red zones may be zones around other aircraft, vehicle, animals, construction, or any area that may not be desirable for the aircraft to travel. The red zones 422 may be move with the vehicle traffic and may be received by the takeoff and landing system from the airport server.
The brake release point summary screen 500 may display relevant information for the pilot when taking off and when determining which runway for takeoff. The brake release point summary screen 500 may display such brake release point summary components 502 as taxiway information, aircraft configuration information, and thrust information for each brake release point on each runway. Each of these brake release point summary components 502 may be used by the pilot or airport personnel to determine a runway and a brake release point for takeoff. In some embodiments, runway B 410 may be selected based on the economic impact as described above.
In some embodiments, the takeoff brake release points summary components 502 may be accessible via a tab from a main screen of the user interface 400 and may be displayed along with airport information, environmental conditions, and aircraft characteristics. The screen may display all takeoff performance information as displayed in the takeoff brake release point summary screen 500 presented in
In some embodiments, the pilot may indicate an exit to runway E 606 that the pilot wishes to utilize. In some embodiments, the takeoff and landing system may determine the exit location and recommend the autobrake points 602 and autobrake settings based on the determined exit location. The exit to runway E 606 may be based at least in part on a designated terminal for the aircraft at the airport. In some embodiments, the autobrake points 602 are located at the exit location and are indicative of the autobrake settings required to slow the aircraft down enough to take the corresponding exit.
In some embodiments, the autobrake points 602 are based on the exit location of the aircraft. The exit location may be assigned by the pilot prior to landing. The autobrake points 602 and autobrake settings may be calculated based on the aircraft (e.g., type of aircraft, heading, altitude, rate of descent, and air and ground speed, etc.), the aircraft configuration for landing (e.g., flaps, engine bleed settings, landing gear configuration, etc.), environmental conditions (e.g., weather, atmosphere, traffic, runway, etc.), and any other conditions that may affect the landing and autobrake settings.
The autobrake settings may be any setting of the autobrake from 0-100 percent. Low settings may not stop the aircraft until the end of runway E 606 and 100 percent, or full autobrake, may not be comfortable for the passengers. The autobrake points 602 may be color coded (depicted as texture) based on the settings. For example, a runway exit location may be input by the pilot and several autobrake points may be determined and displayed based on the determined autobrake settings. For example, on runway E 606 depicted in
In some embodiments, the last touchdown points 604 may be determined and displayed. The last touchdown points 604 may provide markers for the pilot such that the pilot knows the risk if the airplane approach is too high or too fast. The trajectory and the speed of the aircraft may be used to determine the last touchdown points 604. The last touchdown points 604 may be color coded to represent autobrake settings that are necessary to stop the aircraft before a minimum distance from the end of the runways 406.
As displayed in
The landing brake to vacate points summary 702 may display relevant information for the pilot when landing and when determining which exit to take during landing. The landing brake to vacate points summary 702 may display such items as taxiway information, runway information, aircraft configuration information, autobrake settings, and velocity information for each runway 406. Each of these items may be used by the pilot or airport personnel to determine a runway for landing and the autobrake settings for each runway. In some embodiments, the runway may be selected based on the lowest economic impact, passenger comfort, and performance as described above.
In some embodiments, the landing brake to vacate points summary screen 700 may be accessible via a tab from a main screen and may be displayed with airport information as described above. In some embodiments, the airport layout may be displayed as well as airport information. The airport information may be included in the environmental conditions. The airport information may include elevation, pattern altitude, magnetic variation, sunrise and sunset times, local time, and the best runway as determined above. In some embodiments, tabs may present selections for the user where the user may access information for the runways, weather, procedures, and other information that may be useful for the pilot.
Further, environmental conditions may be obtained by the system. The environmental conditions may be any information indicative of the takeoff environment such as, for example, weather conditions, runway conditions, atmospheric pressure, air temperature, elevation of the airport, magnetic variation, airport layout information including runway maps and runway designations, and any other information that may be useful in determining takeoff brake release points for each runway. In some embodiments, the environmental conditions may be obtained from software such as D-ATIS for example.
At step 904, the takeoff brake release points 402 may be calculated based on the aircraft characteristics and the environmental information. The takeoff brake release points 402 may be determined for different economic impacts to the aircraft. For example, a low thrust setting of 80% may have a lower economic impact than a thrust setting of 100%. The takeoff brake release points 402 may be adjusted based on the thrust setting to ensure that the aircraft takes off from runway B 410 at a minimum distance from the end of runway B 410.
At step 906, the takeoff brake release points 402 are displayed. The takeoff brake release points 402 may be displayed as various shapes with various colors. The shape may be indicative of an aircraft configuration and the color may be indicative of a thrust setting. The combination of the shape and the color may be recognizable to the pilot such that the pilot may simply view the shape, color, and location of the takeoff brake release point relative to the runway and know the aircraft takeoff starting location, configuration, and thrust settings for takeoff. Further, the user (e.g., pilot) may click on or hover over the takeoff brake release point to display the takeoff brake release point summary screen 500.
At step 908, new information is pushed to the takeoff and landing system and updated in real time. In some embodiments, new information may be available before takeoff. For example, the wind may change direction or the pressure may drop while the aircraft is taxiing. The new information may be automatically pushed from the airport server to the computer 302. New takeoff brake release points may be calculated and displayed based on the new information.
At step 1004, the information is combined and the autobrake points 602, autobrake settings, and last touchdown points 604 are determined. The information may be used to calculate a stopping time and location of the aircraft on the runways 406 given the environmental conditions and aircraft characteristics which may include: heading, altitude, rate of descent, and air and ground speed.
Further, the last touchdown points 604 may be calculated based on the aircraft characteristics and the environmental conditions as described in embodiments above. The last touchdown points 604 may be indicative of an autobrake setting required to stop the aircraft a minimum distance from the end of the runways 406.
At step 1006, the autobrake points 602 and autobrake settings are displayed. The autobrake points 602 may be displayed on or near the runways 406 and at or near the runway exit point of the aircraft. The autobrake points 602 may be indicative of a location of exit of the aircraft from the runways 406 to the taxiway and a color of the autobrake points 602 may be indicative of the autobrake settings necessary to brake before the exit. The autobrake settings may be displayed on the autobrake settings summary screen 700 which may be accessed by clicking on or hovering over the autobrake points 602.
Further, the last touchdown points 604 may be displayed. The last touchdown points 604 may be displayed on or near the runways 406. The last touchdown points 604 may be displayed at a location and with a color indicative of the autobrake settings required to stop the aircraft at a minimum distance from the end of the runways 406.
At step 1008, the autobrake points, autobrake settings, and last touchdown points 604 are updated when changes occur in real time. In some embodiments, the landing conditions may change in real time. For example, high-volume traffic may cause a runway designation to change. The new runway information may be pushed to the computer 302 automatically and new runway information, autobrake points 602, last touchdown points 604, and autobrake settings may be calculated and displayed. In some embodiments, the color of the autobrake points 602 is indicative of autobrake settings for the aircraft.
Although the invention has been described with reference to the embodiments illustrated in the attached drawing figures, it is noted that equivalents may be employed and substitutions made herein without departing from the scope of the invention as recited in the claims.
Having thus described various embodiments of the invention, what is claimed as new and desired to be protected by Letters Patent includes the following:
The present application claims the benefit under 35 U.S.C. 119(e) of U.S. Provisional Application Ser. No. 62/910,084, filed Oct. 3, 2019, and entitled “AIRCRAFT PERFORMANCE MONITOR,” which is herein incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 62910084 | Oct 2019 | US |
