The Boeing Company

Theboeing Company

Brian Kenyon Rupnik

Brian T Whitehead

Sherwin Chunshek Li

Kioumars Najmabadi

Kevin Scott Callahan

Nick Shabdeh Evans

Nick Shadbeh Evans

Sean J Flannigan

Stephen G Dame

Tyler Charles Staudinger

Robert James Myers

Matthew A Moser

Dragos Dorin Margineantu

Steven Barry Krogh

Jasper P Corleis

Kirk A Vining

Jeff D Yoo

Kevin Leslie Gosling

Patrick J Moran

Seth Micah Zelman

Michael Richard McGivern

Rostyslav Svitelskyi

Kerry D Smith

An aircraft includes an autopilot system including one or more processors. The one or more processors are configured to, in response to selection of an autopilot activation button during flight of the aircraft while the aircraft is operating in a first condition, apply first control laws to automatically control the flight of the aircraft. The one or more processors are further configured to, in response to selection of the autopilot activation button while the aircraft is operating in a second condition, apply second control laws to automatically control the flight of the aircraft, where the second control laws are different from the first control laws.

Autopilot-based aircraft recovery system

A method includes determining, at a computing system of an aircraft, a target path for an approach to landing based on flight data. The method includes determining an approach phase of approach phases of the approach to landing. The method includes determining a real-time operational region of the aircraft for each monitored condition of monitored conditions based on the real-time aircraft data, the target path, and operational regions for each monitored condition. The method includes accessing notification content for a particular monitored condition for the approach phase. The real-time operational region for the particular monitored condition for the approach phase is outside of a target region of the particular monitored condition for the approach phase. The method also includes sending one or more notification signals based on the notification content from the computing system to one or more output systems.

System and method of response to an unstable approach during an approach to landing for an aircraft

Systems, methods, and apparatus for sensor fault detection and identification using residual failure pattern recognition are disclosed. In one or more embodiments, a method for sensor fault detection and identification for a vehicle comprises sensing, with sensors located on the vehicle, data. The method further comprises performing majority voting on the data for each of the types of data to generate a single voted value for each of the types of data. Also, the method comprises generating, for each of the types of data, estimated values by using some of the voted values. In addition, the method comprises generating residuals by comparing the estimated values to the voted values. Further, the method comprises analyzing a pattern of the residuals to determine which of the types of the data is erroneous to detect and identify a fault experienced by at least one of the sensors on the vehicle.

Sensor fault detection and identification using residual failure pattern recognition

Systems and methods for enabling a pilot to select an automated response to an air traffic conflict alert. In accordance with one embodiment, the system includes updated displays, an updated autoflight mode control panel and high-level software logic in the autopilot, flight director and autothrottle to provide an expedited response. A mode control switch may be optionally included. In accordance with an additional option, the system may be configured to operate in a fully automated state in which the system responds automatically to the air traffic conflict event without needing the pilot to first accept the automated response before its execution.

System for previewing vertical speed guidance following an air traffic conflict alert

A flight control system for an aircraft is disclosed. The flight control system includes one or more processors and a memory coupled to the processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the flight control system to receive as input a plurality of first operating parameters that each represent an operating condition of the aircraft. The flight control system is further caused to determine a drag coefficient and a lift coefficient based on the plurality of first operating parameters. The flight control system is also caused to determine an estimated dynamic pressure based on both the drag coefficient and the lift coefficient.

Flight control system for determining estimated dynamic pressure based on lift and drag coefficients

A system includes a memory and a processor. The memory is configured to store map data indicating positions of landmarks. The processor is configured to receive image data from an image sensor. The processor is also configured to determine, based on the image data, a first estimate of a position, relative to the image sensor, of a landmark identified in the map data. The processor is configured to determine orientation of the image sensor based on inertial measurement unit measurements. The processor is also configured to determine, based on position information, the orientation, and the map data, a second estimate of the position of the landmark. The processor is configured to determine position offset data based on a comparison of the first estimate and the second estimate. The processor is also configured to generate, based on the position offset data and the position information, an output indicating an adjusted position.

Systems and methods of adjusting position information

A flight control system for an aircraft is disclosed and includes one or more processors and a memory coupled to the processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the flight control system to receive as input a measured angle of attack that is based on a raw angle of attack and an estimated angle of attack based on a total pressure. The flight control system is further caused to compare the measured angle of attack with the estimated angle of attack to determine an error. In response to determining that the error between the measured angle of attack and the estimated angle of attack exceeds a threshold value, the flight control system determines the presence of a fault with an angle of attack value.

Flight control system for determining a fault based on error between a measured and an estimated angle of attack

A flight control system for an aircraft is disclosed, where the flight control system detects a first common mode pneumatic event. The flight control system includes one or more processors and a memory coupled to the processors. The memory stores data comprising a database and program code that, when executed by the one or more processors, causes the flight control system to receive as input a measured dynamic pressure and an estimated angle of attack. The flight control system is further caused to determine a rate of change of the measured dynamic pressure and compare the rate of change of the measured dynamic pressure with a dynamic pressure threshold value. The flight control system is further caused to determine a rate of change of the estimated angle of attack and compare the rate of change of the estimated angle of attack with a threshold angle of attack.

Flight control system for determining a common mode pneumatic fault

Example implementations relate to autonomous airport runway navigation. An example system includes a first sensor and a second sensor coupled to an aircraft at a first location and a second location, respectively, and a computing system configured to receive sensor data from one or both of the first sensor and the second sensor to detect airport markings positioned proximate a runway. The computing system is further configured to identify a centerline of the runway based on the airport markings and receive sensor data from both of the first sensor and the second sensor to determine a lateral displacement that represents a distance between a reference point of the aircraft and the centerline of the runway. The computing system is further configured to control instructions that indicate adjustments for aligning the reference point of the aircraft with the centerline of the runway during subsequent navigation of the aircraft.

System, method, and computer readable medium for autonomous airport runway navigation

In one embodiment of a method for reducing vertical position errors of an aircraft, the displacement of the aircraft from a commanded vertical path may be determined. A determination may be made as to whether a magnitude of a vertical path error meets criteria. No more steps of the method may be followed if the vertical path error does not meet the criteria, while the vertical path error may be converted into a delta lift command if the vertical path error meets the criteria. The delta lift command may be limited. The delta lift command may be converted into lateral surface position commands for control surfaces. The lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the lateral surface position commands.

Vertical path control augmentation using lateral control surfaces

A system and method for providing guidance during a flare maneuver of an aircraft may include the steps of: (1) generating a primary flare command from a primary flare control law based on an altitude of the aircraft, (2) generating the secondary flare command from a secondary flare control law based on inertial vertical speed of the aircraft, and (3) generating an ultimate flare command by selecting one of the primary flare command when the aircraft is over regular terrain or the secondary flare command when the aircraft is over irregular terrain.

System and method for providing guidance during a flare maneuver of an aircraft

In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Longitudinal and vertical gust feed forward compensation using lateral control surfaces

An automatic landing system (ALS) includes an automatic landing module. The automatic landing module receives a radio altitude from a radio altimeter and any other sensor inputs for use by the automatic landing module and generates an ALS elevator command. The ALS also includes a runway slope compensation (RSC) module. The runway slope compensation module receives the ALS elevator command, the radio altitude and an inertial vertical speed from an inertial reference unit and generates an aircraft elevator command and at least one symmetric wing surface command. The aircraft elevator command and the at least one symmetric wing surface command are useable by an aircraft for runway slope compensation.

Growing community of inventors

Lake Stevens, WA, United States of America

Brian Kenyon Rupnik