Honeywell International Inc.

Materials Center Leoben Forschung Gmbh

Jiri Svoboda

Michal Polansky

Jiri Vasek

Bohuslav Masek

Erwan Paricaud

Mike Jackson

Bretislav Passinger

Petr Krupansky

Zdenek Eichler

Tomas Neuzil

Robert Sosovicka

Helena Trefilova

Tomas Bouda

Reinhold Ebner

Eva Gelnarova

Petr Gotthard

Matej Papp

Martin Herodes

Pavel Drasil

Dorin Maxim

Miroslav Matousek

Jan Beran

Embodiments of the present disclosure are directed to an event management framework configured to mitigate events impacting the operation of a vehicle. Embodiments can receive a set of vehicle operation constraints, receive vehicle sensor data, and receive travel event data associated with the operation of the aerial vehicle. Embodiments include an event management engine configured to determine a set of recommendations related to the events. The event management engine is distributed across multiple operational segments of the event management framework. The event management engine can determine a respective computing device of the multiple operational segments for determining the set of recommendations based at least in part on a respective classification of the one or more events. The event management engine can also cause execution of the respective recommendations, where causing the execution of the respective recommendations causes operation of one or more vehicle systems affecting control of the aerial vehicle.

Distributed event management framework for aerial vehicles

Methods and systems are provided for optimizing aircraft operations using uplink weather data to identify predicted turbulent conditions. The method comprises uploading current weather data to a flight management system (FMS) of an aircraft. Areas of turbulence are identified according to the uploaded weather data including areas of turbulence along the client flight trajectory stored in the FMS of the aircraft. An optimal turbulence penetration speed is planned for each identified area of turbulence. The estimated time of arrival (ETA) and minimum and maximum estimate time of arrival (ETA min/max) for the aircraft is recalculated based on the optimal turbulence penetration speeds. The recalculated ETA and ETA min/max is automatically transmitted to an air traffic control (ATC) authority with the FMS of the aircraft.

Method and system for optimization of aircraft operations using uplink weather data

Systems and methods for air-ground message prioritization are provided. In one embodiment, an message communication system comprises: a first Class-of-Service and Priority Tagging Module configured to tag messages with a message tag, the message tag comprising a Class-of-Service tag and a Priority tag; a queue broker that includes a plurality of message queues, wherein each message queues is associated with a Class-of-Service defined by at least one datalink technology, wherein the queue broker assigns each of the messages to one of the plurality of message queues based on a Class-of-Service indicated by the Class-of-Service tag; and an on-board message broker that monitors datalink availability and current state indicators, wherein the on-board message broker communicates to the queue broker when to transition one or more of the message queues between a Prioritize-and-Store operating state and a Prioritize-and-Forward operating state based on the datalink availability and the current state indicators.

Systems and methods for air-ground message prioritization

A method for providing a display to a flight crew of an aircraft includes receiving a required time of arrival (RTA) control instruction for arriving at a particular waypoint at a particular time, calculating an initial required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time, and providing a flight display comprising a speed tape. The method further includes receiving an input accepting the RTA control instruction and calculating an updated required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time. Still further, the method includes updating the flight display comprising displaying the updated RTA target speed on the speed tape using a second symbology that is different from the first symbology and discontinuing the display of the first symbology.

Display systems and methods for providing displays indicating a required time of arrival

A method is provided for displaying information on a display device of an aircraft. The method comprises receiving data indicating a point selected from a trajectory of a flight path; determining an estimated time of arrival minimum and an estimated time of arrival maximum based on the point; and displaying in a dialogue box associated with the trajectory of the flight path the estimated time of arrival minimum and the estimated time of arrival maximum for the point.

Methods and systems for representing time of arrival information on a cockpit display

A system is provided for controlling the speed of an aircraft during a deceleration segment between a first state associated with a first speed and a first time and a second state associated with a second speed and a second time. The system includes a navigation system configured to determine the first state; a guidance system configured to determine the second state; and an active deceleration system coupled to the navigation system and the guidance system and configured to construct the deceleration segment between the first state and the second state with at least one intermediate speed between the first speed and the second speed.

Aircraft systems and methods with active deceleration control

Methods, systems and device are provided for smoothing a required time of arrival (RTA) speed transition for an aircraft in a multi-segmented speed profile including at least one preceding region with a first predetermined speed pad and at a speed constrained region with a second predetermined speed pad. Exemplary methods include, but are not limited to determining whether a speed constrained region is engaged by a preceding region based at least in part on a speed of an aircraft. If the speed constrained region is engaged, the instructions determine a revised second speed pad for the speed constrained region. If the speed constrained region is not engaged then the instructions assign a default speed pad as the second speed pad for the speed constrained region. The instructions also compile a new speed profile that is defined by one of the revised second speed pad and the default speed pad for the speed constrained region and transmit commands that accelerate the aircraft to a new speed based on the new speed profile.

Systems and methods for RTA control of multi-segment flight plans with smooth transitions

A method and software program for providing a weather prediction of atmospheric parameters for an aircraft, includes collecting () at least one of a statistical description of the weather forecast or the historical weather data, processing () current atmospheric data received from sensors on-board the aircraft, forming () modeled data based on the processed current atmospheric data and the at least one of a statistical description of the weather forecast or the historical weather data, blending () the modeled data with the at least one of a statistical description of the weather forecast or the historical weather data, and predicting () atmospheric parameters based on the blending step.

Enhanced prediction of atmospheric parameters

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Okr. Novy Jicin, Czechia

Jiri Svoboda