The Boeing Company

Katie M Reid

Samantha Ann Schwartz

Jason William Clark

Jeffrey Lee Williams

Jendrick Westphal

Andres Chapiro Fermon

Markus Florian Peukert

Mitchell G Woolever

Joshua T Glazer

Karol Rydzewski

The present disclosure provides for informed de-icing by identifying a travel time range for an aircraft from a de-icing station to a runway; identifying a holdover window based on predicted weather conditions during the travel time range; estimating a takeoff time for the aircraft based on a takeoff queue for the runway and the travel time range; and in response to the holdover window expiring before the estimated takeoff time, delaying the aircraft from de-icing. In some aspects, informed de-icing includes, in response to identifying an aircraft scheduled for de-icing within a caution threshold of a scheduled takeoff time and to determining that a push time cannot be delayed: evaluating an effect of repeating a de-icing operation for the aircraft on flight operations; and in response to the effect exceeding an impact threshold: rescheduling the de-icing operation for the aircraft based on a new takeoff time.

Informed de-icing procedures for aircraft flight preparations

An air turbulence analysis system and method includes an air turbulence control unit that is configured to receive a position signal from an aircraft within an air space. The air turbulence control unit determines a location of air turbulence within the air space based on the position signal. In at least one embodiment, the position signal is an automatic dependent surveillance-broadcast (ADS-B) signal.

Aircraft position-based air turbulence detection systems and methods

A runway exiting system is configured to determine a suitable exit off of a runway for an aircraft. The runway exiting system includes a housing, and one or more processors within the housing that are configured to determine a current position of the aircraft on the runway, determine a current rate of deceleration of the aircraft on the runway, and determine the suitable exit off of the runway for the aircraft based, at least in part, on the current position of the aircraft on the runway and the current rate of deceleration of the aircraft on the runway.

Runway exiting systems and methods for aircraft

A system and method is disclosed for providing dynamic tactile feedback. A tactile feedback generator is mounted in each vehicle in a group of vehicles and is coupled to provide a controllable tactile feedback signal to an operator of each vehicle in the group of vehicles upon receipt of an activation signal. A tactile feedback control device is mounted in each vehicle in the group of vehicles and is coupled to the tactile feedback generator for selectively providing an activation signal and a tactile feedback characteristic signal thereto. An accelerometer is positioned within each vehicle in the group of vehicles. A turbulence processing unit is coupled to receive accelerometer data from each accelerometer. The turbulence processing unit processes the accelerometer data to identify characteristics of a current level of turbulence-induced vibration, and, based thereon, selects and provides updated tactile feedback characteristics to each tactile feedback control device.

System and method for providing dynamic tactile feedback to a vehicle operator

A yaw feedback system for use by an aircraft is provided. The yaw feedback system includes a processor, a runway centerline indicator, and a yaw feedback indicator. The processor is configured to determine a yaw difference between a current track of the aircraft and a runway centerline. The runway centerline indicator is configured to virtually extend a runway visual range (RVR) for a pilot of the aircraft. The yaw feedback indicator is coupled to the processor and configured to prompt the pilot for a yaw input to compensate for the yaw difference.

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Englewood, CO, United States of America

Katie M Reid