• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a system for determining the performance of an aircraft for at least one flight phase. The system (10) includes a first terminal (11) that includes a center for connection to a first, a second and a third storage module, respectively, comprising at least a first set of data files (22), a second set of executable instruction lists (23), and a third set of configuration files (17). At least the third set of configuration files is arranged to be accessible through a second user interface of a second terminal (18). The system further comprises a calling module (12) arranged to select, based on the received input parameters and the selected configuration file, at least one executable instruction list file (23) for processing the associated data files (22), in order to determine the performance of the airplane for at least one phase of flight from a unit of account (26).
    公开号:BE1022548B1
    申请号:E2015/5498
    申请日:2015-08-05
    公开日:2016-05-26
    发明作者:Den Bergh Kris Van；Munck Wim Cyriel Maria De；Winne Tom Hugo Jan Luc De；Koen Verhavert
    申请人:Aviovision；
    IPC主号:
    专利说明:

    SYSTEM FOR CALCULATING AIRCRAFT PERFORMANCE AND METHOD OF DOING THIS
    Technical area
    The present invention relates to a system and method for determining the performance of an aircraft for at least one flight phase.
    Background art
    In the aviation industry, the term aircraft performance mainly refers to the ability of the aircraft to function safely under specific environmental and load conditions during the takeoff, landing and cruise flight phases. The aircraft performance mainly involves calculating a set of speeds and a corresponding power or propulsion setting that guarantee the safe operation of the aircraft during the various flight phases, based on a set of input parameters such as environmental conditions, aircraft load and other . For the flight phase of the take-off, for example, the aircraft performance may include: the speed V1 of the aircraft at the decision point during the take-off roller movement, the speed VR indicating the rotational speed of the aircraft on the runway, and the speed V2 representing the speed of the aircraft after takeoff. To increase the accuracy of the aircraft performance, and therefore the safety, the calculation can be supplemented with additional input parameters with regard to the aircraft configuration, such as the setting of the butterfly valves and the drive or power settings. Therefore, when calculating the aircraft performance, not only the exact type of the aircraft must be taken into account, but also the unique configuration settings, to guarantee the safe operation of the aircraft during the different flight phases. The aircraft performance calculations can be performed by the pilots or by other highly trained personnel using a collection of documents known as the pilot flight bag. The pilot flight bag includes, among other documents, the aircraft manual (aircraft flight manual, AFM) made available by the aircraft manufacturer, setting out the recommended operating procedures for the aircraft to perform normal, abnormal and emergency operations during the different flight phases, together with the aircraft performance that should be obtained when the aircraft is operated in accordance with these procedures. In essence, the AFM provides a step-by-step plan with information indicating the required parameters for performing a particular aircraft performance calculation, the associated documents, on paper or in digital form, with the required parameters, and the various calculation steps involved. In order to reduce the amount of paper to be put in the cockpit of the aircraft, the traditional pilot flight bag is gradually being replaced by a digital version, the so-called electronic flight bag (EFB), which can take the form of an electronic information management device that the flight crew helps to perform flight management tasks with greater ease and efficiency, and with less paper.
    The pilot calculates the aircraft performance based on the aircraft configuration and appropriate input parameters specified in the AFM to generate an aircraft performance profile indicating the set of speeds and the corresponding power or propulsion setting for the safe operation of the aircraft for a given flight phase. The calculation can be performed manually or be automated, for example using the flight management system (FMS) of the aircraft or a portable electronic device. For example, a SCAP module can be used to automatically perform the aircraft performance calculation. The SCAP (standard computerized airplane performance: standardized, computer-calculated aircraft performance) is a method that is standardized by the IATA (International Air Transport Association) with which the aircraft manufacturers display their aircraft performance. The SCAP module receives two predetermined vectors as input and returns two predetermined vectors as output. One vector is alphanumeric and one numeric. The SCAP module is usually written in a programming language known as FORTRAN. When invoked with a set of input parameters, the SCAP module returns either an "A" error indicator together with the resulting performance data, or an error indicator that is NOT "A". In the case of a NOT "A" response, the error indicator may be "B" (input error), "C" (calculation error), or "E" (performance restrictions).
    However, the methods described above for calculating aircraft performance, either manually using the AFM documents or automatically using the SCAP module, are very susceptible to human error. For example, the pilot can enter the wrong data for certain parameters in the SCAP module, for example pressure, temperature or weight, which leads to an incorrect calculation of aircraft performance. In another example, when the aircraft performance is calculated using the paper AFM procedure, the pilot may use the wrong performance tables for the aircraft type, choose the wrong table or row / column in the performance tables, use incorrect values when consulting the performance tables, or failure to convert values to the required unit of measurement. In addition, different airlines use different methods for calculating and entering aircraft performance parameters, and different aircraft types also require different of these methods, making it particularly difficult to ensure that such errors are prevented or picked up.
    In addition, different airlines have different requirements for operating their aircraft, and they can require that aircraft performance is calculated under different usage scenarios. For example, an airline may require that aircraft performance is always optimized for efficient fuel use, regardless of weather conditions, in order to reduce the operating costs of the aircraft. For such an optimization, it may be necessary to generate a large number of aircraft performance profiles in a short time, which can be performed by varying certain input parameters, in order to identify the aircraft performance that meets the optimization objective imposed by the airline. Currently, the methods for calculating performance described above are not suitable for generating several performance profiles in a short time, since they require the user to manually enter the input parameters and their subsequent variations to generate the different usage scenarios. In addition, the SCAP module does not provide the flexibility required to enable the generation of different usage scenarios in accordance with airline requirements. This is because the SCAP module is a stand-alone module that is produced and made available by the original equipment manufacturer, meaning that after installation the airline does not have access to its software code for modification. Consequently, the airline has no control over how the aircraft performance is calculated and the input parameters used in this calculation, which may result in the aircraft being served with non-optimal aircraft performance, resulting in an increase in the operating costs of the aircraft in terms of maintenance and fuel consumption.
    In the article "Rule-based Aircraft Performance System" by M. Zontoul, which appeared in the International Journal of Soft Computing and Engineering (IJSCE) in September 2013, EFB software is presented for calculating aircraft performance using the manufacturer module ( manufacturer module, MM) of the aircraft, for example the SCAP module. The user selects the required parameters from a global EFB database via the EFB device, which in addition to the performance parameters also contains a set of rules that indicate how the parameters can be combined with each other. When the desired performance parameters are selected, the EFB software communicates with the manufacturer module (MM) via a predetermined interface. The MM performs the calculation and the results are communicated to the EFB software for display to the user. A major drawback of the EFB software presented in this article is that the user still needs to select the performance parameters, which, as mentioned earlier, is prone to human error and can lead to an incorrect calculation of aircraft performance, with as a result, an unsafe operation of the aircraft. In addition, the EFB software uses a manufacturer module (MM) to perform the calculations. As discussed above, the MM offers limited flexibility in the way aircraft performance is calculated and cannot provide for the generation of different usage scenarios according to airline requirements.
    Explanation of the invention
    An object of the present invention is to provide a system for determining aircraft performance for at least one flight phase that does not exhibit at least one of the disadvantages of the prior art.
    Another object of the present invention is to provide a method for determining aircraft performance for at least one flight phase that does not exhibit at least one of the disadvantages of the prior art.
    These objects can be achieved in accordance with the invention by means of the system and method according to the independent claims.
    According to an aspect of the present invention, a system is provided for calculating the aircraft performance for at least one flight phase. Examples of flight phases are, but are not limited to, the following: take-off, climbing, cruising and landing.
    According to embodiments of the present invention, the system may be provided with a first terminal, which comprises means for connection to a first, a second and a third storage module. The connecting means may comprise electronic connections, or any known wired or wireless communication means for connecting the first terminal to external data storage means. The storage modules can together form part of a database system or a data memory. Alternatively, the storage modules can each represent a separate database system or data memory. In addition, the first and second storage module can be part of a manufacturer module (MM), such as a SCAP module. The first storage module comprises at least a first collection of data files, each of which comprises performance look-up tables with performance values corresponding to an aircraft manual (AFM) associated with a given aircraft type and / or variant (e.g.
    Bombardier Dash 7, Dash 8-100, Dash 8-200 ..... Airbus A300, A320, A380, ..., Boeing 717, 737, 757, 767 ..... etc.). The second storage module comprises a second set of executable instruction lists, each associated with at least one data file from the first set of data files and further comprising a series of steps for processing the at least one data file based on predetermined rules based on the same AFM as the one or more associated data files. That is, the at least one data file and the associated predetermined rules are taken from the same aircraft manual (AFM) or provided for the same aircraft type or variant. The third storage module comprises a third set of configuration files, each of which identifies the configuration settings of a specific aircraft of the aircraft type and / or variant.
    A first user interface may be provided in the first terminal, arranged for interaction with a first user, preferably a first user with the appropriate qualifications for adjusting aircraft settings or the like, for example a pilot or other highly trained personnel. That is, the first user interface is preferably technically adapted or optimized for interaction with this type of user, and is preferably a graphical user interface. The first user interface is arranged to enable the user to request and / or set a set of input parameters, comprising at least information relating to environmental conditions and information relating to the aircraft type and / or variant and aircraft settings. The set of input parameters can be defined based on the selection of a configuration file from the third storage module. The configuration file can, for example, define which input parameters are provided to the first user interface, provide some preset values for some parameters and some possible values or ranges for other input parameters. In other words, the configuration file configures the first user interface, or at least part of it.
    The system may further be provided with a second terminal for access, via a second user interface, to at least the configuration settings defined in the configuration files stored in the third storage module. This second terminal can be arranged for interaction with a second type of user, preferably a user with the appropriate qualifications for writing or adjusting the configuration files or settings, for example a performance engineer. This means that the second user interface is preferably technically adapted or optimized for interaction with this type of user. The second user interface can be a graphical user interface, a command line interface, a text editor or any other user interface that is considered suitable by the skilled person. The second terminal comprises means for connecting to at least the third storage module, such that the second user can access the configuration files and save the settings defined therein or new configuration files. The connecting means may comprise electronic connections, or any known wired or wireless communication means for connecting the first terminal to external data storage means.
    In the system, a call module can be provided, which can be arranged to be functionally coupled to at least the first and the second storage module and the first user interface. The call module can, on the basis of the selected configuration file and the input parameters it receives, select at least one executable instruction list file from the first database for processing at least one associated data file. The aircraft performance can then be determined by processing the selected executable instruction list file and associated data files or files with the input parameters, by means of a calculation unit.
    According to another aspect of the present invention, a method is provided for calculating the aircraft performance for at least one flight phase. The method comprises the following steps: providing at least one electronic aircraft manual (AFM) for at least one given aircraft type and / or variant (e.g. Bombardier Dash 7, Dash 8-100, Dash 8-200 ..... Airbus A300, A320, A380 ..... Boeing 717, 737, 757, 767 ..... etc.), each electronic AFM being set up as a first collection of data files and a second collection of executable instruction lists, each data file includes performance look-up tables with performance values corresponding to the AFM, each executable being most associated with at least one data file from the first set of data files and including a series of steps for processing the at least one data file based on predetermined rules; providing a third set of configuration files, each identifying the configuration settings of a specific aircraft of the aircraft type and / or variant; providing, at a first terminal, a first user interface adapted to interact with a first type of user with the appropriate qualifications for adjusting aircraft settings or the like, for example a pilot, the first user interface being adapted to enable the user to request and / or set a set of input parameters, comprising at least information relating to environmental conditions and information relating to the aircraft type and / or variant and aircraft settings, the set of input parameters being defined based on the selection of a set of input parameters configuration file from the third storage module; providing, at a second terminal, a second user interface for accessing at least the configuration settings defined in the configuration files, the second terminal being adapted to interact with a second type of user with the appropriate qualifications for writing or editing of the configuration files or settings, for example a performance engineer; providing a call module that, based on a selection of a configuration file and input parameters received through the first interface, selects at least one executable instruction list file and at least one associated data file for processing by a computer unit; providing the computing unit adapted to determine the aircraft performance by processing the selected executable instruction list file and the associated data file or files with the input parameters.
    The system and method according to embodiments of the present invention have been found to offer one or more of the following advantages.
    Due to the format of the data such that the configuration files are separate from the data files and the executable instruction lists, in combination with the second user interface for accessing and modifying the configuration files, the aircraft configuration settings can be separated from the other data managed by the person with appropriate qualifications, for example, the airline's performance engineer. The data files and the executable instruction lists are derived from, or based on, the AFM, and are thus managed by, for example, a professional of, or appointed by, the airline. The configuration files may contain rules, settings, and the like that are managed, for example, by the airline operating the aircraft. These rules, settings and the like can be generic for all aircraft of the same type and / or variant, or specific for aircraft. Flight performance for the flight phase is ultimately the responsibility of the pilot in charge of the flight or another highly skilled professional, but should be determined on the basis of the other data, ie the databases and executable instruction lists that are the responsibility of the manufacturer, as well as the configuration files that are the responsibility of the airline. In summary, it is clear that the various elements needed for a performance calculation can be managed by, or under the responsibility of, different practitioners with different qualifications. With the system and method according to the invention it can be ensured that the various elements (data files, instruction lists, configuration files and input parameters) are managed effectively by the person with the appropriate qualifications. In addition, thanks to the division of the elements into data files, executable instruction lists and configuration files, system updates and method can be performed more easily and quickly.
    The use of the configuration files, which define the set of input parameters provided to the first user to be queried and / or set up, and the call module and calculator that subsequently process the associated data files and executable most instructive, means that errors can be avoided and the safety can be increased. For example, mistakes made by pilots who manually use the AFM to select the performance tables for the aircraft type and / or variant, or to select values from the table or column / row in the performance tables, can be significantly reduced. Therefore, with the aid of the system and method according to the present invention, the integrity and speed of the aircraft performance calculations can be significantly improved by avoiding the manual steps that entail the risk of human error, and by optimizing the interaction between people and system. In addition, it was found that the use of a dedicated computing unit can significantly speed up the processing of the presentation lookup tables obtained through the call module, thereby speeding up the speed at which the resulting aircraft performance calculations are reported to the user as a whole.
    The system and method according to the embodiments of the invention may furthermore be fully compatible with existing manufacturer modules (MM), for example in the form of SCAP modules, which are provided by the aircraft manufacturer or a third party, and which can be accessed via a predetermined communication interface for processing the performance tables in the selected data files. The system and method according to the invention can therefore be compatible with different aircraft types and regulations of airlines.
    According to embodiments of the present invention, any of the first set of data files, the second set of executable instruction lists, and the third set of configuration files may be arranged in a predetermined format that facilitates human reading. To that end, the configuration files may, for example, be written in a marking language, for example XML, i.e. a language that does not require a software developer to adjust the content. This can enable the airline to quickly adapt the information contained therein upon request, without the need for a software developer. For example, a performance engineer can adjust the configuration files via the second terminal so that additional parameters, such as specific aircraft configuration settings, are always taken into account when calculating aircraft performance. By way of another example, after maintenance or modification of the aircraft, a performance engineer can adjust one of the configuration files via the second terminal so that the new configuration settings for a specific aircraft are incorporated. Consequently, the maintenance and creation of at least the configuration files can be performed quickly and easily at an airline location without the need for specialized personnel with knowledge of computer programming, thereby reducing the associated costs and time required for the creation of such files.
    According to embodiments of the present invention, an input parameter received through the user interface may include an optimization objective selected from a set of optimization objectives for optimizing aircraft performance. For example, an airline may want all its aircraft to function at optimum fuel efficiency, regardless of aircraft load or weather. Other optimization objectives may include, but are not limited to: minimum runway length, maximum take-off mass, minimum maintenance costs, maximum landing mass, optimum cruising speed, optimum cruising height, minimum time to destination, maximum performance (including both take-off and landing), optimum distance to obstacles, and of such. The call module of the present invention can, after receiving the optimization objective, perform a number of performance calculations using the computing unit, for example, by varying certain parameters or by using different executable instruction lists, to provide the user with the aircraft performance that closely match the selected optimization objective and also guarantee safe operation of the aircraft. The optimization objective can be set by the user, for example the pilot, during the aircraft performance calculation, or can be preset in the call module logic or in any of the data files, executable instruction lists or configuration files. Therefore, the system and method according to the present invention enable the user to go through a number of usage scenarios in a short time to identify the aircraft performance that best meets the optimization goal imposed by the airline. Consequently, the user can optimize the on-demand aircraft performance calculation, so that the aircraft is steered in the most optimal way during the flight in order to save fuel and minimize maintenance costs.
    According to embodiments of the present invention, the call module may include a business logic module to select, based on the optimization objective, a set of input parameters to be varied by the computing unit within a suitable range for optimizing the calculation of aircraft performance for the purpose of the optimization objective. The predetermined rules may, for example, be an optimization function that is set to vary at least some of the input parameters within a predetermined range. The business logic can apply rules that are specific to the airline, or rules that are specific to an aircraft type within a particular airline, which can ensure that the aircraft performance is always optimized according to the requirements of the airline without the user having to set an optimization goal. to give. In addition, the operating logic settings may be accessible for the airline to be modified, enabling the airline to apply new rules for optimizing aircraft performance calculations. According to embodiments of the present invention, the predetermined range for varying the input parameters may be provided in the configuration files, and be adjustable via the second user interface. Alternatively, the predetermined range may be provided in the business logic according to the requirements of the airline or aircraft manufacturer. The functionality of the business logic can be adjusted by the user via the second user interface of the second terminal, or by other means, depending on the specific requirements of the airline or aircraft.
    According to embodiments of the present invention, the paging module may be adapted to validate the input parameter values received via the user interface against predetermined numerical limits and operational limits of an aircraft indicated in any of the data files, the executable instruction lists or the configuration files stored in the first database. Therefore, human errors can be significantly reduced by performing a validity check of the values or selections received or made before performing the aircraft performance calculation, thereby increasing the accuracy of the calculated aircraft performance.
    According to embodiments of the present invention, the call module can be arranged to store the results obtained from the calculations of the aircraft performance. The results can be stored, for example, in the form of log files containing information regarding the steps performed by the calling module for calculating the aircraft performance, the input parameters received by the user interface and the results obtained, or any other information or combination of information thereof. The log files can be analyzed offline by the airline to determine if the system is functioning in accordance with the specifications and whether the correct input parameter values have been used in the calculation of the aircraft performance, allowing the airline or other third parties to perform the designated actions undertake if necessary.
    According to embodiments of the present invention, the calling module can be arranged to display the results of the aircraft performance calculation on a user display, which can form part of an electronic device. For example, the results of the aircraft performance calculation may be displayed on the user display as an overlay display layer on top of other computer software applications or applications specific to an aircraft, such as, for example, computer-controlled navigation maps. Consequently, the user is provided with a unique combination of information that enables him to make a better informed decision about the operation of the aircraft.
    According to embodiments of the present invention, the first set of data files, the second set of executable instruction lists, and the third set of configuration files may be encrypted by an encryption algorithm. In this way it can be ensured that only authorized personnel can access and modify the information of the data files, thus preventing unintended damage to the data stored therein.
    According to embodiments of the present invention, the system may include a synchronization module for separately updating the data files, executable instruction lists, and configuration files stored in the first, second, and third storage modules, respectively. For example, the airline's airline pilot or other personnel can perform an update of the data files, executable instruction lists and configuration files and associated environmental data stored in a central database, such as current weather conditions, runway condition, configuration aircraft settings and the like. Therefore, it can be ensured that the aircraft performance can always be calculated with current data, thereby increasing the accuracy of the resulting aircraft performance. In addition, the synchronization module can be used to update the data stored in a central database, such as an airport database, which can be connected to or part of the system according to the present invention, to provide information relating to to a number of parameters, such as weather conditions, runway condition and the like.
    According to embodiments of the present invention, the system and method may further comprise a test module accessible via the user interface of the second terminal, for testing the integrity of the calculation of aircraft performance performed by the computer. For example, a performance engineer from the airline may access the test module via the second terminal to check whether the aircraft performance calculated with known input values corresponds to pre-calculated aircraft performance. Therefore, the system and method according to the present invention provide a fast way to validate updates and to assess whether the system is functioning in accordance with the specifications that can be used by ground staff of the airline for the preparation of loading plans, and by the pilots can be used before a real performance calculation is performed.
    According to embodiments of the present invention, the first terminal may be a separate device, such as a fixed-on-board device, or a mobile terminal, such as a portable computer, a tablet computer, and the like, on which the first user interface is implemented by software. The first terminal may further comprise one or more of the following: the call module, the computing unit and the first, second and / or third storage module. This operating mode can generally be called offline mode. Alternatively, the part of the system implemented on the first terminal can be minimized, the components being provided on a remote server and accessed via a predetermined communication interface, such as for example a web interface, by the pilots or other personnel using the first terminal to determine aircraft performance. This operating mode can generally be called online mode.
    According to embodiments of the present invention, the first terminal can be or include an EFB. For example, the EFB can be integrated into an electronic device, such as a tablet device that in a digital version contains the set of documents that the pilot needs during the flight of the aircraft, such as the AFM, the aircraft manual, the aircraft crew manual, and navigation maps , including a moving map for air and ground activities. The EFB devices can generally be divided into two categories, namely: a) Portable EFB, which is a portable EFB host platform used in the cockpit and not part of the certified aircraft configuration, such as a portable electronic device ( portable electronic device, PED), and b) Installed EFB, which is an EFB host platform installed in the aircraft and considered to be part of the aircraft, and therefore subject to the aircraft's airworthiness approval.
    According to embodiments of the present invention, the first user interface is arranged to receive an identifier indicating the specific aircraft and a specific flight, giving rise to the following steps: (i) selecting, in a storage module where the data files and the executable instruction lists are stored, of a subset of the data files and instruction lists for the aircraft type and / or variant that corresponds to the specific aircraft; (ii) selecting, in a storage module where the configuration files are stored, the configuration file associated with the specific aircraft identified; (iii) defining, based on the selected configuration file, the set of input parameters for the first user interface, which involves the collection of information regarding environmental conditions relevant to the identified flight. The identifier may be entered directly on the first terminal by the first user, or alternatively may be retrieved as a result of the first user logging on to the first terminal, or in some other way.
    Brief description of the illustrations
    The invention will be further elucidated with the aid of the following description and the enclosed illustrations.
    Figure 1 shows an example of the system according to embodiments of the present invention.
    Figure 2 shows an example of the conversion of a performance table from a paper airplane manual to a digital form according to embodiments of the present invention.
    Figure 3 shows an example of a process for generating, on the basis of an aircraft manual, the necessary files for calculating the aircraft performance according to embodiments of the present invention.
    Figures 4a to 4f show examples of a set of input parameters available for selection by the user via a graphical user interface of an electronic device comprising the system according to the present invention.
    Embodiments of the invention
    The present invention will be described with reference to specific embodiments and with reference to certain illustrations; however, it is not limited to that, but is only determined by the conclusions. The illustrations described are only schematic and non-limiting. In the illustrations, the size of some elements for illustrative purposes may be magnified and not drawn to scale. The dimensions and relative dimensions do not necessarily correspond to actual practical embodiments of the invention.
    Furthermore, the terms first, second, third, and the like in the description and the claims are used to distinguish between similar elements, and not necessarily to describe a sequential or chronological order. The terms are interchangeable under appropriate circumstances, and the embodiments of the invention may function in sequences other than described or illustrated herein.
    Furthermore, the terms upper, lower, top, bottom, and the like in the description and the claims are used for descriptive purposes, and not necessarily to describe relative positions. The terms thus used are interchangeable under appropriate circumstances, and the embodiments of the invention described herein may function in other orientations than described or illustrated herein.
    The term "comprising", used in the claims, should not be interpreted as being limited to the means listed thereafter; it does not exclude other elements or steps. The term is to be interpreted in the sense that it specifies the presence of said properties, numbers, steps or components as indicated, but does not exclude the presence or addition of one or more other properties, numbers, steps or components, or groups thereof from. The scope of the expression "a device comprising means A and B" should therefore not be limited to devices that consist solely of components A and B. It means that for the present invention, the only relevant components of the device A and B to be.
    The system and method for calculating aircraft performance according to embodiments of the present invention will now be described with reference to illustrative embodiments of the invention, which are shown in Figures 1 to 4. The term aircraft performance refers to the power of the aircraft. aircraft to function safely in specific environmental and load conditions during the flight phases take off, climb, cruise and landing. The aircraft performance means that a speed or set of speeds and a corresponding power or propulsion setting are calculated that guarantee the safe operation of the aircraft during the various flight phases, based on a set of input parameters such as environmental conditions, aircraft load and others. For the flight phase of the take-off, for example, the aircraft performance may include: the speed V1 of the aircraft at the decision point during the take-off roller movement, the speed VR indicating the rotational speed of the aircraft on the runway, and the speed V2 representing the speed of the aircraft after takeoff. To increase the accuracy of the aircraft performance, and therefore the safety, the calculation can be supplemented with additional input parameters with regard to the aircraft configuration, such as the setting of the butterfly valves and the drive or power settings. Therefore, when calculating the aircraft performance, not only the exact type of the aircraft must be taken into account, but also the unique configuration settings of the aircraft, to guarantee the safe operation of the aircraft during the different flight phases. "Aircraft type" and "aircraft variant" are known definitions according to the regulations. A "type" is the Airbus A320, for example, where the A319 is considered a "variant" according to the regulations. An AFM can handle one or more aircraft types and one or more variants of the aircraft type (s).
    Figure 1 shows an example of a system 10 for determining aircraft performance according to embodiments of the present invention. The system 10 may comprise a user interface accessible via a first terminal 11, such as a graphical user interface, through which a user, being a user of a first type with the appropriate qualifications for adjusting aircraft settings, such as, for example, a pilot, has certain parameters can input or select which are used by the system 10 for determining the aircraft performance. The input parameters may include aircraft settings, e.g. aircraft load, wing valve settings and power or drive settings, environmental conditions, e.g. temperature and wind speed, or other information. The values or ranges for such input parameters are provided via a central database 14, such as an airport database (AP database), which may contain information relating to a given airport, such as the most recent weather forecast, the state of the runway, information regarding to obstacles in the vicinity of the runway, and / or updated aircraft configuration settings. The first user may further select via the first terminal 11 from a number of configuration files 17 available in a database 15, a configuration file that identifies the aircraft type and its available configuration settings. This selection can be made directly or indirectly, whereby the selection is initiated by, for example, a notification or by entering flight details or the like. Note that the configuration file 17 may also be pre-selected, such that the first user does not have to perform the selection step, thereby reducing the number of steps required to determine aircraft performance. In addition to the configuration files 17, the database 15 may also contain a collection of data files 22 with performance look-up tables with performance values taken from an aircraft manual (AFM) associated with a specific aircraft type, and a collection of executable instruction lists 23 each associated with at least one data file 22 from the first set of data files 22 and comprising a series of steps for processing the at least one data file based on predetermined rules taken from an aircraft manual (AFM). The user may further select via the user interface 11 a set of program options, such as the aircraft performance margins to take into account assumptions regarding the weather, the aircraft crew, the runway and the aircraft. Here too it should be noted, as before, that the program options can be pre-selected for a specific aircraft. Furthermore, the program options may be stored in a database, such as the database 15. Note that Figure 1 represents only one example of how the set of configuration files 17, the set of data files 22 and the set of executable instruction lists 23 can be stored, and that other implementations are possible to be. For example, separate databases may be provided for storing the various sets of files and instruction lists required according to embodiments of the present invention.
    The system further comprises a call module 12, which comprises a calculation unit 26 adapted to determine the aircraft performance. The call module 12 is adapted to select, based on the selected input parameters and the selected configuration file 17, at least one executable instruction list file 23 for processing at least one associated data file 22. The computing unit 26 determines the aircraft performance by processing the selected data file 22 or files according to the at least one executable instruction file 23, using the input parameters as variables. The call module 12 is arranged to communicate the resulting aircraft performance to the first user via the first terminal 11, where they are displayed on the user display. For example, the resulting aircraft performance may be provided to the user as a superimposed display layer on other computer software applications, such as navigation maps and the like, thereby improving the user's decision-making process by collectively displaying a collection of information. In addition, the call module 12 may be arranged to check whether the values specified as input parameters are within expected numerical ranges before performing the calculation, by comparing the received values with values stored in any of the files in the first database. The call module 12 may further be arranged to alert the user in the event that the values are not within the expected range, thereby preventing errors from continuing into the aircraft performance calculations.
    The system 10 according to the present invention provides that the steps of calculating the performance data and associated aircraft performance can be performed by the calling module on the basis of the set of input parameters set via the first user interface and of the selected configuration file, which is the set of input parameters ( defines the availability and possible values). Consequently, errors made by the pilots due to the entry of the wrong parameter values can be considerably reduced. Therefore, with the system according to the present invention, the integrity and speed of the aircraft performance calculations can be significantly improved by avoiding at least some of the steps performed manually and by optimizing the interaction between man and system with respect to the solutions in the prior art. In addition, by providing a dedicated computing unit 26 for performing the processing of the selected data files 22, the speed and accuracy of the aircraft performance can be considerably improved.
    According to embodiments of the present invention, the system may comprise a second terminal 18 with a second user interface, through which a second user with the appropriate qualifications for modifying the configuration files, for example a performance engineer, can access at least the configuration files 17 to update configuration settings for aircraft types available for selection. Furthermore, the second terminal 18 can be arranged to provide the user with access to the data files 22 and executable instruction lists 23. In general, the second terminal can be used to access the functionality of the system 10 and related files associated with the calculation of aircraft performance and, if necessary, configuring it.
    According to embodiments of the present invention, the system 10 may be compatible with existing SCAP modules provided by the aircraft manufacturer or a third party and accessible through a predetermined communication interface for processing the performance tables in the selected data files, thereby compatibility with different aircraft types and regulations of airlines is guaranteed.
    According to embodiments of the present invention, the calling module 12 may include a business logic module 24, as shown in Figure 2. The business logic module 24 is used to optimize the aircraft performance calculation in accordance with an optimization objective received by the user via the user interface 11. The optimization target can include, for example, but is not limited to: optimum fuel consumption, minimum runway length, maximum take-off mass, minimum maintenance costs, maximum landing mass, optimum cruising speed, optimum cruising altitude, minimum time to destination, maximum performance. The business logic module 24 is adapted to select, based on the optimization objective, a set of input parameters, according to a set of predetermined rules, which must be varied within a predetermined range, taking into account safety margins, by the module performing the calculation , such as the computing unit 26 or the SCAP unit (not shown). The company logic module 24 can implement rules that are specific to the airline, which can ensure that aircraft performance is always optimized according to airline requirements without the user having to specify an optimization goal. In addition, the settings of the business logic module 24 may be accessible to the airline for adjustment via the second terminal, thereby enabling the airline, ie the second user with the appropriate qualifications, for example the performance engineer, to apply new rules for optimizing aircraft performance calculations. According to embodiments of the present invention, the predetermined range for varying the input parameters may be provided via the user interface as an input for the call module 12. Alternatively, the predetermined range may be provided in the business logic module 24 in accordance with the regulations from the airline or aircraft manufacturer. It has been found that the use of a business logic module 24 to optimize aircraft performance can significantly reduce the operating costs of the airline in terms of fuel efficiency and aircraft maintenance. In addition, the use of a business logic module 24 can provide a flexible environment that enables the first user to go through different usage scenarios in a short time to optimize aircraft performance.
    According to embodiments of the present invention, the call module 12 is arranged to store the results obtained from the aircraft performance calculations. The results can be stored, for example, in the form of log files containing information regarding the steps performed by the calling module 12 for calculating the aircraft performance, the input parameters received through the user interface and the results obtained, or any other information or combination of information thereof. The log files can be analyzed offline by the airline to determine if the system is functioning in accordance with the specifications and whether the correct input parameters were used in the calculation of the aircraft performance, which allows the airline or other third parties to identify the designated take action. The log files can be stored locally in a storage zone of the system, such as the memory of an electronic device, or on a server in case the system is used remotely via a web interface. In the case of a web interface, the so-called online mode, the analysts can directly access the log files so that they can immediately provide feedback to the person using the system on the accuracy and optimization of the performance calculation.
    According to embodiments of the present invention, the call module 12 may further comprise application programming interface modules 27 (application programming interface modules, API modules) to ensure correct interaction between the different system modules in order to minimize the interaction between man and computer and the transparency of the calculation. of aircraft performance for the user.
    Figure 2 shows an example of the conversion of a performance table or chart from a paper airplane manual to a digital form. As already mentioned, data files 22 may contain at least one performance table containing performance values taken from an AFM, or any other performance information required by aircraft certification requirements, and any additional performance information that is considered by the manufacturer to be important for the safe operation of the aircraft. For example, the data files 22 may contain values in a graph or table for converting calibrated air velocity to actual air velocity; transfer speeds in various configurations; and data for determining takeoff and climb performance, cruise flight performance, and landing performance. The performance graph 30 shown in Figure 3 can be used, for example, to determine the rotational speed VR and to convert the VR with respect to the butterfly valve setting. The value in the paper-based performance graph 30 is converted into a digital look-up table 31. The digital look-up table 31 can be arranged in a digital file format that is compatible with various software applications, such as comma separated values, CSV, and the like. In addition, the operating instructions set forth in the AFM for calculating aircraft performance based on the input parameters may be digitized into a set of executable instruction lists 23. The executable instruction lists 23 may, for example, indicate the calculation steps to be followed for determining the specific aircraft type for determining the required aircraft performance for taking off from a short runway at a given wind speed and temperature.
    In embodiments according to this explanation, the digitization process of the paper-based AFM is performed by digitizing only certain points of the AFM charts and then interpolating the values between the selected points. The number of graph points is selected based on the mathematical function of the AFM graph. For example, for an AFM graph with an (approximately) linear function, digitizing only two points may suffice, since the remaining points can be calculated using an interpolation method. On the other hand, for an AFM chart with a polynomial function, more than two points can be used to divide the chart into a number of (approximately) linear segments, with the interpolation being applied between the points defining each of the linear segments. This digitizing method described here can offer the advantage that it can be carried out very quickly, since only a limited number of selected points in the graph need to be digitized.
    The aircraft settings outlined in the AFM can further be digitized into a set of configuration files 17, each of which identifies a specific aircraft of the aircraft type as well as its configuration, such as items from the minimum equipment list, MEL, power or propulsion settings, butterfly valve settings and more. The configuration files 23 can be arranged in an easy-to-understand human-readable marking language, such as, for example, XML and the like, thereby enabling a person without computer programming knowledge to create and modify the configuration files 17. For example, a performance engineer at the airline's location may modify the configuration files through the second terminal 18 in accordance with the airline's regulations. Consequently, changes to the configuration files 23 can be performed on site at a lower cost than if a software developer were to be used.
    According to embodiments of the present invention, at least the data files 22 containing the performance tables and the executable instruction lists 23 may be encrypted using an encryption key. These files may also be provided with access restrictions, limiting access to such files to authorized personnel and thus preventing unintended or malicious changes to the files that could compromise the safety of the aircraft.
    According to embodiments of the present invention, the system 10 may further comprise a test module (not shown) accessible through the second terminal 18 to enable the operator to validate configuration files or settings, or modifications thereof, and / or to test accuracy and overall performance of the call module 12 and the computer 26. The operator can enter known performance values through the second terminal 18 to be calculated by the calling module 12, and compare the calculated aircraft performance with expected results, to validate the configuration files or settings or adjustments thereof, and / or to verify the performance of the system 10 to decide. Such a check can be carried out, for example, before the flight commences in order to detect inconsistencies in the files or the operation of the system 10. Depending on the result, the operator may decide to optimize the way in which the aircraft performance is calculated, for example by adjusting the business logic module 24 accordingly. The user may use the test module 18 using a graphical interface or a command line interface, or anything else which other user interface available in the prior art.
    According to embodiments of the present invention, the system 10 may be operatively linked to a central database 14, such as an airport database (AP database), which may include information relating to a particular airport, such as the most recent weather forecast, the state of the runway, information regarding obstacles in the vicinity of the runway, and the like. The information in the AP database 14 can be regularly updated to ensure that the user of the system 10 is provided with the latest available information for calculating the aircraft performance, thereby increasing the accuracy of the aircraft performance calculation. For example, before landing at a particular airport, the user may consult the central database 14 to get an updated weather forecast for calculating aircraft performance under prevailing ambient conditions at the destination airfield.
    According to embodiments of the present invention, the system 10 may include a synchronization module 19 for separately updating the data files 22, executable instruction lists 23, and configuration files 17, to ensure that the information used in calculating aircraft performance is always current. In addition, the synchronization module 19 can be further used to ensure that the information used in the aircraft performance calculation is valid and consistent with the information stored by the airline or other authorized institution in a central database, such as the airport database 14. In addition, the synchronization module 19 can be used to update the central database 14 separately.
    According to embodiments of the present invention, at least the data files with the look-up tables 22 and the executable instruction lists 23 can form a digitized aircraft manual (AFM).
    According to embodiments of the present invention, the system 10 or parts of the system 10 may be designed as a stand-alone device or form part of an electronic device, such as an EFB device. The call module 12 may, for example, form part of an EFB device, while the first database 15 may be located in a remote server, which can be accessed via a communication interface. Furthermore, according to embodiments of the present invention, a part of the system according to the present invention may be permanently installed in the aircraft. The system 10 or parts of the system may or may be embodied using separate components. Furthermore, the system 10 or parts of the system 10 may be in the form of a computer program, stored in a non-volatile memory of an electronic device, which when executed by the processor of the electronic device determines the aircraft performance according to any which of the embodiments proposed above. The system may further be implemented in its entirety in a remote server that is accessed through a predetermined communication interface, such as a web interface, by the pilots or other personnel for determining the aircraft performance. Access via a web interface can also be called an online mode.
    According to embodiments of the present invention, the system 10 or parts of the system 10 may be implemented using software, which may be installed in the form of a stand-alone program, such as a mobile application, in various electronic devices, such as mobile phones, tablets, personal computers and the like. The call module 12 and the computing unit 26 can be designed, for example, as one or more software programs, which are arranged, when installed in the electronic device, to receive information via the graphical user interface of the electronic device and to communicate with the first database 15, located locally or remotely, for determining aircraft performance. The system according to the present invention in the form of a stand-alone program can be downloaded from a secure database accessible via a communication network. In the case of a mobile application, for example, the first user interface, the calling and computing unit, and optionally the database files or parts thereof, can simply be downloaded and installed, and also updated, from a mobile application library such as the Apple App Store or the Microsoft Application Store. The system 10 can be compatible with various operating systems, such as Windows, iOS, Android, Linux and the like.
    Figure 3 shows an example of a process for digitizing and distributing the digital aircraft manual (AFM) created according to embodiments of the present invention. The process begins at step 41 with receiving the AFM, in paper-based form or in SCAP format, from a certified authority such as the aircraft manufacturer. The data in the AFM can then be analyzed and validated by a certified performance technician in step 42 to ensure the accuracy of the received AFM files. The received AFM file can then be converted in step 43 into a collection of digital files by the certified performance engineer or other certified personnel. The digital file collection may include, but is not limited to, the data files 22, called ACPT tables, the executable instruction lists 23, called ACPT instruction lists, and a set of standard tests for validating the calculated aircraft performance. At least the ACPT tables can be accessed by an airline performance engineer for inspection and optimization. For example, the airline using the performance data collected on other aircraft of a similar type may adjust the ACPT tables. Once all the necessary files have been created, the certified performance engineer from step 42 performs the necessary validation tests to verify that all data in the files is correct, and signs the files using an authorization code in step 44. The files can then be in step 45 are bundled into a collection of files before they are provided to the airline; for example, configuration files can be supplied separately from the performance and test files. In step 46, an airline performance engineer may receive the bundled files from step 45 and perform tests from the airline to verify the validity of the data contained therein.
    The airline's performance engineer can further update the contents of the bundled files using an airport database, and submit a compliance report to the competent civil aviation authority. The competent civil aviation authority can then validate the files by checking whether they meet the safety requirements. Furthermore, the collection of files can be uploaded to the airport database in such a way that they can be issued to all connected systems. In step 56, the bundled files are uploaded to an electronic device. In the case where the first terminal of the present invention is an EFB device, for example, the bundled files can be uploaded into the device's memory by the administrator or the user of the device. Finally, in step 47, the pilot can use the bundled data in combination with the system of the present invention via a user interface to determine the aircraft performance.
    In the case that the system 10 according to embodiments of the present invention comprises a mobile application as described above, the pilot may use the dedicated mobile application to access the files and determine the aircraft performance for at least one flight phase, in accordance with embodiments of the present invention.
    Figures 4a to 4f show examples of a set of input parameters available to the user for selection via the graphical user interface of the first terminal 11 of the system 10 according to embodiments of the present invention. As can be seen in Figure 4a, a number of parameters can be offered to the user for selection in the graphical user interface. First the user can select the flight phase for which he wants to calculate the aircraft performance, by choosing one of the available options that are identified as TAKEOFF (takeoff), LANDING (landing) and CRUISE (cruise flight). For example, assume the user has selected the TAKEOFF option. Note that each of the flight phase options can include a different set of parameters that are available for selection. The user may wish to set some basic preferences before performing the calculation. For example, the user can choose to display the weight values in kilograms instead of in pounds, or to express speed values in kilometers and not in nodes. The user can also be presented with the option to delete the values used in a previous calculation. To perform the calculation, the user may be asked to set a minimum number of input parameters. For example, the user can manually enter the weight of the aircraft and choose whether this weight represents the maximum take-off mass (maximum take-off mass, MTOM) or the current take-off mass (actual take-off mass, ATOM). Alternatively, the user can import the required mass from a database and module for mass and balance (mass and balance, M & B). The user can then set certain parameters, for example the aircraft configuration, the bleed air values, the ice protection, and select options, for example whether the UPTRIM is switched off or not. The user may then be asked to select the desired runway from the relevant airport from a set of options related to the runway. Moving to Figure 4b, we see that the user can enter a set of environmental conditions, such as the wind, the temperature, and the condition of the runway. Alternatively, these environmental conditions, as already mentioned, can also be made available from the airport database. The input parameters shown in Figures 4a and 4b represent a minimal set of input parameters required for calculating aircraft performance. Based on these parameters, the user can calculate the aircraft performance by pressing the "calculate" button, as shown in Figure 4b. To increase the accuracy of the aircraft performance calculation, an extensive set of parameters can be presented to the user for selection. For example, the user may be offered a set of parameters with respect to the general settings of the aircraft, for example the effect of de-icing fluid, as shown in Figure 4c. Depending on the configuration file, an extensive minimum equipment list (minimal equipment list, MEL) can be shown to the user for selection, based on the aircraft type, as shown in figures 4c and 4d. Furthermore, a configuration deviation list (CDL) can be offered to the user for selection, which identifies external components of an aircraft type that may be absent at the start of a flight, and which, where necessary, contains information about associated operational limitations and performance adjustments. An additional list of parameters relating to the runway of the desired airport can be selected by the user, as can be seen in Figure 4e. Finally, the user can provide information regarding the obstacles in the vicinity of the runway, such as their distance and height, as can be seen in Figure 4f. Once the required input parameters have been checked and / or set, the user can perform the calculation again by pressing the "calculate" button in the graphical user interface, as shown in Figure 4b. The call module 12 of the system 10, as already described, can then process the values of the input parameters using the computing unit 26, and the resulting aircraft performance can then be displayed in the "results" section of the graphical user interface, as can be seen in Figure 4b.
    According to embodiments of the present invention, a variety of information can be presented to the user in the graphical user interface, such as, inter alia, the weather forecast, the battery life of the electronic device, the local time, the quality of the calculation of the aircraft performance, whether the device is operating in training mode, the ability to display the results as an overlay display layer on top of navigation maps, etc.
    权利要求:
    Claims (15)
    [1]
    Conclusions
    A system (10) for determining the performance of an aircraft for at least one flight phase, the system (10) comprising: a first terminal (11) comprising means for connecting to: a first storage module comprising at least a first collection of data files (22) each comprising at least one performance look-up table with performance values corresponding to an aircraft manual (AFM) associated with a specific aircraft type and / or variant, a second storage module, comprising a second collection of executable instruction lists ( 23) each associated with at least one data file from the first set of data files, and comprising a series of steps for processing the at least one data file based on predetermined rules corresponding to the aircraft manual (AFM), and wherein the first terminal (11) comprises a first user interface adapted to interact with a first type of user, authorized to adjust aircraft settings, to provide and / or set a set of input parameters comprising at least information relating to environmental conditions and information relating to the aircraft type and / or variant and aircraft settings, characterized by , the first terminal (11) comprising means for connecting to a third storage module, comprising a third set of configuration files (17) each defining at least the configuration settings of the specific aircraft or aircraft type and / or variant, the first user interface is arranged for providing and / or setting the set of input parameters defined on the basis of the selection of a configuration file (17) from the third storage module; and that the system (10) further comprises: a second terminal (18) comprising a second user interface adapted to interact with a second type of user, who is authorized to adjust the configuration settings, the second terminal comprising means for connection to at least the third storage module, for access to the configuration settings defined in the configuration files (17); a call module (12) adapted to be operably linked to the first and the second storage module and the first user interface, and arranged to have, on the basis of the input parameters set via the first user interface and the selected configuration file, at least one executable - select instruction list file (23) for processing the associated data files (22); and a computing unit (26) adapted to determine the aircraft performance by processing the selected data files (22) with the input parameters, in accordance with the associated at least one executable instruction list file (23).
    [2]
    A system (10) according to claim 1, wherein the input parameters set via the first user interface (11) comprise an optimization objective selected from a set of optimization objectives for optimizing aircraft performance.
    [3]
    A system (10) according to claim 2, wherein the set of optimization objectives comprises at least one of the following: optimum fuel consumption, minimum runway length, maximum take-off mass, minimum maintenance costs, maximum landing mass, optimum cruising speed, optimum cruising height, minimum time to destination, maximum performance.
    [4]
    A system (10) according to any of the preceding claims, wherein the call module (12) comprises a business logic module (24) which is arranged to select, based on the optimization objective, a set of input parameters to be transmitted by the computer unit ( 26) must be varied within a predetermined range.
    [5]
    A system (10) according to any of the preceding claims, wherein the second terminal is adapted to test the functionality of the call module (12) and the computing unit (26).
    [6]
    A system (10) according to any of the preceding claims, wherein the second terminal is arranged to be functionally connected to the first and the second storage module for access to, respectively, the first collection of data files (22) and the second set of executable instruction lists (23).
    [7]
    A system (10) according to any of the preceding claims, wherein at least the first collection of data files (22) and the second collection of executable instruction lists (23) are encrypted by an encryption algorithm.
    [8]
    A system according to any of the preceding claims, wherein the calling module (12) is adapted to validate the input parameter values received via the user interface (11) against predetermined numerical limits and operational limits of an aircraft that are indicated in at least one of the data files and the configuration files.
    [9]
    A system (10) according to any of the preceding claims, wherein the call module (12) is adapted to store the results obtained from the aircraft performance calculations.
    [10]
    A system (10) according to any of the preceding claims, wherein the call module (12) is arranged to display the resulting aircraft performance via the user interface (11) as an overlay display layer on other computer or aircraft applications, such as navigation maps.
    [11]
    A system (10) according to any of the preceding claims, wherein the configuration files (17) are arranged in a predetermined format for the second user type, preferably XML.
    [12]
    A system (10) according to any of the preceding claims, wherein the system (10) comprises a synchronization module (19) for separately updating the first collection of data files (22), the second collection of executable instruction lists (23) and the third set of configuration files (17).
    [13]
    A system (10) according to any of the preceding claims, wherein the first terminal comprises an electronic device provided with an electronic flight bag software application.
    [14]
    A method for determining the performance of an aircraft for at least one flight phase, the method comprising the steps of: providing at least one electronic aircraft manual for at least one given aircraft type and / or variant, each of which is electronic aircraft manual is organized as a first collection of data files and a second collection of executable instruction lists, each data file comprising performance lookup tables with performance values corresponding to the aircraft manual, each executable instruction list being associated with at least one data file from the first collection of data files and a series comprises steps for processing the at least one data file based on predetermined rules; providing, at a first terminal, a first user interface adapted to interact with a first type of user with the appropriate qualifications for adjusting aircraft settings, the first user interface being adapted to enable the user to query and / or or setting a set of input parameters comprising at least information relating to environmental conditions and information relating to the aircraft type and / or variant and aircraft settings; characterized in that the method comprises the steps of: providing a third set of configuration files, each identifying the configuration settings of a specific aircraft of the aircraft type and / or variant; wherein the first user interface is arranged to provide and / or set the set of input parameters defined on the basis of the selection of a configuration file (17) from the third storage module; providing, at a second terminal, a second user interface for accessing at least the configuration settings defined in the configuration files, the second terminal being adapted to interact with a second type of user with the appropriate qualifications for adjusting the configuration files or settings; providing a call module which, based on a selection of a configuration file and input parameters received via the first user interface, selects at least one executable instruction list file and at least one associated data file for processing by a computer unit; providing the computing unit adapted to determine the aircraft performance by processing the selected executable instruction list file and the associated data file or files with the input parameters.
    [15]
    The method of claim 14, wherein the first user interface is adapted to receive an identifier indicating the specific aircraft and a specific flight, giving rise to the following steps: selecting, in a storage module where the data files and the executable instruction lists are stored, of a subset of the data files and instruction lists for the aircraft type and / or variant that corresponds to the specific aircraft identified; selecting, in a storage module where the configuration files are stored, the configuration file associated with the specific aircraft identified; defining, based on the selected configuration file, the set of input parameters for the first user interface, which involves the collection of information regarding environmental conditions relevant to the identified flight.
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    同族专利:
    公开号 | 公开日
    BR112017005234A2|2018-06-19|
    EP2998817B1|2017-06-07|
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    BE1022548A1|2016-05-26|
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    US20170241798A1|2017-08-24|
    CN107077141A|2017-08-18|
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    EP14185012.3|2014-09-16|
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