• 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:
    This is a method of flying an aircraft, where the aircraft has associated flight performance over a course of flight based on determining an altitude profile for a cruise climb over a course. based on the flight performance of the aircraft and steer the aircraft along a flight course to approach the altitude profile. the method of flight of an aircraft which has associated flight performance along a flight course (10), the method comprising the steps of: determining an altitude profile for a cruise climb (32) along a flight course (10) based on aircraft flight performance; determine legal flight levels (46,48,50,52) over a flight course (10); and steer the aircraft along a flight course (10) in a phased manner (64) between the legal flight levels (46,48,50,52) to approximate the altitude profile (32) subjected to at least one restriction on the variation between legal flight levels (46,48,50,52).
    公开号:BR102013004148A2
    申请号:R102013004148-3
    申请日:2013-02-22
    公开日:2018-02-06
    发明作者:Kenneth Klooster Joel
    申请人:Ge Aviation Systems Llc；
    IPC主号:
    专利说明:

    (54) Title: METHOD FOR FLIGHT FROM AN AIRCRAFT (51) Int. Cl .: B64D 45/00; G01C 21/12 (30) Unionist Priority: 23/02/2012 US 13 / 402,986 (73) Holder (s): GE AVIATION SYSTEMS LLC (72) Inventor (s): JOEL KENNETH KLOOSTER (74) Attorney (s): CAROLINA NAKATA (57) Abstract: This is a method for the flight of an aircraft, in which the aircraft has an associated flight performance, over a flight course based on the determination of an altitude profile for an ascent cruising along a flight course based on the aircraft's flight performance and driving the aircraft along a flight course to approach the altitude profile. The method for flying an aircraft, which has an associated flight performance, over a flight course (10), the method being characterized by the fact of understanding the steps of: determining an altitude profile for a cruise climb (32) over a flight course (10) based on the aircraft's flight performance; determine legal flight levels (46,48,50,52) over a flight course (10); and conduct the aircraft along a flight course (10) in a stepped manner (64) between the legal flight levels (46,48,50,52) so that it approaches the altitude profile (32) subjected to at least one restriction in the variation between the legal flight levels (46,48,50,52).
    “METHOD FOR FLIGHT FROM AN AIRCRAFT”
    Background of the Invention
    In the flight of contemporary aircraft, meteorological data at route points along an aircraft flight course can be considered to determine an estimated time of arrival and fuel burn during the flight of an aircraft. Weather data, in general, and wind data (direction and speed at altitude) and temperature data (temperature at altitude), in particular, have a significant impact on flight costs. Specifically, the fuel consumed and the flight duration are significantly impacted by wind speeds, wind directions and atmospheric temperatures. A flight management system (FMS) can consider wind speed and temperature data that is uploaded to the FMS from an earth station via a communications system while the aircraft is in flight or that is entered by the pilot. While the amount of weather data available is large and can include multiple points along or near the aircraft's flight path, there are practical limits to the real-time use of this large amount of data. For example, the FMS may be limited to the number of data points at which weather data can be entered.
    Brief Description of the Invention
    In one embodiment, a method for flying an aircraft, which has an associated performance envelope, over a flight course includes determining an altitude profile for a progressive climb over the flight course based on the aircraft's performance envelope , determine legal flight levels along the flight path and conduct the aircraft along the flight path in a stepwise manner between the legal flight levels so that it approaches the altitude profile subjected to at least one restriction in alternating between legal flight levels.
    Brief Description of Drawings
    In the drawings:
    Figure 1 is a schematic graphic illustration of several flight courses for an aircraft that includes a flight course according to an embodiment of the invention;
    Figure 2 is a schematic graphical illustration of results of a method according to an embodiment of the invention; and
    Figure 3 is a schematic graphical illustration of results of a method according to an embodiment of the invention.
    Description of Modalities of the Invention
    An aircraft flight course usually includes a climb, a cruise and a descent. Most contemporary aircraft include an FMS to generate a flight path 10 and conduct the aircraft along a flight path 10. The FMS can automatically generate the flight path 10 for the aircraft based on commands, route point data and additional information, such as weather data, all of which can be received from an airline operations center or the pilot. Such information can be sent to an aircraft using a communication link. The communication link can be any variety of communication mechanisms that include, but are not limited to, packet radio and satellite uplink. For non-limiting exemplary purposes, the aircraft's Reporting and Communications Management System (ACARS) is a digital data link system for transmitting messages between the aircraft and ground stations via radio or satellite. The information can also be entered by the pilot.
    Figure 1 is a schematic illustration of a flight course for an aircraft in the form of an aircraft trajectory 10. The trajectory begins at a starting point 12, such as the airport of departure, and ends at an end point 14 , such as the destination airport. The route between the starting point 12 and the end point 14 includes an ascent phase 16, a cruising phase 18 and a descent phase 20, all of which are included in trajectory 10.
    The ascent, cruise and descent phases 16, 18 and 20 are normally inserted in an FMS as data points. For purposes of the present description, the term data points can include any type of data points that include route points, route crossing points and altitudes and is not limited to a specific geographical position. For example, data points can only be an altitude or they can be a specific geographic location, which can be represented by any coordinate system, such as longitude and latitude. For non-limiting exemplary purposes, a data point can be 3-D or 4-D; a four-dimensional description of the aircraft's trajectory 10 defines where, in 3D space, the aircraft is at any given time point. Each of the data points can include associated information, such as weather data, which can include temperature data and wind data, with or without wind direction.
    For the climb, data points corresponding to altitude A at the beginning of the climb 22 can be entered, for cruise phase 18, route B crossing points can be entered; and for the descent phase 20, various altitudes can be entered. After takeoff, an aircraft typically remains on the climb phase 16 until the start of the climb 22 and then follows the route crossing points during the cruise phase 18 until the start of the descent 24, where it then starts the descent phase 20. Altitudes A in the ascent phase 16 and in the descent phase 20 are route points in the sense that the aircraft is reaching its path 10 to such altitudes during these phases. Route B crossing points can be selected based on the location of cruise assistance terrains (Navaids) along trajectory 10 of the aircraft. Route pseudotopes P may also be included in trajectory 10 and are artificial reference points created for some purpose relevant to a parameter of trajectory 10 and are not limited to cruise assistance terrain. They can be defined before or after data points established for the trajectory have been defined. Route pseudo-points can be defined in several ways, such as by latitude and longitude or by a specified distance along the current route, such as a route point along the course.
    Climatic data, such as high winds and temperatures, can be entered for any of the data points. Such climatic data improves FMS flight forecasts. Climatic data can be obtained from a climatic data base which can contain real-time weather data or predicted weather data. Such climate database can contain data on certain climatic phenomena (for example, wind speed, wind direction, temperature, among others) and data related to visibility (for example, cloudy, cloudy, etc.), precipitation (rain, hail, snow, freezing rain, etc.) and other weather information. Due to the fact that air and wind temperature must be considered for trajectory calculations to ensure that the aircraft can be precisely in line with the desired trajectory, the climate database can include real-time wind and temperature models in 3 -D of local airspace, as well as 4-D forecast data. The climatic database can store such climatic data in real time or predicted at a specific latitude, longitude and altitude.
    Accurate weather data provides a better representation of weather profiles in the vicinity of an aircraft trajectory that will produce more accurate FMS predictions, thereby resulting in improved estimates of the aircraft's fuel usage and arrival time. The more climatic data used to prepare the climate profiles, typically also result in a more accurate climate profile, the more updated the climate data are. However, the ability to display all relevant weather data from the weather database for an earth station's FMS may be limited by the FMS itself, as the FMS typically limits the number of data points in the flight course for the which weather data can be entered and finally used in a trajectory forecast. In many FMS, the total number of data points allowed is less than 10, while the climate database can have hundreds of data points relevant to the trajectory.
    It can be understood that, during the cruise phase 18, there should be some changes in altitude, especially for transcontinental flights where an aircraft can change its elevation to take advantage of or minimize the impact of the prevailing winds, such as jet current, to ascend to higher altitudes as the fuel is burned, or to avoid turbulence. Airlines today typically record a flight plan that includes only a single cruising altitude. However, on most flights, it is much more cost effective to change the cruising altitude as fuel is burned and as wind and temperature conditions change. Some more advanced FMSs provide on-aircraft functionality to determine when it is most beneficial to move to a new cruising altitude; however, many FMS do not have this functionality and, even those that provide the functionality, are not able to assess airspace restrictions, such as potential conflicts with other aircraft, when performing these computations and typically compute just one stage location. In addition, changes in cruise altitude typically require coordination with the airline's flight dispatcher, who does not have such information readily available.
    Most modern FMS allow cruise winds to be entered only per cruise route point. In addition, a contemporary FMS can only allow for a wind level in the FMC, which prevents edge calculations from optimal cruising wind altitude or an optimal rise point in steps based on winds and weight and results in a constant cruising altitude 30. Some long-range aircraft can take winds of up to 5 flight levels at each route point, allowing for optimal wind cruising altitude computation and a single location to optimize a cruise step for a higher cruising level. However, if winds vary significantly across the cruising portion of a flight, multiple route points would have to be defined over a flight course to specify winds to be used in the FMS. In addition, many FMSs can use wind only at the currently defined cruise level, making it impossible to determine the optimal wind cruise level on board an aircraft. In addition, the benefit of any cruise altitude optimization depends on the accuracy of the predicted wind data, which varies significantly depending on the weather service used to obtain it.
    A theoretical cruise profile would use a constant thrust setting on the automatic accelerator, which would result in a generally continuous ascent profile, assuming constant weather conditions, with a decreasing rate of ascent as it approaches the maximum altitude. This maximum altitude increases as the gross weight of the aircraft decreases, until the absolute maximum level of flight is reached. The steady cruising trajectory at that time would not be at a fixed altitude, but would vary as environmental wind and temperature conditions change, affecting the actual thrust achieved. This can create a cruise climb, which is considered the most efficient way to ascend. Typically, cruising uphill is based on adjusting the thrust of the engine to its most efficient position, which is usually a maximum, continuous thrust level, and then letting the aircraft naturally ascend as it burns fuel. When there is a fixed force in the fixed thrust, a fixed lift would result and as the aircraft loses weight due to the burnt fuel, the fixed lift will cause the aircraft to increase in altitude (climb) in thinner air, which reduces the lift. Thus, on a cruise climb, the aircraft naturally seeks an equilibrium height based on the thrust adjustment and the current weight of the aircraft. Such theoretical cruise rise profile 32 is illustrated schematically. The theoretical cruise climb profile 32 is currently not possible due to limitations in current aircraft flight control systems, flight traffic, and the assignment of flight levels by Air Traffic Control for separation. It should be noted that takeoff and descent are largely regulated by the local Air Traffic Control.
    Since the theoretical cruise rise profile is the most efficient, but impossible in practice, it was determined that an approximation to this theoretical cruise rise profile 32 can be achieved with the use of a step-up approach that is subject to limitations. Modalities of the invention compute multiple step locations and navigation altitudes for the theoretical cruise ascent profile 32 and take into account Air Traffic Control procedures and restrictions and may result in a 34-stage ascent schedule, which approximates the ascent of cruise with applicable restrictions. The embodiments of the invention include a method for flying an aircraft, which has an associated performance envelope, over a flight course. It should be understood that the performance envelope may include, among other things, a constant level of thrust to the aircraft. This can include the maximum uphill thrust and / or the maximum constant thrust of the aircraft. The method includes determining an altitude profile for a cruise climb based on the aircraft's performance envelope, which determines legal flight levels over a flight course, and aircraft flight over a flight course of an aircraft. way in stages between the legal flight levels so that it approaches the cruise rise profile submitted to at least one restriction in the variation between the legal flight levels. The term legal flight levels refers to the flight levels allowed by the ATC for the given trajectory. To ensure aircraft separation, it is common to allow cruise flight at certain predetermined flight levels. For example, East-West traffic may have a set of legal flight levels while North-South traffic may have a different set of legal flight levels, and the two sets do not overlap, which tends to prevent collisions in mid-air. Other factors may also limit legal flight levels.
    The determination of an altitude profile for a cruise climb along a flight course may include the calculation of a theoretical cruise climb profile 32 or other similar constant cruise climb profile. With the use of motion equations that are well known to those familiar with the aircraft trajectory computation technique, the vertical trajectory of the aircraft for a given thrust adjustment can be computed. Such a method would be the use of the general aircraft motion equation shown in Equation 1, which is based on the principle of energy conservation when applied to two points along an aircraft trajectory. It is sometimes referred to as the energy exchange equation. In this equation, dV T / dh represents the change in real speed over altitude.
    VS =
    T-D
    W ^ TMP + dh (1)
    On what:
    VS = Vertical speed in fps,
    T = Thrust in pounds,
    D = Drag in pounds,
    W = Weight in pounds,
    V T = Airspeed in fps,
    G = Gravitational Acceleration = Change in inertial speed with altitude, computed from a change in speed on the ground.
    Ctmp = Energy Exchange Temperature Coefficient Equation 2 represents the energy exchange equation that uses the change in real airspeed over time, dV T / dt, as an alternative.
    VS = V T *
    (T-D> l w J k
    (dV T dt
    C ^ r 'TMP (2)
    Any equation can be used to determine a cruising altitude profile. The altitude profile for the cruise climb may include the aircraft's altitude over a flight course during the aircraft's flight at a constant thrust level. For example, in these equations, a thrust (T) used can be either the maximum lift thrust or the maximum constant thrust based on the performance envelope of the aircraft to be flown. Potentially, a combination could be used in which the maximum uphill thrust is used below a given altitude such as the original cruising altitude and the constant maximum thrust is used above that altitude. An aircraft engine thrust as well as the fuselage drag varies with temperature, so that the vertical speed varies significantly as the temperature varies. This can lead to an altitude profile of cruise uphill 40 that has a very non-linear vertical path, as shown in Figure 2. The altitude profile of cruise uphill 40 may also be limited to the maximum rated altitude 42. That is, if the altitude profile of the cruise climb 40 eventually reaches a prescribed maximum altitude 42, the altitude profile of the cruise climb 40 should be leveled at that altitude instead of continuing to ascend.
    With consideration given to air traffic restrictions, it is contemplated that legal flight levels over a flight course can be determined. Such legal flight levels have been illustrated schematically as legal flight levels 46, 48, 50, and 52. Such legal flight levels 46, 48, 50, and 52 define altitudes at which the aircraft can fly for purposes of releasing air traffic. . The maximum rated altitude 42 can also be a legal flight level for the purpose of releasing air traffic. Although four legal intermediate flight levels have been illustrated, it is envisaged that any number of legal flight levels can be determined over a flight course. In addition, such legal flight levels may change depending on the flight course. The aircraft can then fly along a flight path in a stepped manner between legal flight levels 46, 48, 50, and 52 to a maximum rated altitude of 42 to approach the altitude profile of the ascent. cruise 40. In this way, legal flight levels 46, 48, 50, and 52 define the possible intermediate navigation altitudes to which the aircraft can pass, or ascending or descending between altitudes, as weight, wind, and temperature change throughout the flight.
    The flight of the aircraft in stages, as schematically illustrated as flight course 54, must be subject to at least one restriction on the variation between legal flight levels. For example, a restriction may be to fly a predetermined distance over a legal flight level before moving on to another legal flight level. For example, it may be desired that each intermediate cruising altitude be maintained for at least 92.6 km (50 nautical miles) before ascending or descending to a new altitude to avoid wasting fuel. This can be done by searching for a new stage point at a point that is the predetermined minimum of the beginning of the previous cruising altitude.
    Another restriction may be that the flight has to take place at legal flight levels below the altitude profile of cruise climb 40 while flying along a stage-shaped flight course. This can be done by determining a next legal flight level that is completely below the altitude profile of cruise climb 40 for at least the predetermined minimum of 92.6 km (50 nautical miles). The legal flight levels can be alternated during such determination to determine whether they fall under such a restriction.
    Yet another constraint may be that flight course 54 must be constructed in such a way that the aircraft will fly to a higher legal flight level that is below the altitude profile of the cruise climb 40. It is contemplated that in determining the stages for the flight course 54 that the legal flight levels may be alternated during such determination to determine whether they fall under such a restriction. If there are no higher navigation altitudes below the altitude profile of cruise climb 40 and the aircraft can fly at such a higher legal flight level for at least 92.6 km (50 nautical miles), then a final determination can be made made so that the legal flight level is a valid flight level for the next leg of the flight course and the altitude can be used as the new intermediate cruise altitude.
    Flight of an aircraft along a flight path 54 in a stepwise manner may be subject to yet another restriction that puts at risk, such as a risk 56, on the flight course to be avoided. Risk 56 can include such things as conflicts with another aircraft as well as when the aircraft would be within the defined minimum distance of separation from another aircraft, turbulence, or other climatic risks. It is contemplated that such risk 56 may also be based on probability, which is that the risk must be above some probability or chance of actually occurring to deserve to be a real risk to be considered. If such a risk occurs at the legal flight level being assessed for a flight plan step, then the legal flight altitude is invalidated for the next flight plan step. If the legal flight level being assessed is the highest legal flight level, the next lowest legal flight level can be assessed. If a risk occurs at the legal flight level and is more than the minimum predetermined amount of 92.6 km (50 nautical miles) from the start of the stage, then the test altitude can still be considered valid for the next stage of the flight course and the altitude can be used as the new intermediate cruising altitude.
    When it is determined that a legal flight level is valid for a change in cruising altitude, such a step, which can be either an ascent or descent, to the new altitude or a point of cruising step, and record the new intermediate altitude of cruise. Such determinations for new altitudes for each stage of the flight plan can be determined for the entire cruising portion of the flight plan.
    It is contemplated that a descent profile 58 can be determined along an aircraft's flight path. The descent profile 58 can be computed backwards from the destination airport / runway (not shown) until it intercepts either the preset maximum altitude 42 or the altitude profile of the cruise climb 40. This will define the actual optimal profile that can fly in the absence of any type of air traffic restrictions. The aircraft can fly along a flight path 54 in a stepwise manner until such an intersection is reached at a point where the aircraft can be operated to descend according to the descent profile 58.
    With continued reference to Figure 2, it can be understood that, the constant cruising altitude 30 is equal to the legal flight level 46. An initial iteration for determining which legal flight level at which to fly the aircraft during the flight plan 54 can determine that a step climb can be performed to legal flight level 48 at point 60. At a predetermined minimum amount of 92.6 km (50 nautical miles) after point 60, which was illustrated schematically as in point 62, a determination can be made with respect to the next step over a flight course 54. Legal flight level 50 can be tested to see if it is valid; however, risk 56 exists across the legal flight level 50, so that segment of the legal flight level 50 is declared no longer legal, and the determination continues. Although the legal flight level 50 would be a valid and legal altitude in addition to risk 56, the process determines that the legal flight level 52 is also legal and valid beyond point 62, and since it is a higher altitude, the process determines that the legal flight level 52 should be used as the legal flight level in step 64 along a flight course 54. It can be understood that if a risk also existed at a legal flight level 52, then the level legal flight 50 could have been chosen as the cruising altitude for a stage that started beyond risk 56. In the illustrated example, from legal flight level 52, the maximum altitude 42 becomes the next legal and valid altitude chosen and a step in 66 from 52 to a maximum altitude of 42 can be included in the flight plan. At this point, there are no more legal altitudes to assess and there are no risks along the final altitude, so the stage determination process ends. The aircraft can fly along such a flight path in the form of a determined step so that it approaches the altitude profile of the cruise climb 40.
    Figure 3 illustrates a second embodiment of a method for flying an aircraft according to one embodiment of the invention. The second modality is similar to the first modality; therefore, similar parts will be identified with similar numbers increased by 100, it being understood that the description of similar parts of the first modality applies to the second modality, unless otherwise indicated. As with the first modality, an original cruising altitude is designated at 130, an altitude profile of the cruise climb 140 has been determined, legal flight levels 146, 148, 150, and 152 over a flight course have been determined, and the maximum altitude was designated at 142. For flight course 154, it can be determined that the legal flight level 148 is a valid and legal intermediate cruise altitude and a step in 160 for that intermediate cruise can be included over a flight course 154 because it is the highest altitude below the altitude profile of the cruise climb 140. Although the risk 156 exists at that altitude, it is more than a minimum predetermined distance, such as 92.6 km (50 nautical miles), from the beginning in 160 of the intermediate flight at legal flight level 148 thus, the aircraft can fly at legal flight level 148 until risk 156 is reached. As there are no higher legal flight levels below the altitude profile of cruise climb 140, a lower altitude, legal flight level 146, is required to avoid risk 156. Thus, the descent in stages in 164 to the level legal flight 146 can be included in a flight course 154 to avoid risk 156. After at least the minimum predetermined distance at legal flight level 146, alternative legal flight levels can be re-evaluated. Because there are no risks at the legal flight level 148 beyond the initial search point 166 and because it is the highest level below the altitude profile of cruise climb 140 for a predetermined minimum distance, a step cruise up to the legal level of Flight 148 out of 166 can be included in Flight Flight 154. Since there are no more risks at the legal flight level 148 and there are no higher legal altitudes to assess below the altitude profile of cruise climb 140, the process ends and the aircraft can fly in a step shape according to flight course 154.
    It will be understood that step flight plans can be determined in the above manner and that an aircraft can then fly in such a step way. It is contemplated that computing such multiple step locations and navigation altitude to determine a step-up schedule or step flight plan can be determined on the ground by a suitable computer or processor and provided to the aircraft through a communication system, such as a wireless communication system. Alternatively, the determination of such a step flight plan can be done by a computer, processor, or FMS on board the aircraft itself, or before or during flight. Such a step flight plan can also be provided to an airline flight dispatcher or Air Traffic Control. The technical effect of the above modalities is that the multiple step locations and navigation altitudes for the theoretical cruise profile can be computed in such a way that a step flight plan can be determined and the aircraft can fly in a more step way. efficient than it is currently capable of.
    The above modalities provide a variety of benefits that include a method of quickly computing the step way to fly an aircraft between legal flight levels where the resulting flight course is conflict free. Such an aircraft flight can result in less fuel burned, which can significantly reduce operating costs. In addition, the modalities described above of the multiple sets of navigation altitudes not required, which significantly improves the processing speed in determining the stage shape in which the aircraft should fly. Furthermore, by determining the altitude profile for a cruise climb over a flight course based on the aircraft's performance envelope, the step shape that is determined is better than existing FMS methods. Finally, when considering Air Traffic Control restrictions, such as legal altitudes and airspace restrictions, the modalities described above provide a solution that is probably allowed by Air Traffic Control.
    This written description uses examples to publicize the invention, including the best way, and also to enable anyone with ordinary skill in the art to practice the invention, including producing and using any devices or systems and performing any built-in methods. The patentable scope of the invention is defined by the claims and may include other examples that occur to persons of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.
    权利要求:
    Claims (15)
    [1]
    Claims
    1. METHOD FOR FLIGHT OF AN AIRCRAFT, which has an associated performance envelope, throughout a flight course, in which the method comprises:
    5 determine an altitude profile for a cruise climb along a flight course based on the aircraft's performance envelope;
    determine legal flight levels over a flight course; and conducting the aircraft along a flight path in a phased manner between the legal flight levels so that it approaches the altitude profile 10 subjected to at least one restriction in the variation between the legal flight levels.
    [2]
    2. METHOD according to claim 1, wherein the envelope performance comprises a constant level of thrust to the aircraft.
    15
    [3]
    3. METHOD according to claim 2, in which the altitude profile for a cruise climb comprises an aircraft altitude over a flight course during the aircraft's flight at the constant thrust level.
    [4]
    4. METHOD, according to claim 1, that
    20 further comprises determining a descent profile along a flight course.
    [5]
    5. METHOD according to claim 4, which further comprises determining an intersection of the altitude profile and the descent profile.
    25
    [6]
    6. METHOD according to claim 5, in which the flight of the aircraft along a flight path in a stepped manner is terminated based on the determined intersection.
    [7]
    METHOD according to claim 1, wherein at least one restriction comprises flying at flight levels below the altitude profile over a flight course.
    [8]
    8. A method according to claim 7, wherein the at least one restriction further comprising flying at least one
    5 predetermined distance over a flight level.
    [9]
    9. METHOD according to claim 8, wherein the predetermined distance is 92.6 km (50 nautical miles).
    [10]
    10. METHOD, according to claim 8, wherein the at least one restriction further comprises avoiding a risk in the course of
    10 flight.
    [11]
    11. METHOD according to claim 10, wherein the at least one restriction additionally comprises flying at a higher legal flight level.
    [12]
    12. METHOD according to claim 1, wherein the at least one restriction comprises flying at least a predetermined distance along a flight level.
    [13]
    13. METHOD according to claim 12, wherein the predetermined distance is 92.6 km (50 nautical miles).
    [14]
    14. METHOD according to claim 12, wherein at least one restriction comprises avoiding a risk in the flight course.
    [15]
    15. METHOD according to claim 14, wherein at least one restriction further comprises flying at a higher legal flight level.
    1/3
    8RW
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    法律状态:
    2018-02-06| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-17| B08F| Application dismissed because of non-payment of annual fees [chapter 8.6 patent gazette]|Free format text: REFERENTE A 7A ANUIDADE. |
    2020-06-16| B08K| Patent lapsed as no evidence of payment of the annual fee has been furnished to inpi [chapter 8.11 patent gazette]|Free format text: REFERENTE AO DESPACHO 8.6 PUBLICADO NA RPI 2554 DE 17/12/2019. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/402,986|2012-02-23|
    US13/402,986|US8645009B2|2012-02-23|2012-02-23|Method for flying an aircraft along a flight path|
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