WO2017004660A1 - A pilot flight reorientation arrangement - Google Patents

A pilot flight reorientation arrangement Download PDF

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Publication number
WO2017004660A1
WO2017004660A1 PCT/AU2016/000243 AU2016000243W WO2017004660A1 WO 2017004660 A1 WO2017004660 A1 WO 2017004660A1 AU 2016000243 W AU2016000243 W AU 2016000243W WO 2017004660 A1 WO2017004660 A1 WO 2017004660A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
pilot
arrangement
series
reorientation
Prior art date
Application number
PCT/AU2016/000243
Other languages
French (fr)
Inventor
Russell CRANE
Original Assignee
Crane Russell
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2015902677A external-priority patent/AU2015902677A0/en
Application filed by Crane Russell filed Critical Crane Russell
Priority to AU2016290886A priority Critical patent/AU2016290886A1/en
Publication of WO2017004660A1 publication Critical patent/WO2017004660A1/en

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C15/00—Surveying instruments or accessories not provided for in groups G01C1/00 - G01C13/00
    • G01C15/14—Artificial horizons
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C17/00—Compasses; Devices for ascertaining true or magnetic north for navigation or surveying purposes
    • G01C17/36—Repeaters for remote indication of readings of a master compass
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • G—PHYSICS
    • G02—OPTICS
    • G02B—OPTICAL ELEMENTS, SYSTEMS OR APPARATUS
    • G02B27/00—Optical systems or apparatus not provided for by any of the groups G02B1/00 - G02B26/00, G02B30/00
    • G02B27/01—Head-up displays
    • G—PHYSICS
    • G02—OPTICS
    • G02B—OPTICAL ELEMENTS, SYSTEMS OR APPARATUS
    • G02B27/00—Optical systems or apparatus not provided for by any of the groups G02B1/00 - G02B26/00, G02B30/00
    • G02B27/01—Head-up displays
    • G02B27/0101—Head-up displays characterised by optical features
    • G02B2027/0141—Head-up displays characterised by optical features characterised by the informative content of the display

Definitions

  • This invention relates to a pilot flight reorientation arrangement adapted to assist a pilot within a cockpit of an aircraft to be able to visually recognise an unintended change in direction of the aircraft and to instinctively return the aircraft to the correct orientation of direction when visibility is low or non existent.
  • Colloquially pilots refer to flight within these kinds of conditions of reduced light, darkness, cloud and/or inclement weather, as "flying blind", as when one looks out the window of the cockpit or relies upon a display of vision taken by a camera to represent the external surrounds of the aircraft, all that appears for the most part is darkness.
  • a pilot flight reorientation arrangement said arrangement including:
  • a compass adapted to define a direction
  • a light illumination arrangement said light illumination arrangement adapted to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of the aircraft;
  • said compass in controllable communication with the light illumination arrangement such that the display of the series of individually segmented substantially vertical illuminated lines remain fixed in the defined direction of the compass;
  • the pilot is able to instinctively follow the perceived movement of the series of individually segmented substantially vertical illuminated lines to re-direct the aircraft back into a correct flight direction.
  • this arrangement provides for a distinctly visual perception for the pilot of vertical lines moving across the front of the aircraft in the opposing direction to which the aircraft is turning, this inherently then provides almost for an instinctively ability for the pilot to reorganize and redirect the aircraft as the pilot follows that perceived movement of the vertical illumination lines across the front field of vision of the pilot within the cockpit.
  • the lighting illumination arrangement display of the series of individually segmented substantially vertical illuminated lines remains steady and fixed in an orientation and direction established by the compass which is relative to the recognised geographic "cardinal" points of directions of earth's North, South, East and West.
  • the lighting illumination arrangement is adapted to become operable to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft upon recognition by an aircraft sensor that the aircraft has entered into conditions of reduced light, darkness, cloud, inclement weather and/or circumstances that remove a pilot's ability to be able to view the external flight environment from the cockpit of the aircraft.
  • the lighting illumination arrangement is adapted to become operable to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft by way of the pilot turning on an aircraft instrumentation device.
  • the compass is in controllable communication with the light illumination arrangement by mechanical control.
  • the mechanical control includes a single housing body, wherein the single housing body operatively supports the compass and the lighting illumination arrangement within the single housing body.
  • the lighting illumination arrangement within the single housing body includes an internal light source.
  • the single housing body includes a series of vertically arranged slits, slots or apertures to which the internal light source of the lighting illumination arrangement within the single housing body to which the compass is also operatively supported is adapted to diffuse, project or extend out therefrom said series of slits, slots or apertures light to establish the series of individually segmented substantially vertical illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
  • the compass is in controllable communication with the light illumination arrangement by electronic control.
  • the electronic control includes an intelligent controller.
  • intelligent controller is configured to interpret said compass defined orientation and direction and with controllable communication of said intelligent controller with the light illumination arrangement maintain the display of the series of individually segmented substantially vertical illuminated lines fixed in the defined orientation and direction of the compass.
  • the intelligent controller includes a computer or microcontroller arrangement.
  • pilot flight reorientation arrangement further includes an artificial horizon reference arrangement for the pilot within the cockpit of the aircraft.
  • artificial horizon reference arrangement for the pilot within the cockpit of the aircraft includes said light illumination arrangement adapted to display a series of individually segmented substantially horizontal illuminated lines at least within the pilot's front vision area of the cockpit of the aircraft.
  • the single housing body further includes an attitude detection arrangement of the aircraft that provides a defined artificial horizon reference.
  • the single housing body further includes a series of horizontally arranged slits, slots or apertures to which the internal light source of the lighting illumination arrangement within the single housing body to which the compass is also operatively supported is adapted to diffuse, project or extend out therefrom said series of horizontally arranged slits, slots or apertures light to establish the series of individually segmented substantially horizontal illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
  • the intelligent controller is configured to interpret aircraft attitude from an attitude detection arrangement of the aircraft that provides a defined artificial horizon reference such that controllable communication of said intelligent controller with the light illumination arrangement maintains the display of the series of individually segmented substantially horizontally illuminated lines fixed in the defined artificial horizon reference determined by the attitude detection arrangement of the aircraft.
  • Figure 1 is a schematic view of a pilot flight reorientation arrangement in a preferred embodiment of the invention.
  • Figure 2 is a schematic representation of the main features and operation of a pilot flight reorientation arrangement in a further preferred embodiment of the invention.
  • Figures 3a and 3b illustrate schematically the operation of the pilot flight reorientation arrangement in a preferred embodiment of the invention.
  • Figure 4 is a schematic illustration of the operation of the pilot flight reorientation arrangement showing the instinctive action of the pilot to correct flight direction within the cockpit upon a perceived realization of the relative movement of the series of individually segmented substantially vertical illuminated lines travelling across the pilot's front vision area within the cockpit.
  • Figure 5 is a schematic representation of a further preferred embodiment of the invention.
  • Figure 6 is a schematic representation of a further preferred embodiment of the invention.
  • Figures 7 and 8 show schematic representations of embodiments provided for by the preferred embodiment illustrated in Figure 6.
  • Figures 9a, 9b, 10a, 10b and 11 a, 1 1 b show schematic representations of the pilot flight reorientation arrangement in operation in a preferred
  • Figures 12a, 12b, 13a, 13b and 14a, 14b illustrate schematic
  • Figure 1 shows a first preferred embodiment of the invention generally as (10).
  • This preferred embodiment illustrated in Figure 1 has the compass and light illumination arrangement within the one single body housing shown generally as (12).
  • the single body housing (12) would be supported just as a conventional compass would generally be supported wherein frame structure (14) is shown only illustratively to represent a way in which the single body housing (12) could be positioned so as to be mounted, for example towards the rear of the cockpit of the aircraft.
  • the single body housing (12) includes a series of vertical slits or apertures (13) so that an internally positioned light source (not shown) is able to allow light to be projected or diffused out through the slits (13) in order to establish the series of individually segmented substantially vertical illuminated lines (15).
  • segmented substantially vertical illuminated lines (15) remain fixed in their defined direction and/or orientation as they are dependent upon the compass which is supported within the single body housing (12).
  • Figure 2 introduces a further preferred embodiment of the invention wherein the pilot flight reorientation arrangement shown generally as (17) includes the functionality of a compass (16).
  • the functional compass (16) communicates with a controller (18), such as a computer system or programmable micro-controller where the information obtainable from the functional compass (16) is used by the controller (18) to work with the light illumination arrangement shown generally as (20) which includes the light source.
  • a controller such as a computer system or programmable micro-controller where the information obtainable from the functional compass (16) is used by the controller (18) to work with the light illumination arrangement shown generally as (20) which includes the light source.
  • Information provided by the functional compass (16) used by the controller (18) is then able to establish a light source that can either be projected (22) or illuminated to display (24) upon the pilot's front vision area of the cockpit of the aircraft individually segmented substantially vertical illuminated lines which are defined in positions, not because of a fixed display at the front of the cockpit or because of a fixed projection at the rear of the cockpit, but are positioned within the pilot's front vision area of the cockpit in a defined direction and/or orientation that is derived from the functional compass (16).
  • illuminated lines will maintain their compass defined direction and/or orientation relative to geographical positioning to North, South, East and West as the controller (18) is working in combination with the functional compass (16).
  • a functional compass, controller and light illumination arrangement are all shown as block (27) wherein these features enable the illumination of a series of individually segmented substantially vertical illuminated lines (28) that appear on the cockpit windscreen (26).
  • Figure 5 shows a further preferred embodiment of the invention but for the most part the practical operation of the pilot flight reorientation arrangement remains consistent to the operation discussed for Figures 3a, 3b and Figure 4, however in this instance the working communication and control between the functional compass and the controller (40) with the lighting illumination arrangement (41 ) is able to establish the requisite series of individually segmented substantially vertical illuminated lines (44) upon an electronic display screen (43) such as a series of LEDs and the like above the windscreen (42) in the cockpit of the aircraft.
  • an electronic display screen (43) such as a series of LEDs and the like above the windscreen (42) in the cockpit of the aircraft.
  • the establishment of the series of individually segmented substantially vertical illuminated lines need not only be from a projection but can be formed from an illumination upon a display or available features viewable in the pilot's front vision area such as the windscreen or below or above the windscreen.
  • Figure 6 shows a further preferred embodiment of the invention including all the relevant features discussed in Figure 2 such as the functional compass (50), controller (52), light illumination arrangement (53) and projected image of the series of individually segmented substantially vertical illuminated lines (54) or alternatively an illuminated display upon a screen or an electronic display at the pilot's front vision area within the cockpit of the aircraft shown generally as (55).
  • the embodiment of Figure 6 includes the sensor functionality (56) that identifies when the pilot is "flying blind”.
  • Figure 6 illustrates a further feature of the pilot flight reorientation arrangement of an artificial horizon reference (51 ).
  • the artificial horizon reference (51 ) is operative along the same functional lines as the compass recognised turning of the aircraft.
  • FIG. 7 the embodiment shown in Figure 1 is expanded upon in Figure 7 showing both a series of individually segmented substantially vertical illuminated lines (57) provided by slits (60) within the single body housing (61 ) containing the functional compass and the controller working in combination with the light illumination arrangement as well as slits (59) which provide for the series of individually segmented substantially horizontal illuminated lines (58).
  • Figures 1 1a and 11 b show the turning of the aircraft now to the right, represented by arrow (80) such that the pilots (78) and (79) perceive that the series of individually segmented substantially vertical illuminated lines (71 ) are travelling across the cockpit windscreen (72) shown by way of arrows (81 ).
  • Figures 12a, 12b, 13a, 13b, 14a and 14b show the establishment of a series of individually segmented substantially horizontal illuminated lines (85) representing the artificial horizon reference and wherein individually segmented substantially vertical illuminated lines (86) represent the compass defined direction.

Abstract

A pilot flight reorientation arrangement including a compass adapted to define a direction. A light illumination arrangement adapted to display a fixed series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of the aircraft in the defined direction of the compass such that during an aircraft turning event, relative movement of the aircraft during the aircraft turning event is visually interpreted by the pilot as a perceived movement of the series of individually segmented substantially vertical illuminated lines across the pilot's front field of vision in the opposite turning direction of the aircraft, such that in the event of turning of the aircraft is due to disorientation or inattention of the pilot, the pilot is able to instinctively follow the perceived movement of the series of individually segmented substantially vertical illuminated lines to re-direct the aircraft back into a correct flight direction.

Description

A PILOT FLIGHT REORIENTATION ARRANGEMENT
TECHNOLOGICAL FIELD
[001] This invention relates to a pilot flight reorientation arrangement adapted to assist a pilot within a cockpit of an aircraft to be able to visually recognise an unintended change in direction of the aircraft and to instinctively return the aircraft to the correct orientation of direction when visibility is low or non existent.
BACKGROUND ART DISCUSSION
[002] When a pilot flies into reduced light or darkness, clouding and/or inclement weather, the ability of the pilot to have an understanding visually as to the direction and orientation the plane is travelling is substantially reduced and/or eliminated.
[003] Colloquially pilots refer to flight within these kinds of conditions of reduced light, darkness, cloud and/or inclement weather, as "flying blind", as when one looks out the window of the cockpit or relies upon a display of vision taken by a camera to represent the external surrounds of the aircraft, all that appears for the most part is darkness.
[004] As a result "flying blind" means that there is the opportunity for pilots to lose their ability to correctly interpret and maintain the direction and orientation of the plane during flight.
[005] Albeit a modern-day aircraft is well equipped with internal instrumentation that can identify and assist the pilot in recognising there has been a change in direction and/or orientation of the aircraft which may require correcting, the problem remains is that spatial disorientation of a pilot within a cockpit makes it difficult to focus on such conventional aircraft internal instrumentation. [006] Importantly also, when assisting the pilot in trying to combat the effects of spatial disorientation and have them focus on instrumentation with correct flight details so that inadvertent misdirection of the aircraft can be corrected, still does require the pilot's vision upon internal aircraft instrumentation, which while even being momentarily, does still not instinctively upon viewing the instrumentation have the pilot correct the error of the change in direction.
[007] The point is, if the pilot within the cockpit is suffering from spatial disorientation and/or "flying blind", having the pilot focus on internal aircraft instrumentation is a first step in correcting an error in flight direction. Upon having the pilot focus on the aircraft internal instrumentation the pilot then must act on the information provided by the internal aircraft instrumentation which then brings about hopefully a change in behaviour of the pilot to be able to redirect the aircraft.
[008] This time delay of at least a two step process rather than almost an instantaneous pilot instinctive correction of the misdirection of the aircraft is significant, in that momentary inadvertent turning of the aircraft could place the aircraft into almost immediate difficulties which could exacerbate the pilot's ability to re-orientate and/or re-direct the aircraft causing aircraft flight failure and the potential for fatal consequences. [009] Accordingly, it is an object of this invention to be able to provide for a pilot reorientation arrangement that is able to almost instantaneously have the pilot correct any inadvertent change in direction of the aircraft instinctively rather than more conventionally to have the pilot focus on internal aircraft
instrumentation where the error needs to be firstly acknowledged and then rectified.
[010] Further objects and advantages of the invention will become apparent from a complete reading of the following specification. SUMMARY OF THE INVENTION
[01 1] Accordingly, in one form of the invention there is provided a pilot flight reorientation arrangement, said arrangement including:
[012] a compass adapted to define a direction; [013] a light illumination arrangement, said light illumination arrangement adapted to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of the aircraft;
[014] said compass in controllable communication with the light illumination arrangement such that the display of the series of individually segmented substantially vertical illuminated lines remain fixed in the defined direction of the compass;
[015] such that during an aircraft turning event, relative movement of the aircraft during said aircraft turning event against the display of the series of individually segmented substantially vertical illuminated lines that remain in the fixed defined vertical direction of the compass, is visually interpreted by the pilot as a perceived movement of the series of individually segmented substantially vertical illuminated lines across the pilot's front field of vision in the opposite turning direction of the aircraft during the aircraft turning event, such that in the event of turning of the aircraft during the aircraft turning event due to
disorientation or inattention of the pilot, the pilot is able to instinctively follow the perceived movement of the series of individually segmented substantially vertical illuminated lines to re-direct the aircraft back into a correct flight direction. [016] Advantageously, rather than having a potentially spatially disorientated pilot having to focus upon internal cockpit instrumentation to recognise inadvertent turning of the aircraft, as this arrangement provides for a distinctly visual perception for the pilot of vertical lines moving across the front of the aircraft in the opposing direction to which the aircraft is turning, this inherently then provides almost for an instinctively ability for the pilot to reorganize and redirect the aircraft as the pilot follows that perceived movement of the vertical illumination lines across the front field of vision of the pilot within the cockpit.
[017] The positioning of the series of individually segmented substantially vertical illuminated lines of the lighting illumination arrangement is controlled by the compass, and is independent to movement of the aircraft.
[018] The series of individually segmented substantially vertical illuminated lines is displayed in an orientation which will only change if the points on the compass change, that being there is a change in the direction relative to the geographical points of North, South, East and West.
[019] Importantly, it needs to be recognised that while the pilot has a perception that it is the movement of the series of individually segmented substantially vertical illuminated lines that are moving across the cockpit, it is in fact the aircraft that is turning away from the established direction of the compass during that aircraft turning event due to disorientation or inattention of the pilot .
[020] Therefore unique to this invention, is that the lighting illumination arrangement display of the series of individually segmented substantially vertical illuminated lines remains steady and fixed in an orientation and direction established by the compass which is relative to the recognised geographic "cardinal" points of directions of earth's North, South, East and West.
[021] If the aircraft turns, this does not displace the positioning of the displayed individually segmented substantially vertical illuminated lines as their orientation and direction is controlled by the compass and not the turning of the aircraft. [022] In preference the lighting illumination arrangement is adapted to become operable to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft upon recognition by an aircraft sensor that the aircraft has entered into conditions of reduced light, darkness, cloud, inclement weather and/or circumstances that remove a pilot's ability to be able to view the external flight environment from the cockpit of the aircraft.
[023] In an alternative embodiment the lighting illumination arrangement is adapted to become operable to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft by way of the pilot turning on an aircraft instrumentation device.
[024] Hence in the alternative embodiment the lighting illumination
arrangement is operable as required during flight when the pilot feels the need to utilize the lighting illumination arrangement.
[025] Advantageously, rather than necessarily having the pilot flight reorientation arrangement continuously on by way of providing the series of individually segmented substantially vertical illuminated lines within the pilot's front vision area of the cockpit, by introducing further control features into the invention, either by way of pilot control or an automatic action of an aircraft sensor, it becomes possible to make the lighting illumination arrangement operative to establish the series of individually segmented substantially vertical illuminated lines when the pilot is "flying blind" only, rather that having the illuminated display on all the time within the cockpit when it is not necessary. [026] In one embodiment the compass is in controllable communication with the light illumination arrangement by mechanical control. [027] In preference the mechanical control includes a single housing body, wherein the single housing body operatively supports the compass and the lighting illumination arrangement within the single housing body.
[028] In preference the lighting illumination arrangement within the single housing body includes an internal light source.
[029] In preference the single housing body includes a series of vertically arranged slits, slots or apertures to which the internal light source of the lighting illumination arrangement within the single housing body to which the compass is also operatively supported is adapted to diffuse, project or extend out therefrom said series of slits, slots or apertures light to establish the series of individually segmented substantially vertical illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
[030] In an alternative embodiment of the invention the compass is in controllable communication with the light illumination arrangement by electronic control.
[031] In preference the electronic control includes an intelligent controller.
[032] In preference intelligent controller is configured to interpret said compass defined orientation and direction and with controllable communication of said intelligent controller with the light illumination arrangement maintain the display of the series of individually segmented substantially vertical illuminated lines fixed in the defined orientation and direction of the compass.
[033] In preference the intelligent controller includes a computer or microcontroller arrangement.
[034] In preference the pilot flight reorientation arrangement further includes an artificial horizon reference arrangement for the pilot within the cockpit of the aircraft. [035] In preference said artificial horizon reference arrangement for the pilot within the cockpit of the aircraft includes said light illumination arrangement adapted to display a series of individually segmented substantially horizontal illuminated lines at least within the pilot's front vision area of the cockpit of the aircraft.
[036] In preference the single housing body further includes an attitude detection arrangement of the aircraft that provides a defined artificial horizon reference.
[037] In preference the single housing body further includes a series of horizontally arranged slits, slots or apertures to which the internal light source of the lighting illumination arrangement within the single housing body to which the compass is also operatively supported is adapted to diffuse, project or extend out therefrom said series of horizontally arranged slits, slots or apertures light to establish the series of individually segmented substantially horizontal illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
[038] In preference the intelligent controller is configured to interpret aircraft attitude from an attitude detection arrangement of the aircraft that provides a defined artificial horizon reference such that controllable communication of said intelligent controller with the light illumination arrangement maintains the display of the series of individually segmented substantially horizontally illuminated lines fixed in the defined artificial horizon reference determined by the attitude detection arrangement of the aircraft.
[039] In order now to describe the invention in greater detail a series of preferred embodiments will be presented with the assistance of the following illustrations and accompanying text. BRIEF DESCRIPTION OF THE DRAWINGS
[040] Figure 1 is a schematic view of a pilot flight reorientation arrangement in a preferred embodiment of the invention.
[041] Figure 2 is a schematic representation of the main features and operation of a pilot flight reorientation arrangement in a further preferred embodiment of the invention.
[042] Figures 3a and 3b illustrate schematically the operation of the pilot flight reorientation arrangement in a preferred embodiment of the invention.
[043] Figure 4 is a schematic illustration of the operation of the pilot flight reorientation arrangement showing the instinctive action of the pilot to correct flight direction within the cockpit upon a perceived realization of the relative movement of the series of individually segmented substantially vertical illuminated lines travelling across the pilot's front vision area within the cockpit.
[044] Figure 5 is a schematic representation of a further preferred embodiment of the invention.
[045] Figure 6 is a schematic representation of a further preferred embodiment of the invention.
[046] Figures 7 and 8 show schematic representations of embodiments provided for by the preferred embodiment illustrated in Figure 6. [047] Figures 9a, 9b, 10a, 10b and 11 a, 1 1 b show schematic representations of the pilot flight reorientation arrangement in operation in a preferred
embodiment of the invention.
[048] Figures 12a, 12b, 13a, 13b and 14a, 14b illustrate schematic
representations of operation of the pilot flight reorientation arrangement in a preferred embodiment of the invention including the use of an artificial horizon reference.
DETAILED DESCRIPTION OF THE DRAWINGS
[049] Figure 1 shows a first preferred embodiment of the invention generally as (10).
[050] This preferred embodiment illustrated in Figure 1 has the compass and light illumination arrangement within the one single body housing shown generally as (12).
[051] For the most part, preferably the single body housing (12) would be supported just as a conventional compass would generally be supported wherein frame structure (14) is shown only illustratively to represent a way in which the single body housing (12) could be positioned so as to be mounted, for example towards the rear of the cockpit of the aircraft.
[052] The single body housing (12) includes a series of vertical slits or apertures (13) so that an internally positioned light source (not shown) is able to allow light to be projected or diffused out through the slits (13) in order to establish the series of individually segmented substantially vertical illuminated lines (15).
[053] Again as is to be envisaged this arrangement shown in Figure 1 could be installed within the cockpit of the aircraft wherein the internal light source becomes operative once conditions have been sensed by the aircraft that would correlate with the pilot for the most part "flying blind".
[054] The series of individually segmented substantially vertical illuminated lines (15) which in this embodiment are achieved by a projection from a light source onto, for example, the front of the cockpit in front of the pilot's vision area, in the event that the aircraft turns, these established individually
segmented substantially vertical illuminated lines (15) remain fixed in their defined direction and/or orientation as they are dependent upon the compass which is supported within the single body housing (12).
[055] The preferred embodiment shown in Figure 1 once again is illustrative only of one embodiment of the invention. Current technology has now allowed compasses to be provided in a variety of ways in that even smart phones can include magnetometers so that displays upon a screen can be used as a compass as it works with the information provided by the magnetometer.
[056] Accordingly, Figure 2 introduces a further preferred embodiment of the invention wherein the pilot flight reorientation arrangement shown generally as (17) includes the functionality of a compass (16).
[057] The functional compass (16) communicates with a controller (18), such as a computer system or programmable micro-controller where the information obtainable from the functional compass (16) is used by the controller (18) to work with the light illumination arrangement shown generally as (20) which includes the light source.
[058] Information provided by the functional compass (16) used by the controller (18) is then able to establish a light source that can either be projected (22) or illuminated to display (24) upon the pilot's front vision area of the cockpit of the aircraft individually segmented substantially vertical illuminated lines which are defined in positions, not because of a fixed display at the front of the cockpit or because of a fixed projection at the rear of the cockpit, but are positioned within the pilot's front vision area of the cockpit in a defined direction and/or orientation that is derived from the functional compass (16).
[059] Therefore, no matter how the aircraft subsequently turns in flight during conditions where the pilot would be "flying blindly" recognised generally as (21 ), the established series of individually segmented substantially vertical
illuminated lines will maintain their compass defined direction and/or orientation relative to geographical positioning to North, South, East and West as the controller (18) is working in combination with the functional compass (16).
Hence turning of the aircraft establishes relative movement of the aircraft against the compass defined display of the series of individually segmented substantially vertical illuminated lines which is visually interpreted by the pilot as movement of the vertical illuminated lines across the pilot's field of vision.
[060] With the assistance of Figures 3a, 3b and 4 it can be appreciated how the relative movement of the aircraft against the fixed display of the series of individually segmented substantially vertical illuminated lines is visually interpreted by the pilot as movement of the vertical illuminated lines across the pilot's field of vision which then advantageously instinctively causes the pilot to re-orientate to correct almost instantaneously the inadvertent or disorientated unintentional turning direction of the aircraft as the pilot is "flying blind".
[061] As seen in Figures 3a and 3b, a functional compass, controller and light illumination arrangement are all shown as block (27) wherein these features enable the illumination of a series of individually segmented substantially vertical illuminated lines (28) that appear on the cockpit windscreen (26).
[062] In Figure 3b the large arrow (32) is illustrative to signify that the aircraft is turning to the right unintentionally through pilot disorientation while flying blind.
[063] Nonetheless the functional compass, controller and lighting illuminated arrangement within the block (27) are arranged that there should be no change in the compass defined real geographical positioning of the series of individually segmented substantially vertical illuminated lines so that they still are
illuminated in the same compass defined orientation shown now as (28) upon the cockpit window (26) as the aircraft turns. [064] It appears, because the aircraft is turning (32), that the series of individually segmented substantially vertical illuminated lines (29) and (28) (shown in broken vertical lines in figure 3b from solid lines in 3a to illustrate the illusion of the moving lines for the pilot) are moving across the cockpit window (26) shown by way of arrows (30) as the aircraft turns right.
[065] The defined geographical direction provided by the compass for the series of individually segmented substantially vertical illuminated lines has not changed, they have just been re-illuminated upon the moving window of the cockpit window (26) to be maintained consistently with the defined direction provided by the functional compass.
[066] Hence as best seen in Figure 4 the pilot is interpreting the relative movement of the turning aircraft against the defined geographically orientated display of the series of individually segmented substantially vertical illuminated lines (37) as the movement of the series of individually segmented substantially vertical illuminated lines shown by way of arrows (38) across the pilot's field of vision so instinctively shown by way of arrow (39) as the pilot (36) follows this perceived movement of the vertical lines (37), albeit not real, automatically corrects the original unintentional or disorientated turning of the aircraft back to the aircraft's correct flight path.
[067] Figure 5 shows a further preferred embodiment of the invention but for the most part the practical operation of the pilot flight reorientation arrangement remains consistent to the operation discussed for Figures 3a, 3b and Figure 4, however in this instance the working communication and control between the functional compass and the controller (40) with the lighting illumination arrangement (41 ) is able to establish the requisite series of individually segmented substantially vertical illuminated lines (44) upon an electronic display screen (43) such as a series of LEDs and the like above the windscreen (42) in the cockpit of the aircraft.
[068] Accordingly, it needs to be recognised that the establishment of the series of individually segmented substantially vertical illuminated lines need not only be from a projection but can be formed from an illumination upon a display or available features viewable in the pilot's front vision area such as the windscreen or below or above the windscreen.
[069] As the aircraft turns the functional compass working in combination with the controller communicating with the light illumination arrangement is able to continuously re-establish as a display in front of the pilot's front vision area, the series of individually segmented substantially vertical illuminated lines always at the same defined relative real geographical reference for the intended direction on which the compass relies.
[070] Figure 6 shows a further preferred embodiment of the invention including all the relevant features discussed in Figure 2 such as the functional compass (50), controller (52), light illumination arrangement (53) and projected image of the series of individually segmented substantially vertical illuminated lines (54) or alternatively an illuminated display upon a screen or an electronic display at the pilot's front vision area within the cockpit of the aircraft shown generally as (55).
[071] The embodiment of Figure 6 includes the sensor functionality (56) that identifies when the pilot is "flying blind".
[072] Figure 6 illustrates a further feature of the pilot flight reorientation arrangement of an artificial horizon reference (51 ). [073] The artificial horizon reference (51 ) is operative along the same functional lines as the compass recognised turning of the aircraft.
[074] As illustrated in Figures 7 and 8, the embodiment shown in Figure 1 is expanded upon in Figure 7 showing both a series of individually segmented substantially vertical illuminated lines (57) provided by slits (60) within the single body housing (61 ) containing the functional compass and the controller working in combination with the light illumination arrangement as well as slits (59) which provide for the series of individually segmented substantially horizontal illuminated lines (58).
[075] In Figure 8 the vertical illuminated lines (62) and the horizontal illuminated lines (63) are upon the cockpit windscreen (64). [076] The workings of the illuminated horizontal lines working in combination with the functionality provided by the artificial horizon controller (51 ) is discussed in greater detail when describing Figures 12a, 12b, 13a, 13b, 14a and 14b hereafter.
[077] Firstly in relation to Figures 9a, 9b, 10a, 10b, 11 a and 1 1 b, these further illustrate embodiments previously discussed showing the operational workings of the pilot flight reorientation arrangement within the cockpit.
[078] In Figures 9a and 9b the aircraft (70) is flying straight ahead and the series of individually segmented substantially vertical illuminated lines (71 ) appear on the cockpit window (72). [079] As the aircraft (70) turns left, as shown in Figures 10a and 10b and by way of the larger arrow (73), it appears to the pilot that the vertical illuminated lines (71 ) shown by way of arrow (74) are moving across the windscreen (72) of the cockpit. Nonetheless, it is not the series of individually segmented substantially vertical illuminated lines (71 ) moving as they are being
regenerated as an illumination so that their defined geographical co-ordinates are provided by the compass functionality to remain fixed in the displayed direction, but the effect of the turning aircraft does give the perception to the pilots (78) and (79) that it is not the aircraft that is moving but the vertically illuminated lines (71 ) which then allows for the pilots (78) and (79) to act instinctively if need be to follow the vertically illuminated lines (71 ) when disorientated to quickly turn the aircraft back into its appropriate direction by following the perception of the 'moving' vertically illuminated lines (71 ). [080] Figures 1 1a and 11 b show the turning of the aircraft now to the right, represented by arrow (80) such that the pilots (78) and (79) perceive that the series of individually segmented substantially vertical illuminated lines (71 ) are travelling across the cockpit windscreen (72) shown by way of arrows (81 ). [081] Figures 12a, 12b, 13a, 13b, 14a and 14b show the establishment of a series of individually segmented substantially horizontal illuminated lines (85) representing the artificial horizon reference and wherein individually segmented substantially vertical illuminated lines (86) represent the compass defined direction. [082] As best seen in Figures 13a and 13b, when the aircraft (70) dips, the series of individually segmented substantially horizontal illuminated lines (85) have the appearance that they are moving upwards shown by way of arrow (87) when in fact it is the relative dipping of the aircraft (70) to the fixed illuminated horizontal lines (85) that creates this perception for the pilot. [083] Conversely, in Figures 14a and 14b as the aircraft (70) ascends upwards the horizontal illuminated lines (85) upon the windscreen of the aircraft appear to be travelling down shown by way of arrow (89).
[084] Hence accordingly if there is a change in attitude of the aircraft as it dips or ascends, this translates to movement of the established horizontal illuminated lines (85) and as the pilot follows this perceived movement of the horizontal illuminated lines (85), correction of the aircraft to return to its correct attitude flight path when the pilot is "flying blind" can occur.

Claims

1. A pilot flight reorientation arrangement, said arrangement including: a compass adapted to define a direction; a light illumination arrangement, said light illumination arrangement adapted to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of the aircraft; said compass in controllable communication with the light illumination arrangement such that the display of the series of individually segmented substantially vertical illuminated lines remain fixed in the defined direction of the compass; such that during an aircraft turning event, relative movement of the aircraft during said aircraft turning event against the display of the series of individually segmented substantially vertical illuminated lines that remain in the fixed defined vertical direction of the compass, is visually interpreted by the pilot as a perceived movement of the series of individually segmented substantially vertical illuminated lines across the pilot's front field of vision in the opposite turning direction of the aircraft during the aircraft turning event, such that in the event of turning of the aircraft during the aircraft turning event due to
disorientation or inattention of the pilot, the pilot is able to instinctively follow the perceived movement of the series of individually segmented substantially vertical illuminated lines to re-direct the aircraft back into a correct flight direction.
2. The pilot flight reorientation arrangement of claim 1 wherein the compass is in controllable communication with the light illumination arrangement by mechanical control.
3. The pilot flight reorientation arrangement of claim 2 wherein the mechanical control includes a single housing body, wherein the single housing body operatively supports the compass and the light illumination arrangement within the single housing body.
4. The pilot flight reorientation arrangement of claim 3 wherein the light illumination arrangement within the single housing body includes an internal light source.
5. The pilot flight reorientation arrangement of claim 4 wherein the single housing body includes a series of vertically arranged slits, slots or apertures to which the internal light source of the light illumination arrangement is adapted to diffuse, project or extend out therefrom said series of vertically arranged slits, slots or apertures light to establish the series of individually segmented substantially vertical illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
6. The pilot flight reorientation arrangement of claim 1 wherein the compass is in controllable communication with the light illumination arrangement by electronic control.
7. The pilot flight reorientation arrangement of claim 6 wherein the electronic control includes an intelligent controller.
8. The pilot flight reorientation arrangement of claim 7 wherein intelligent controller is configured to interpret said compass defined direction and with controllable communication of said intelligent controller with the light illumination arrangement maintain the display of the series of individually segmented substantially vertical illuminated lines fixed in the defined direction of the compass.
9. The pilot flight reorientation arrangement of claim 8 wherein the intelligent controller includes a computer or micro-controller arrangement.
10. The pilot flight reorientation arrangement of claims 5 wherein the pilot flight reorientation arrangement further includes an artificial horizon reference arrangement for the pilot within the cockpit of the aircraft.
1 1. The pilot flight reorientation arrangement of claim 10 wherein said artificial horizon reference arrangement for the pilot within the cockpit of the aircraft includes said light illumination arrangement adapted to display a series of individually segmented substantially horizontal illuminated lines at least within the pilot's front vision area of the cockpit of the aircraft.
12. The pilot flight reorientation arrangement of claim 1 1 wherein the single housing body further includes a series of horizontally arranged slits, slots or apertures to project or extend out therefrom said series of horizontally arranged slits, slots or apertures light to establish the series of individually segmented substantially horizontal illuminated lines within the pilots' front vision area of the cockpit within the aircraft.
13. The pilot flight reorientation arrangement of claims 8 wherein the pilot flight reorientation arrangement further includes an artificial horizon reference arrangement for the pilot within the cockpit of the aircraft.
14. The pilot flight reorientation arrangement of claims 13 wherein the intelligent controller is configured to interpret aircraft attitude from an attitude detection arrangement of the aircraft that provides a defined artificial horizon , reference such that controllable communication of said intelligent controller with the light illumination arrangement maintains the display of the series of individually segmented substantially horizontally illuminated lines fixed in the defined artificial horizon reference determined by the attitude detection arrangement of the aircraft.
15. The pilot flight reorientation arrangement of claim 1 wherein the light illumination arrangement is adapted to become operable to display the series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft upon recognition by an aircraft sensor that the aircraft has entered into conditions of reduced light, darkness, cloud, inclement weather and/or circumstances that remove a pilot's ability to be able to view the external flight environment from the cockpit of the aircraft.
16. The pilot flight reorientation arrangement of claim 1 wherein the lighting illumination arrangement is adapted to become operable to display a series of individually segmented substantially vertical illuminated lines at least within a pilot's front vision area of a cockpit of an aircraft by way of the pilot turning on an aircraft instrumentation device.
PCT/AU2016/000243 2015-07-07 2016-07-06 A pilot flight reorientation arrangement WO2017004660A1 (en)

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