阅读说明：本技术 飞行器竖直速度的温度校正 (temperature correction of aircraft vertical speed ) 是由 迪米特里·奎斯塔 纪尧姆·萨瓦-夏松 于 2018-04-27 设计创作，主要内容包括：本披露提供了用于校正飞行器的竖直速度的方法和系统。基于来自所述飞行器上的惯性参考单元的惯性数据来获得所述飞行器的瞬时竖直速度。对所述瞬时竖直速度施加第一校正,以生成气压惯性竖直速度；并且基于几何竖直速度与所述气压惯性竖直速度之间的误差来对所述气压惯性竖直速度施加第二校正,以获得经温度校正的气压惯性竖直速度。(The present disclosure provides methods and systems for correcting the vertical velocity of an aircraft. Obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft. Applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity.)

1. A method for correcting the vertical velocity of an aircraft, the method comprising:

Obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft;

applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and

applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature-corrected barometric inertial vertical velocity.

2. The method of claim 1, wherein applying the second correction to the barometric inertial vertical velocity comprises applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

3. The method of claim 2, wherein the time-based function of the error is estimated as a moving average of the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity over a given time portion prior to a current time.

4. The method of claim 3, wherein the given portion of time is about 20 seconds.

5. The method of claim 2, wherein the time-based function of the error is estimated as an output of a first order filter applied on the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity, the first order filter having a time constant matching a time constant used to apply the first correction.

6. The method of any of claims 3 to 5, wherein the instantaneous error corresponds to:

Where Vz, Geom is the geometric vertical velocity, Vz, Press is the pressure altitude vertical velocity, and Vz, BI is the barometric inertial vertical velocity.

7. the method of claim 6, wherein the calculation is:

Where Ts is the static temperature at a given altitude, Ti is the temperature at sea level altitude, T' is the rate of temperature decrease, and H is the altitude.

8. the method of claim 7, wherein Ts and H are measured from an air data sensor on the aircraft, and H is approximated as a pressure altitude.

9. the method of any of claims 1-8, wherein applying the first correction to the instantaneous vertical velocity comprises applying the first correction using pressure altitude data of the aircraft.

10. A system for correcting the vertical velocity of an aircraft, the system comprising:

A processing unit; and

a non-transitory memory communicatively coupled to the processing unit and comprising computer-readable program instructions executable by the processing unit to:

obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft;

applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and

Applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature-corrected barometric inertial vertical velocity.

11. the system of claim 10, wherein applying the second correction to the barometric inertial vertical velocity comprises applying a time-based function of an error between a rate of geometric change and a rate of pressure altitude change.

12. The system of claim 11, wherein the time-based function of error is estimated as a moving average of the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity over a given time portion prior to a current time.

13. The system of claim 12, wherein the given portion of time is about 20 seconds.

14. The system of claim 11, wherein the time-based function of the error is estimated as an output of a first order filter applied on the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity, the first order filter having a time constant matching a time constant used to apply the first correction.

15. the system of any of claims 12 to 14, wherein the instantaneous error corresponds to:

Where Vz, Geom is the geometric vertical velocity, Vz, Press is the pressure altitude vertical velocity, and Vz, BI is the barometric inertial vertical velocity.

16. The system of claim 15, wherein the calculation is:

Where Ts is the static temperature at a given altitude, Ti is the temperature at sea level altitude, T' is the rate of temperature decrease, and H is the altitude.

17. The system of claim 16, wherein Ts and H are measured from air data sensors on the aircraft, and H is approximated as a pressure altitude.

18. The system of any of claims 10 to 17, wherein applying the first correction to the instantaneous vertical velocity comprises applying the first correction using pressure altitude data of the aircraft.

19. A computer readable medium having program code stored thereon, the program code executable by a processor for correcting a vertical velocity of an aircraft, the program code comprising instructions for:

obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft;

Applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and

applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature-corrected barometric inertial vertical velocity.

20. The computer-readable medium of claim 19, wherein applying the second correction to the barometric inertial vertical velocity comprises applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

21. a method for determining an aircraft flight path vector, the method comprising:

Obtaining a barometric inertial vertical velocity based on an instantaneous vertical velocity of the aircraft from an inertial reference unit on the aircraft;

applying a correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity; and

Calculating a flight path vector of the aircraft using the temperature corrected barometric inertial vertical velocity.

22. The method of claim 21, wherein applying the correction to the barometric inertial vertical velocity comprises applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

23. The method of claim 21 or 22, further comprising: determining an approach grade for landing the aircraft and comparing the approach grade to a threshold value, wherein the correction is applied to the barometric inertial vertical speed when the approach grade is greater than the threshold value.

Technical Field

The present disclosure relates generally to correction of temperature-based errors in the vertical velocity of an aircraft.

background

An air data Inertial Reference Unit (IRU) is a key component of an aircraft control system. It provides information such as altitude, and inertial reference information (position and altitude) to the electronic flight instrument system display and other systems on the aircraft. The pilot relies on the information provided by the IRU to determine the rotational altitude and translational position of the aircraft over time.

The IRU provides a vertical velocity signal of the aircraft calculated on a vertical axis relative to the earth's surface. This is accomplished by integrating the data obtained by the IRU's accelerometer and converting the velocity data from the aircraft body axis to the earth axis. However, aircraft vertical velocity signals tend to accumulate errors over time. While these errors may be ignored during certain flight phases (such as take-off or cruise), there are other flight phases (such as landing) in which the accumulated errors may have an effect on the pilot's ability to properly operate the aircraft.

While some correction techniques exist, they are mostly based on using Global Positioning System (GPS) data, which is an external input and therefore may not always be reliable. Thus, improvements are needed.

Disclosure of Invention

the present disclosure provides methods and systems for correcting the vertical velocity of an aircraft. And applying a correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity.

According to a first broad aspect, a method for correcting a vertical velocity of an aircraft is provided. The method comprises the following steps: obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft; applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity.

In some embodiments, applying the second correction to the barometric inertial vertical velocity includes applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

In some embodiments, the time-based function of the error is estimated as a moving average of the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity over a given time portion prior to the current time.

In some embodiments, the given portion of time is about 20 seconds.

in some embodiments, the time-based function of the error is estimated as an output of a first order filter applied on the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity, the first order filter having a time constant matching a time constant used to apply the first correction.

in some embodiments, the instantaneous error corresponds to:

Where Vz, Geom is the geometric vertical velocity, Vz, Press is the pressure altitude vertical velocity, and Vz, BI is the barometric inertial vertical velocity.

in some embodiments, the calculation is:

where Ts is the static temperature at a given altitude, Ti is the temperature at sea level altitude, T' is the rate of temperature decrease, and H is the altitude.

In some embodiments, Ts and H are measured from air data sensors on the aircraft, and H is approximated as a pressure altitude.

In some embodiments, applying the first correction to the instantaneous vertical velocity includes applying the first correction using pressure altitude data of the aircraft.

According to another broad aspect, a system for correcting the vertical velocity of an aircraft is provided. The system includes a processing unit and a non-transitory memory communicatively coupled to the processing unit and including computer-readable program instructions. The instructions are executable by the processing unit to: obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft; applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity.

In some embodiments, applying the second correction to the barometric inertial vertical velocity includes applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

In some embodiments, the time-based function of the error is estimated as a moving average of the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity over a given time portion prior to the current time.

in some embodiments, the given portion of time is about 20 seconds.

in some embodiments, the time-based function of the error is estimated as an output of a first order filter applied on the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity, the first order filter having a time constant matching a time constant used to apply the first correction.

in some embodiments, the instantaneous error corresponds to:

Where Vz, Geom is the geometric vertical velocity, Vz, Press is the pressure altitude vertical velocity, and Vz, BI is the barometric inertial vertical velocity.

In some embodiments, the calculation is:

Where Ts is the static temperature at a given altitude, Ti is the temperature at sea level altitude, T' is the rate of temperature decrease, and H is the altitude.

In some embodiments, Ts and H are measured from air data sensors on the aircraft, and H is approximated as a pressure altitude.

In some embodiments, applying the first correction to the instantaneous vertical velocity includes applying the first correction using pressure altitude data of the aircraft.

According to another broad aspect, there is provided a computer readable medium having program code stored thereon, the program code executable by a processor for correcting a vertical velocity of an aircraft. The program code includes instructions for: obtaining an instantaneous vertical velocity of the aircraft based on inertial data from an inertial reference unit on the aircraft; applying a first correction to the instantaneous vertical velocity to generate a barometric inertial vertical velocity; and applying a second correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity.

In some embodiments, applying the second correction to the barometric inertial vertical velocity includes applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

according to yet another broad aspect, a method is provided for determining a flight path vector of an aircraft. The method comprises the following steps: obtaining a barometric inertial vertical velocity based on an instantaneous vertical velocity of the aircraft from an inertial reference unit on the aircraft; applying a correction to the barometric inertial vertical velocity based on an error between a geometric vertical velocity and the barometric inertial vertical velocity to obtain a temperature corrected barometric inertial vertical velocity; and calculating a flight path vector of the aircraft using the temperature corrected barometric inertial vertical velocity.

In some embodiments, applying the correction to the barometric inertial vertical velocity comprises applying a time-based function of an error between a geometric rate of change and a pressure altitude rate of change.

In some embodiments, the method further comprises: determining an approach slope (slope of approach) for landing the aircraft and comparing the approach slope to a threshold, wherein the correction is applied to the barometric inertial vertical speed when the approach slope is greater than the threshold.

The features of the systems, apparatuses, and methods described herein can be used in various different combinations and also for the systems and computer-readable storage media in various different combinations.

Drawings

Further features and advantages of the embodiments described herein may become apparent from the following detailed description, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a diagrammatic view of an exemplary aircraft.

FIG. 2 is a block diagram of a portion of an avionics system in accordance with some embodiments;

FIG. 3A is a graphical representation of vertical velocity over time according to some embodiments;

FIG. 3B is an expanded view of a first portion of the graph of FIG. 3A;

FIG. 3C is an expanded view of a second portion of the graph of FIG. 3A;

FIG. 4 is a flow chart of an example method for correcting the vertical velocity of an aircraft; and is

Fig. 5 is a schematic diagram of an illustrative computing system for implementing the method of fig. 4, in accordance with embodiments.

It should be noted that throughout the drawings, like features are identified by like reference numerals.

Detailed Description

Referring to FIG. 1, an aircraft 10 has a fuselage 11, a pair of wings 14 and a tail 16, which is equipped with a cockpit 12 and one or more flight components 18. The aircraft 10 may be any type of aircraft including a proprotor, a jet, a turbojet, a turboprop, a turboshaft, a glider, and the like. The cockpit 12 may be positioned at any suitable location on the aircraft 10, such as at a forward portion of the fuselage 11. The cockpit 12 is configured to house one or more pilots that control the aircraft 10 via one or more operator controls. The operator controls may include any suitable number of pedals, yokes, wheels, center sticks, flight sticks, levers, knobs, switches, and the like.

The aircraft 10 may be equipped with any suitable number of control systems. For example, the aircraft 10 has an avionics system and an electrical system. The avionics system may include any number of sensors and control systems for managing the trajectory and operation of the aircraft 10. The electrical system may include a power generation and transformation system, including for powering avionics systems. Referring to fig. 2, a portion of an avionics system 200 is shown. An Inertial Reference Unit (IRU)202 uses one or more motion sensors 208, such as gyroscopes, and one or more rotational sensors 210, such as accelerometers, to determine changes in rotational altitude and translational position of the aircraft 10 over a period of time. The IRU202 collects sensor data from the motion sensors 208 and the rotation sensors 210, and the sensor data is provided to the aircraft computer 204 for processing. The navigational data is generated by the aircraft computer 204 and transmitted to the electronic flight instruments 206 for display to the pilot in the cockpit 12 of the aircraft 10.

In particular, the IRU202 collects acceleration data from the rotation sensors 210. The aircraft computer 204 integrates the acceleration data over time along with the gravity estimate and uses the integrated acceleration data to determine the vertical speed (or rate of climb) of the aircraft 10. The vertical velocity is provided to the electronic flight instrument 206 and displayed on a vertical velocity indicator (VSI) 214. The VSI 214 tells the pilot whether the aircraft 10 is climbing, descending, or in level flight. The VSI 214 also gives information on the rate of ascent or descent (in feet per minute).

Since the vertical velocity is based on air data, it corresponds to the pressure altitude vertical velocity, not the geometric vertical velocity. The theoretical relationship between geometric vertical velocity and pressure altitude vertical velocity in the troposphere depends on temperature and can be expressed as:

In equation (1), Vz, Geom is the geometric altitude vertical velocity in ft/s, Vz, Press is the pressure altitude vertical velocity in ft/s, Ts is the air static temperature in ° K, Ti is the temperature at sea level altitude in ° K, T' is the rate of temperature decrease in ° K/ft, and H is the altitude in ft. Therefore, when the vertical velocity calculation is performed based on the air data, there may be a temperature-based error introduced into the vertical velocity calculation.

according to some embodiments, aircraft computer 204 includes a module 212 to correct for aircraft vertical velocity caused by temperature-based errors introduced into the vertical velocity when using air data. In some alternative embodiments, the module 212 may be provided separately from the aircraft computer 204 and operatively connected thereto.

In some embodiments, the module 212 applies a correction to the barometric inertial vertical velocity according to:

V＝E(t)+V (2)

in equation (2), Vz, BI is the barometric inertial vertical velocity, e (t) is a time-based function representing the correction to be applied, and Vz, Corr is the temperature-corrected barometric inertial vertical velocity. The barometric inertial vertical velocity corresponds to the instantaneous vertical velocity of the aircraft 10 corrected using, for example, pressure altitude data. The temperature corrected barometric inertial vertical velocity is provided to the electronic flight instrument 206 and displayed on the vertical velocity indicator 214.

note that temperature-based errors may take some time to accumulate, and thus, the correction value may be determined over time. In some embodiments where delay time is not a consideration, the correction may be applied as a transient error expressed as:

Rearranging equation (1), we get:

The instantaneous error of equation (3) can therefore be expressed as:

In some embodiments, Ts and H are obtained from an air data sensor, H is approximated as a pressure altitude, and the standard values of 288.15 and-0.00198 are used for Ti and T', respectively. Thus, module 212 may calculate the instantaneous error.

In embodiments where time-based errors are determined and applied as corrections, e (t) may be estimated from Errinst. For example, e (t) may be estimated as the output of a first order filter applied to Errinst with a time constant matching the time constant used to correct the instantaneous vertical velocity to obtain the barometric inertial vertical velocity. In another example, e (t) may be estimated as the output of a moving average of Errinst over a given time portion prior to the current time. The given portion may be selected to suit the desired accuracy. For example, the moving average may be determined to be within 10 seconds, 20 seconds, 30 seconds, 60 seconds, or any other time frame before the time that the correction is applied. In some embodiments, the time frame is determined according to the specifications of the IRU 202.

FIG. 3A graphically illustrates four different vertical velocity parameters over time during the landing phase, namely geometric vertical velocity 302, barometric inertial vertical velocity 304, barometric inertial vertical velocity 306 with temperature correction using transient error, and barometric inertial vertical velocity 308 with temperature correction using time-based error. All four parameters are measured during the final approach and flare-out of the aircraft 10, where at a given altitude the temperature is 18 ℃ above the International Standard Atmospheric (ISA) temperature. The geometric vertical velocity 302 is measured using a separate source and is used as a reference. The barometric inertial vertical velocity 304 is measured with an IRU (such as IRU 202) without any temperature correction. The barometric inertial vertical velocity 306, which is temperature corrected using the instantaneous error, is obtained by multiplying the measurement of 304 by equation (5). The barometric inertial vertical velocity 308 corrected for temperature using the time-based error is obtained by adding the time-based error estimated from equation (5) to the measurement of 304.

The barometric inertial vertical velocity 304 has the greatest deviation when compared to the reference curve 302, particularly when the rate of change of vertical velocity is small. The barometric inertial vertical velocity 306, which is temperature corrected using transient errors, initially closely matches the reference curve 302 and then deviates over time. The barometric inertial vertical velocity 308, which is temperature corrected using time-based errors, most closely matches the geometric vertical velocity 302.

fig. 3B is a graph 318 showing an expanded view of graph 300 from time t-70 s to t-84 s (approximately identified by labels 310 and 312 in fig. 3A, respectively). Graph 318 corresponds to a flattened portion of a landing where the vertical velocity varies greatly. It can be seen that the barometric inertial vertical velocity 308, which is temperature corrected using time-based error, follows the reference curve 302 very closely.

Fig. 3C is a graph 320 showing an expanded view of the graph 300 from time t-78 s to t-98 s (approximately identified by labels 314 and 316, respectively, in fig. 3A). Once the vertical velocity approaches zero, the aircraft 10 has landed. Graph 320 shows how the barometric inertial vertical velocity 304 blends with the geometric vertical velocity 302 once the aircraft is on the ground. It also shows that the barometric inertial vertical velocity 308, which is temperature corrected using time-based error, continues to match the geometric vertical velocity 302.

Referring now to FIG. 4, a flow chart of an exemplary method 400 performed by module 212 of aircraft computer 204 is shown. At step 402, the instantaneous vertical velocity of the aircraft is obtained based on inertial data from the IRU202 of the aircraft 10. As previously described, inertial data is obtained via sensors 208, 210 of IRU 202. At step 404, a first correction is applied to the instantaneous vertical velocity to generate a barometric inertial vertical velocity. In some embodiments, the first correction is applied using pressure altitude data also obtained from the sensors 208, 210 of the IRU 202. Alternatively, standard data or previously obtained data may be used.

At step 406, a second correction is applied to generate a temperature corrected barometric inertial vertical velocity. In some embodiments, the second correction is time-based, while in other embodiments it is instantaneous. The time-based correction may be derived from the instantaneous error between the geometric vertical velocity and the barometric inertial vertical velocity (e.g., by applying a first order filter to the instantaneous error or as a moving average of the instantaneous error). Other techniques for determining time-based errors may also be used.

In some embodiments, a module 212 disposed in the aircraft computer 204 uses the temperature corrected barometric inertial vertical velocity to calculate an aircraft flight path vector. The flight path vector represents the rate of change of the position of the aircraft and is used to control the flare of the aircraft during landing. Leveling off is after the last approach and before the run-off phase of touchdown and landing. In leveling, the nose of the aircraft is raised, thereby slowing the rate of descent and setting the appropriate attitude for touchdown. The flight path vectors are based on the flight path angle and inertial information obtained from the IRU 202. As can be seen from fig. 3B, during the leveling off portion of the landing, the deviation of the barometric inertial vertical velocity 304 from the geometric vertical velocity 302 may introduce errors into the flight path vector, thereby affecting touchdown.

the temperature corrected barometric inertial vertical velocity may thus be combined with the aircraft's direction to produce a flight path vector, which may also be displayed on the electronic flight instrument 206 to guide the pilot. The direction may be determined from sensors 208, 210 of the IRU202 or from other aircraft instrumentation.

in some embodiments, the temperature corrected barometric inertial vertical velocity is used only for heavy grade landing scenarios. For example, the approach angle of the aircraft may be compared to an approach angle threshold and when the threshold is exceeded, a temperature-based correction applied. In some embodiments, the temperature-corrected barometric inertial vertical velocity is used only when the outside air temperature deviates from 15 ℃ by a given amount (such as 5 ℃, 10 ℃, or any other suitable temperature difference). The outside air temperature may be measured by one or more sensors on the aircraft and compared to a temperature threshold, and when the threshold is exceeded, a temperature-based correction is applied. Other factors may also be used for triggering the application of the temperature-based correction.

Referring to fig. 5, method 400 may be implemented by a computing device 510 that includes a processing unit 512 and a memory 514 having stored therein computer-executable instructions 516. Processing unit 512 may include any suitable means configured to cause a series of steps to be performed in order to implement method 400, such that instructions 516, when executed by computing device 510 or other programmable apparatus, may cause functions/acts/steps specified in the methods described herein to be performed. Processing unit 512 may include, for example, any type of general purpose microprocessor or microcontroller, a Digital Signal Processing (DSP) processor, a Central Processing Unit (CPU), an integrated circuit, a Field Programmable Gate Array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuitry, or any combination thereof. Computing device 510 may be used solely to implement module 212, or module 212 may be a subcomponent of the functionality performed by computing device 510. In some embodiments, the computing device 510 may form a portion or all of a Full Authority Digital Engine Controller (FADEC) or other similar device, including an Electronic Engine Controller (EEC), an engine control unit (EUC), etc.

Memory 514 may include any suitable known machine-readable storage medium or other machine-readable storage medium. The memory 514 may include a non-transitory computer-readable storage medium such as, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. The memory 514 may comprise any type of suitable combination of computer memory, internal or external to the device, such as Random Access Memory (RAM), Read Only Memory (ROM), Compact Disc Read Only Memory (CDROM), electro-optic memory, magneto-optic memory, Erasable Programmable Read Only Memory (EPROM), and Electrically Erasable Programmable Read Only Memory (EEPROM), Ferroelectric Random Access Memory (FRAM), and the like. The memory may include any storage device (e.g., an apparatus) suitable for retrievably storing machine-readable instructions executable by the processing unit.

The methods and systems described herein for correcting the vertical velocity of the aircraft 10 may be implemented in a high level procedural or object oriented programming language or a scripting language, or a combination thereof, to communicate with or facilitate the operation of a computer system (e.g., computing device 510). Alternatively, the methods and systems described herein for correcting the vertical velocity of the aircraft 10 may be implemented in assembly or machine language. The language may be a compiled or interpreted language. Program code for implementing the methods may be stored on a storage medium or device, such as a ROM, magnetic disk, optical disk, flash drive, or any other suitable storage medium or device. The program code can be readable by a general purpose or special purpose programmable computer, for configuring and operating the computer when the storage media or device is read by the computer to perform the procedures described herein. Embodiments of the methods described herein may also be considered to be implemented by a non-transitory computer-readable storage medium having stored thereon a computer program. The computer program may comprise computer-readable instructions that cause a computer, or more specifically at least one processing unit of the computer, to operate in a specific and predefined manner to perform the functions described herein.

Computer-executable instructions may take many forms, including program modules, executed by one or more computers or other devices. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. Typically, the functionality of the program modules may be combined or distributed as desired in various embodiments.

Various aspects of the methods and systems for correcting the vertical velocity of an aircraft disclosed herein may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing disclosure, and are therefore not limited in their application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined in any manner with aspects described in other embodiments. While particular embodiments have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from the invention in its broader aspects. Furthermore, the scope of the claims below should not be limited by the preferred embodiments set forth in the examples, but should be given the broadest reasonable interpretation consistent with the description as a whole.