Aircraft flight information system and method

A method of generating an aircraft display includes determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a second aircraft. The method also includes determining an estimated proximity of the first aircraft and the second aircraft based on the estimated flight paths. The method further includes, based on the estimated proximity indicating a projected separation violation condition, determining a navigation alert region. The method also includes generating a display that includes a map, a first graphical feature overlaying the map and representing of the first aircraft, a second graphical feature overlaying the map and representing of the second aircraft, and a third graphical feature overlaying the map and indicating dimensions of the navigation alert region.

FIELD OF THE DISCLOSURE

The present disclosure is generally related to an aircraft flight information system.

BACKGROUND

For automatically piloted aircraft, Detect and Avoid (DAA) systems use information descriptive of an airspace to make automated maneuvering decisions. For manned aircraft, DAA systems can greatly improve pilot situational awareness by providing the pilot with relevant data about the airspace. DAA systems can be used in conventional manned aircraft and for unmanned, remotely piloted aircraft, since in both situations the pilot can have limited access to the relevant airspace information.

To improve DAA system operation and design, the Radio Technical Commission for Aeronautics (RTCA) has published a document entitled “SC228 Ph 1 Minimum Operational Performance Standard (MOPS),” which suggests minimum features of a DAA system, including some features of displays (or other human machine interfaces) used by DAA systems. Generally, the SC228 Ph 1 MOPS document addresses issues related to unmanned aircraft operating at high altitudes, rather than low-altitude airspace operations for manned or unmanned aircraft. Additionally, the SC228 Ph 1 MOPS document does not describe how to gather and analyze airspace data to generate a display including pilot-relevant information, and does not provide guidance on arranging such displays to reduce pilot workload. The SC228 Ph 1 MOPS document also does not describe the use of DAA systems in a cockpit to support conventionally-piloted aircraft operations.

SUMMARY

In a particular implementation, a method of generating an aircraft display includes determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a second aircraft. The method also includes determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path. The method further includes, based on the estimated proximity indicating a projected separation violation condition, determining a navigation alert region, where the projected separation violation condition is expected to occur if the first aircraft flies into the navigation alert region. The method also includes generating a display. The display includes a map representing a geographic area near the first aircraft and the second aircraft, a first graphical feature overlaying the map and representing of the first aircraft, a second graphical feature overlaying the map and representing of the second aircraft, and a third graphical feature overlaying the map and indicating dimensions of the navigation alert region relative to the geographic area near the first aircraft and the second aircraft.

In a particular implementation, an aircraft flight information system includes at least one processor and a memory storing instructions that are executable by the at least one processor to perform operations. The operations include determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a second aircraft. The operations also include determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path. The operations further include, based on the estimated proximity indicating a projected separation violation condition, determining a navigation alert region, where the projected separation violation condition is expected to occur if the first aircraft flies into the navigation alert region. The operations also include generating a display. The display includes a map representing a geographic area near the first aircraft and the second aircraft, a first graphical feature overlaying the map and representing of the first aircraft, a second graphical feature overlaying the map and representing of the second aircraft, and a third graphical feature overlaying the map and indicating dimensions of the navigation alert region relative to the geographic area near the first aircraft and the second aircraft.

In a particular implementation, a non-transitory computer readable storage device stores instructions that are executable by a processor to perform operations. The operations include determining an estimated first flight path of a first aircraft and determining an estimated second flight path of a second aircraft. The operations also include determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path. The operations further include, based on the estimated proximity indicating a projected separation violation condition, determining a navigation alert region, where the projected separation violation condition is expected to occur if the first aircraft flies into the navigation alert region. The operations also include generating a display. The display includes a map representing a geographic area near the first aircraft and the second aircraft, a first graphical feature overlaying the map and representing of the first aircraft, a second graphical feature overlaying the map and representing of the second aircraft, and a third graphical feature overlaying the map and indicating dimensions of the navigation alert region relative to the geographic area near the first aircraft and the second aircraft.

DETAILED DESCRIPTION

Implementations disclosed herein provide human machine interfaces that improve pilot situational awareness and reduce pilot workload by organizing data presented to the pilot in a manner that prioritizes the data and simplifies understanding of the data. Particular implementations are described herein with reference to the drawings. In the description, common features are designated by common reference numbers throughout the drawings. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and/or logically distinct, the same reference number is used for each, and the different instances are distinguished by addition of a letter to the reference number. When the features as a group or a type are referred to herein (e.g., when no particular one of the features is being referenced), the reference number is used without a distinguishing letter. However, when one particular feature of multiple features of the same type is referred to herein, the reference number is used with the distinguishing letter. For example, referring toFIG. 2, multiple aircraft are illustrated and associated with reference numbers210A,210B, and210C. When referring to a particular one of these aircraft, such as the aircraft210A, the distinguishing letter “A” is used. However, when referring to any arbitrary one of these aircraft or to these aircraft as a group, the reference number210is used without a distinguishing letter.

As used herein, various terminology is used for the purpose of describing particular implementations only and is not intended to be limiting. For example, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. Further, the terms “comprise,” “comprises,” and “comprising” are used interchangeably with “include,” “includes,” or “including.” Additionally, the term “wherein” is used interchangeably with the term “where.” As used herein, “exemplary” indicates an example, an implementation, and/or an aspect, and should not be construed as limiting or as indicating a preference or a preferred implementation. As used herein, an ordinal term (e.g., “first,” “second,” “third,” etc.) used to modify an element, such as a structure, a component, an operation, etc., does not by itself indicate any priority or order of the element with respect to another element, but rather merely distinguishes the element from another element having a same name (but for use of the ordinal term). As used herein, the term “set” refers to a grouping of one or more elements, and the term “plurality” refers to multiple elements.

As used herein, “generating”, “calculating”, “using”, “selecting”, “accessing”, and “determining” are interchangeable unless context indicates otherwise. For example, “generating”, “calculating”, or “determining” a parameter (or a signal) can refer to actively generating, calculating, or determining the parameter (or the signal) or can refer to using, selecting, or accessing the parameter (or signal) that is already generated, such as by another component or device. Additionally, “adjusting” and “modifying” can be used interchangeably. For example, “adjusting” or “modifying” a parameter can refer to changing the parameter from a first value to a second value (a “modified value” or an “adjusted value”). As used herein, “coupled” can include “communicatively coupled,” “electrically coupled,” or “physically coupled,” and can also (or alternatively) include any combinations thereof. Two devices (or components) can be coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) directly or indirectly via one or more other devices, components, wires, buses, networks (e.g., a wired network, a wireless network, or a combination thereof), etc. Two devices (or components) that are electrically coupled can be included in the same device or in different devices and can be connected via electronics, one or more connectors, or inductive coupling, as illustrative, non-limiting examples. In some implementations, two devices (or components) that are communicatively coupled, such as in electrical communication, can send and receive electrical signals (digital signals or analog signals) directly or indirectly, such as via one or more wires, buses, networks, etc. As used herein, “directly coupled” is used to describe two devices that are coupled (e.g., communicatively coupled, electrically coupled, or physically coupled) without intervening components.

Implementations disclosed herein include elements of a DAA system, or more generally of an aircraft flight information system. In particular, the aircraft flight information system is configured to generate a display including warning information and guidance information to pilots. The disclosure also includes methods of determining the information to be displayed. The display provides the pilot (which may be a remote pilot) with information indicating the location, identification, and other relevant information (e.g., estimated or projected flight path) related to aircraft in an airspace. The display also identifies (and prioritizes) potential hazards in the airspace using visual cues, which may be supplemented with audible cues. The display also provides the pilot with information about the aircraft being piloted, such as headings, altitudes/vertical profiles, and locations of waypoints. The display is constructed to reduce pilot workload by displaying a consistent set of information that is readily understandable to the pilot. For example, the aircraft flight information system avoids generating the display in a manner that switches between providing advice on where to avoid directing the aircraft (e.g., “no-go” advice) and where to direct the aircraft (“go” advice). Switching between go advice and no-go advice can lead to pilot confusion and increase pilot workload since the pilot has to evaluate each piece of information presented in the display in a timely manner to decide whether the information is go advice or no-go advice.

As used herein, proximity includes or refers to measurements of distance, measurements of time, or both, unless context indicates otherwise. For example, the proximity of two aircraft can be expressed as a distance (e.g., a number of meters or feet) based on positions of the aircraft or can be expressed as time (e.g., a number of seconds) based on the positions of the aircraft and the relative velocity between the aircraft. Additionally, as used herein, a separation violation condition can occur based on the proximity of the aircraft being less than a time-based separation threshold, less than a distance-based separation threshold, or both. For example, a time-based separation threshold can be compared to a distance-based proximity by converting the time-based separation threshold to a distanced using the relative velocity between the aircraft, or by converting the distance-based proximity to a time using the relative velocity between the aircraft.

In a particular implementation, the display includes guidance to the pilot in a manner that is consistent with the pilot's primary modes of aircraft control. The display is generated in a manner that graphically evolves the guidance format to convey information regarding the time-criticality (and in-turn priority) of various actions. The display also provides guidance in a manner that helps the pilot to associate and prioritize relevant information with particular navigation hazards, e.g., to indicate which other aircraft in an airspace represents the most urgent navigational hazard. By improving pilot situational awareness and decreasing pilot workload, the display supports more effective and efficient pilot decision making for complex airspace scenarios, such as airspaces that have multiple other aircraft that are navigational hazards, encounters in proximity to terrain, inclement weather, etc.

FIG. 1is a block diagram that illustrates an example of a system100that includes an aircraft flight information system104. The aircraft flight information system104is configured to facilitate operation of an ownship202. The ownship202is an aircraft that is controlled via the aircraft flight information system104. The term “ownship” is used herein to distinguish the aircraft controlled via the aircraft flight information system104from other aircraft210in an airspace. The aircraft flight information system104is configured to provide a display150that includes information descriptive of the airspace near the ownship202. The aircraft flight information system104is also configured to send commands116to the ownship202based on pilot and/or autopilot flight control inputs. InFIG. 1, the aircraft flight information system104is a component of or integrated within a remote pilot station102to enable remote piloting of the ownship202, or is a component of or integrated within the ownship202or within another aircraft. WhileFIG. 1illustrates a single ownship202, in some implementations, the aircraft flight information system104is associated with more than one ownship202. In such implementations, the aircraft flight information system104can generate and present a separate display150for each ownship202, or the aircraft flight information system104can generate and present a single display that includes information related to multiple ownships202, as described further with reference toFIG. 6.

The aircraft flight information system104includes at least one processor124, a memory126, one or more input devices128, one or more communication interfaces118, a display device130, and other output devices156(e.g., speakers, buzzers, lights, etc.). The memory126, the input device(s)128, the communication interface118, the display device130, and other output devices156are directly or indirectly coupled to the processor(s)124. The memory126stores instructions132that are executable by the processor(s)124to perform various operations associated with receiving and presenting information descriptive of an airspace around the ownship202, presenting flight advice to a pilot, receiving and processing flight control input from the pilot, and communicating commands to the ownship202. Details of various operations that can be performed by the processor(s)124executing the instructions132are described with reference toFIGS. 7 and 8.

The communication interface118includes or is coupled to a transmitter120, a receiver122, or a combination thereof (e.g., a transceiver). The communication interface118is configured to enable communication with the ownship202, the other aircraft210, systems that gather or generate airspace data114descriptive of the airspace around the ownship202, or a combination thereof. The communication can include sending and/or receiving information generated at the ownship202(e.g., audio, video, or sensor data), information generated at the other aircraft210(e.g., voice or transponder information), information generated at or collected by the aircraft flight information system104(e.g., commands), or a combination thereof. For example, the communication interface118is configured to receive commands from the processor(s)124and to cause the transmitter120to send the commands, such as a command116, to the ownship202. InFIG. 1, the command116is sent via a wireless transmission, such as via a terrestrial radiofrequency antenna108or via a satellite uplink between a satellite ground station antenna110and one or more satellites112. In implementations in which the aircraft flight information system104is integrated within the ownship202, the command116can be transmitted via a bus or on-board data communication architecture of the ownship202.

The receiver122is configured to receive the airspace data114and/or other information via the terrestrial radiofrequency antenna108, via the satellite uplink, via another source (such as a radar system or an air traffic control system), or a combination thereof. The airspace data114includes information such as the position, heading, velocity, altitude, and type of the ownship202and of each of the other aircraft210. The airspace data114can also include other information, such as notices to airmen, terrain and weather information. The airspace data114is provided to the processor(s)124, stored in the memory126, or both.

InFIG. 1, the instructions132includes flight control instructions134, flight path estimation instructions136, time remaining to act (TRTA) estimation instructions138, and graphical user interface (GUI) generation instructions140. The flight control instructions134, the flight path estimation instructions136, the TRTA estimation instructions138, and GUI generation instructions140are illustrated as separate modules within the instructions132inFIG. 1merely as a convenience. In some implementations, two or more modules corresponding to the flight control instructions134, the flight path estimation instructions136, the TRTA estimation instructions138, and GUI generation instructions140are combined. To illustrate, the flight path estimation instructions136, the TRTA estimation instructions138, and the GUI generation instructions140can be combined into an application, such as aircraft flight information application934ofFIG. 9. In other implementations, the instructions132include different modules or more modules than are illustrated inFIG. 1. To illustrate, the flight path estimation instructions136can be broken into several modules, such as a module to estimate a future flight path of the ownship202based on the current flight path of the ownship202and a module to determine consequences of various alternate flight paths that the ownship202could take. As another illustrative example, one or more other modules may estimate a future flight path of the other aircraft210based on the current flight path of the other aircraft210and determine consequences of various alternate flight paths that the other aircraft210could take. In this illustrative example, the one or more other modules may select an estimated flight path from the set of candidate alternate flight paths for the other aircraft210for further processing (e.g., a block812ofFIG. 8). Flight path estimation instructions136may estimate the future flight paths as linear or non-linear flight paths.

The flight control instructions134are executable by the processor(s)124to cause or enable the processor(s)124to receive input from a pilot via the input device(s)128and to generate commands (such as the command116) for the ownship202based on the input. In some implementations, the flight control instructions134can also, or in the alternative, include an autopilot system that controls the ownship202autonomously or semi-autonomously (e.g., autonomously within pilot specified parameters). In some implementations, the input device(s)128include traditional aircraft flight input devices, such as a stick, a throttle handle, a yoke, pedals, or other aircraft inceptors. In other implementations, the input device(s)128include computer/gaming type input devices, such as a mouse, a keyboard, a joystick, or a game system controller. In yet other implementations, the input device(s)128include a combination of traditional aircraft flight input device, computer/gaming-type input device, other devices (e.g., gesture-, speech-, or motion-based controllers), or a combination thereof. The pilot can use the input device(s)128to directly command flight control effectors of the ownship202, such as by moving an input device in a manner that indicates a specific aileron position or a specific roll angle. Alternatively, or in addition, the pilot can use the input device(s)128to designate waypoints and/or operating parameters, and the flight control instructions134can command flight control effectors of the ownship202based on the waypoint and/or operation parameters.

The flight control instructions134are also executable to receive and analyze the airspace data114or a portion thereof to determine a current (or reported) flight status of the ownship202. The flight status of the ownship202includes, for example, a location of the ownship202, a heading of the ownship202, a velocity of the ownship202, an altitude of the ownship202, etc. The flight control instructions134generate the command116based on the flight status of the ownship202, the pilot input, aircraft characteristics144of the ownship202, or a combination thereof. The aircraft characteristics144indicate flight dynamics and operational limitations of the ownship202, such as a maximum operational altitude, a maximum operational speed, a turning rate limitation, a maximum climb limitation, a stall speed, other aerodynamic limits, or a combination thereof. In addition to storing information about the ownship202, the aircraft characteristics144can include similar information about the other aircraft210.

The GUI generation instructions140are executable by the processor(s)124to cause or enable the processor(s)124to generate the display150and to provide the display150to the display device(s)130. In a particular implementation, the display150include a map152representing a geographic area near the ownship202and graphical features154that represent the ownship202, the other aircraft210, flight status information, flight advice, and other information, as described in more detail with reference toFIGS. 3-6. The content and arrangement of the graphical features154can be determined based on settings158in the memory126. The settings158indicate pilot display preferences and other user selectable preferences regarding presentation of information by the aircraft flight information system104.

The flight path estimation instructions136and the TRTA estimation instructions138are executable to determine flight advice presented in the display150. In particular, the flight path estimation instructions136are configured to estimate a future flight path of the ownship202and to estimate a future flight path of the other aircraft210in the airspace. For example, the flight path estimation instructions136can determine a current heading and speed of each aircraft in the airspace (including the ownship202and the other aircraft210) from the airspace data114, and can extrapolate the future flight path of each aircraft in the airspace based on the respective current heading and speed. The flight path estimation instructions136can also determine an estimated proximity between the ownship202and the other aircraft210based on the future flight path of each of the aircraft in the airspace. The flight path estimation instructions136compare the estimated proximity between the ownship202and the other aircraft210to various thresholds142to determine whether the estimated future flight paths are expected to result in a separation violation condition. For example, the flight path estimation instructions136can determine a point of nearest approach of the ownship202and the other aircraft210based on the future flight paths and use the proximity at the point of nearest approach as the estimated proximity to determine whether a separation violation condition is expected to occur. In another example, the flight path estimation instructions136can estimate the future flight paths in time intervals (e.g., 5 second intervals) and can use the estimated proximity for each time interval to determine whether a separation violation condition is expected to occur.

Generally, a separation violation condition occurs if a first aircraft (e.g., the ownship202) is less than a separation threshold (e.g., a threshold distance or a threshold time) from a second aircraft (e.g., one of the other aircraft210). The separation threshold can be specified by the pilot (e.g., as part of the settings158), can be specified by an organization associated with the ownship202or the other aircraft210(e.g., a military, government, or commercial organization), can be specified by a regulatory agency, or can be specified by a standards organization. In some implementations, the thresholds142can include multiple different separation thresholds, and the specific separation threshold used to determine whether a separation violation condition is expected to occur is determined based on conditions present when the flight paths are estimated. For example, the specific separation threshold used can depend on weather conditions, the aircraft type of the ownship202, the class of airspace, changes in the ownship202performance, the aircraft type of the other aircraft210, mission parameters, and so forth. To illustrate, a smaller separation threshold can be used when the ownship202and the other aircraft210are both unmanned aircraft than may be used if one of the ownship202or the other aircraft210is a manned aircraft.

If the flight path estimation instructions136determine that a separation violation condition is expected to occur based on the estimated flight paths, the TRTA estimation instructions138use the airspace data114and the aircraft characteristics144to estimate how long the pilot has to respond (i.e., the time remaining to act) to avoid the separation violation condition. In a particular implementation, the TRTA estimation instructions138determine, based on the airspace data114and the aircraft characteristics144, a navigation alert region. As explained in more detail with reference toFIG. 2, the navigation alert region is an area in which the separation violation condition will occur (e.g., will be unavoidable) if the ownship202flies into the navigation alert region and the other aircraft210follows the future flight path estimated by the flight path estimation instructions136. The TRTA estimation instructions138provide data to the GUI generation instructions140to cause the TRTA, a graphical feature representing the navigation alert region, other information, or a combination thereof, to be represented in the display150.

In some implementations, the flight path estimation instructions136are also configured to determine one or more alternate flight paths for the ownship202and to determine whether each of the one or more alternate flight paths would result in a separation violation condition. The one or more alternate flight paths can be determined based on a current or reported flight status of the ownship202and the aircraft characteristics144. For example, a particular alternate flight path can be determined based on a current heading of the ownship202and a maximum turning limitation of the ownship202. If any of the alternate flight paths determined by the flight path estimation instructions136would result in a separation violation condition, the flight path estimation instructions136can provide data to the GUI generation instructions140to generate and display flight advice in the display150. To illustrate, a graphical feature (e.g., an advice band) can be displayed to indicate to the pilot that the pilot should not modify the flight path of the ownship202to correspond to the alternate flight path(s) since this modification would result in a separation violation condition.

In a particular implementation, the flight path estimation instructions136, the TRTA estimation instructions138, or both, can provide data to the flight control instructions134to limit operations that the pilot can perform based on a projected separation violation condition. For example, after the TRTA estimation instructions138identify a navigation alert region, the TRTA estimation instructions138can provide data identifying boundaries of the navigation alert region to the flight control instructions134, and the flight control instructions134can prevent the pilot from designating a waypoint for the ownship202within the navigation alert region. For example, if the pilot provides input that designates a waypoint for the ownship202, the command116can be generated and sent to the ownship202based on a determination that the waypoint is not located in the navigation alert region. Alternatively, the flight control instructions134can allow the pilot to designate the waypoint within the navigation alert region, but may require the pilot to perform one or more additional steps, such as a confirming that the pilot understand that the waypoint is within the navigation alert region. For example, based on determining that the waypoint is within the navigation alert region, the aircraft flight information system104can generate output advising the pilot that the waypoint is within the navigation alert region, and await confirmation from the pilot before setting the waypoint. Thus, the aircraft flight information system104generates the display150in a manner that is consistent with the pilot's primary modes of aircraft control.

The display150is generated to graphically evolve the guidance format to convey information regarding the time-criticality (and in-turn priority) of various actions. For example, the arrangement of and display format (e.g., color) of the graphical features154of the display150are updated as conditions in the airspace change. The display150also provides guidance in a manner that helps the pilot to associate and prioritize relevant information with particular navigation hazards, e.g., to indicate which other aircraft210in an airspace is the most urgent navigational hazard. By improving pilot situational awareness and decreasing pilot workload, the aircraft flight information system104supports more effective and efficient pilot decision making for complex airspace scenarios, such as airspaces that have multiple other aircraft that are navigational hazards, encounters in proximity to terrain, inclement weather, etc.

FIG. 2is a diagram that illustrates an example of an airspace200in which multiple aircraft are present. The aircraft include the ownship202and multiple other aircraft210, including aircraft210A,210B,210C, and210D.FIG. 2also illustrates a heading of each aircraft in the airspace200. For example, the ownship202has a heading204, the aircraft210A has a heading212A, the aircraft210B has a heading212B, the aircraft210C has a heading212C, and the aircraft210D has a heading212D. In the example illustrated inFIG. 2, the heading204of the ownship202is toward a waypoint206.

Extrapolating (e.g., linearly projecting) the heading204of the ownship202and the heading212B of the aircraft210B shows that an estimated flight path of the ownship202and an estimated flight path of the aircraft210B intersect at a projected intersection location214. In other implementations, the estimated flight path is based on a nonlinear projection. The projected intersection location214is within a box identifying boundaries of a navigation alert region216. The navigation alert region216is an area in which a separation violation condition will occur if the ownship202follows the estimated flight path of the ownship202and the aircraft210B follows the estimated flight path of the aircraft210B. Thus, to avoid a separation violation condition, the flight path of the ownship202should be changed to avoid passing the closest boundary218of the navigation alert region216. As explained further with reference toFIGS. 3-6, the aircraft flight information system104ofFIG. 1can include a graphical feature (e.g., a color-coded geometric shape) in the display150to identify the boundaries of the navigation alert region216. Navigation alert regions216can also be generated and concurrently displayed for one or more of the other aircraft210for which a separation violation condition is determined.

FIG. 2also illustrates alternate flight paths220, including alternate flight paths220A and220B, to which the ownship202could turn to avoid entering the navigation alert region216. However, inFIG. 2, the alternate flight paths220represent alternate flight paths that the ownship202should avoid. The alternate flight paths220are both toward the port side of the ownship, and the aircraft210A is to the port side of the ownship202. Projecting (e.g., extrapolating) a future flight path of the aircraft210A along its current heading212A, and projecting (e.g., extrapolating) a future flight path of the ownship202along either of the alternate flight paths220or any flight path between the alternate flight paths220is expected to cause a separation violation condition between the ownship202and the aircraft210A. As explained further with reference toFIGS. 3-6, the aircraft flight information system104ofFIG. 1can include a graphical feature (e.g., an advice band) in the display150to identify a range of alternate headings that the ownship202should avoid.

FIGS. 3-6illustrate examples of aircraft flight information displays (e.g., examples of the display150ofFIG. 1) for various airspace conditions. In particular,FIG. 3is an example of the display150corresponding to the airspace200ofFIG. 2.FIGS. 4 and 5illustrate examples of the display150corresponding to the airspace200at different times following the illustration of the airspace200inFIG. 2(e.g., after the aircraft210and the ownship202have flown along their respective flight paths).FIG. 6illustrates an example of the display150in an implementation in which the aircraft flight information system104ofFIG. 1is associated with more than one ownship202.

In each ofFIGS. 3-6, the display150includes the map152and graphical features154overlaying the map152and representing various aspects of the airspace200, the aircraft210, and the ownship202. Unless indicated otherwise, the graphical features154overlaying the map152are semi-transparent to allow visibility of the map152through each graphical feature154, including for example information boxes, geometric shapes representing navigation alert regions, advice bands, etc. The graphical features154include graphical features310A,310B, and310C representing the aircraft210A,210B, and210C, respectively. The graphical features154also include a color-coded geometric shape316representing the navigation alert region216, an intersection icon314representing the projected intersection location214, and a waypoint icon306representing the waypoint206. The graphical features154further include a set350of graphical features associated with the ownship202, include rings330representing a compass rose around a graphical feature302representing the ownship202. The heading204of the ownship202is represented in the display150by a heading indicator304, and the headings212of the other aircraft210are represented in the display150by respective heading indicators312.

Additionally, the graphical features310representing the aircraft210are associated with information boxes322that provide information about the respective aircraft210. For example, the graphical feature310A is associated with the information box322A, which includes an aircraft identifier (“VH-XJF”) of the aircraft210A as well as information indicating speed and relative altitude (e.g., speed=150 kts, and relative altitude=−400 feet) of the aircraft210A. The relative altitude refers to the altitude of the aircraft210relative to the altitude of the ownship202. Thus, the relative altitude −400 feet associated with the aircraft210A in the information box322A indicates that the aircraft210A is at an altitude that is approximately 400 feet lower than an altitude of the ownship202. InFIG. 2, the relative altitude of each aircraft210is also indicated by a relative altitude indicator320, which indicates the relative altitude in hundreds of feet. Thus, the relative altitude indicator320A, which shows a relative altitude of “−4”, also indicates that the aircraft210A is 400 feet lower than the ownship202. In some implementations, a position of the relative altitude indicator320indicates whether the corresponding aircraft210is above or below the ownship202(e.g., whether the relative altitude has a positive or a negative value). For example, inFIG. 3, the relative altitude indicator320A is below (i.e., closer to the bottom of the display150than) the graphical feature310A representing the aircraft210A to indicate that the aircraft210A is at a lower altitude that the ownship202. Similarly, the relative altitude indicator320B is above (i.e., closer to the top of the display150than) the graphical feature310B representing the aircraft210B to indicate that the aircraft210B is at a higher altitude that the ownship202. Positioning the relative altitude indicator320above or below the graphical feature310representing an aircraft210provides an additional visual cue to reduce the pilot's workload in evaluating altitude information.

An ownship information box340is also illustrated inFIG. 3. The ownship information box340includes an aircraft identifier (“SE616”) of the ownship202as well as information indicating an altitude (e.g., 4412 feet) of the ownship202, and a time (e.g., “15:10:09”) at which the information presented in the ownship information box340was generated (e.g., a timestamp received from the ownship202in the airspace data114or a timestamp applied to the airspace data114when the airspace data114is received). As illustrated inFIG. 6, the display150can include graphical features representing more than one ownship (e.g., the set350of graphical features representing the ownship202and a set360of graphical features representing another ownship). In this situation, each ownship is associated with a respective ownship information box. For example, the ownship202is associated with the ownship information box340, and the other ownship is associated with an ownship information box368. To help pilots rapidly identify which the ownship information box340,368is associated with which ownship, each ownship information box340,368can be visually linked (e.g., color coded, linked by a line, or linked by proximity or display position) to the corresponding graphical feature302,362representing each ownship. For example, the ownship information box340and the graphical feature302representing the ownship202can be shown in a first color, and the ownship information box368and the graphical feature362representing the other ownship can be shown in a second color that is visually distinct from the first color. As another example, the ownship information box340can be positioned on a side of the display150that is closest to the graphical feature302representing the ownship202, and the ownship information box368can be positioned on a different side of the display150that is closer to the graphical feature362representing the other ownship.

In some implementations, the graphical features310representing the aircraft210are visually distinct to help pilots to rapidly identify and prioritize navigation hazards. InFIG. 3, three different graphical features310are used to identify aircraft210representing different navigation hazard levels. For example, the aircraft210D is outside the range of the display150and accordingly is associated with a lowest level of navigation hazard. Thus, the aircraft210D is represented in the display150ofFIG. 3merely by an “other traffic” indicator icon344. The aircraft210C is within the range of the display150, but no projected flight path of the ownship202results in a separation violation condition between the ownship202and the aircraft210C. Accordingly, the aircraft210C is represented in the display150by a graphical feature310C (e.g., a bare aircraft icon) that simply indicates presence of an aircraft (e.g., does not indicate a navigation hazard). The aircraft210A is within the range of the display150and one or more possible alternate flight paths of the ownship202result in a separation violation condition between the ownship202and the aircraft210A. Accordingly, the aircraft210A is represented in the display150by a graphical feature310A (e.g., a circled aircraft icon) that indicates an aircraft that could, under some circumstances, be a navigation hazard. The aircraft210B is within the range of the display150and a current flight path of the ownship202is expected to result in a separation violation condition between the ownship202and the aircraft210B. Accordingly, the aircraft210B is represented in the display150by a graphical feature310B (e.g., a highlighted, circled aircraft icon) that indicates an aircraft that is a current navigation hazard. The graphical features310can also, or in the alternative, include other features to help the pilot quickly prioritize navigational hazards, such as color codes representing various navigational hazard levels.

InFIGS. 3-6, the aircraft210A and210B are associated with supplemental information boxes342because the aircraft210A and210B have been identified as current or possible navigation hazards. The supplemental information box342B includes information indicating an identifier (e.g., “VGL281”) of the aircraft210B, a time (e.g., “15:08:08”) at which the information presented in the supplemental information box342B was generated, a relative altitude of the aircraft210B, and the time remaining to act (TRTA) (e.g., 6:15 minutes) to avoid entering the navigation alert region216associated with a loss of separation between the ownship202and the aircraft210B. The supplemental information box342A includes similar information, except that no TRTA is displayed since the current heading204of the ownship202will not result in a separation violation condition with respect to the aircraft210A.

When multiple navigations hazards are present, as in the display150ofFIG. 3, the supplemental information boxes342for the navigation hazards are sorted in order of priority, with the highest priority displayed highest in the display150. Thus, the supplemental information box342B is displayed above the supplemental information box342A. In some implementations, the highest priority navigation hazard is the navigation hazard with the shortest TRTA. The highest priority navigation hazard can also, or in the alternative, be determined based on other parameters, such as the nature of the navigation hazard (e.g., acting to avoid another unmanned aircraft may be a lower priority that acting to avoid a manned aircraft), based on mission parameters, etc.

In some implementations, when multiple navigations hazards are present, the TRTA associated with the highest priority navigation hazard may be displayed with the identifier of the ownship in the set350of graphical features associated with the ownship202. In some implementations, displaying or not displaying the TRTA for the highest priority navigation hazard is a pilot selectable display preference. In some such implementations, the TRTA for the highest priority navigation hazard is automatically (e.g., regardless of pilot's display preferences) displayed with the identifier of the ownship202when the TRTA is less than (or less than or equal to) a threshold.

Information presented in the information boxes322,340,342can be selectable based on the pilot's display preferences or other preferences in the settings158of the aircraft flight information system104. For example, some pilots may prefer to only show a minimum set of information, such as the relative altitude indicator320and identifier (e.g., “VH-XJF”) for each aircraft210, in which case the information boxes322may not be shown. Other features ofFIGS. 3-6are also configurable. For example, inFIG. 3, the graphical feature310C representing the aircraft210C is trailed by dots326(also referred to as “bread crumbs”) which mark a prior flight path of the aircraft210C. Some pilots may not find the dots326useful, or may find them distraction, in which case such pilots can adjust the settings158such that the dots326are not displayed.

As described above, the color-coded geometric shape316represents the navigation alert region216ofFIG. 2. The color-coded geometric shape316has a size, shape, and position that corresponds to the boundaries of the navigation alert region216. Additionally, a color of the color-coded geometric shape316is selected based on the time remaining to act. For example, the color-coded geometric shape316has a first color (e.g., amber, yellow, or another color) when the time remaining to act to avoid entering the navigation alert region216has a first value, and the color-coded geometric shape316has a second color (e.g., red or another color) when the time remaining to act to avoid entering the navigation alert region216has a second value. In this example, the first color is different from (e.g., visually distinguishable from) the second color, and the first value is different from (e.g., greater than) the second value. To illustrate, if the time remaining to act is greater than (or greater than or equal to) a threshold, the color-coded geometric shape316may be yellow or amber, and if the time remaining to act is less than (or less than or equal to) the threshold, the color-coded geometric shape316may be red. In other implementations, other visual distinctions, in addition to or instead of a color distinction, can be used to alert the pilot to the time remaining to act. For example, the color-coded geometric shape316can flash as the time remaining to act decreases. Further, in some implementations, other alert mechanisms can be used in addition to the color-coded geometric shape316. For example, an audible alert can be presented to the pilot via the other output devices156when the time remaining to act is less than (or less than or equal to) a particular value.

InFIGS. 3-6, the set350of graphical features associated with the ownship202includes a time scale338indicating an estimated time until the ownship202enters the navigation alert region216. If no other aircraft210in the airspace200with the ownship202represents a current navigational hazard (e.g., if the flight paths estimated by the flight path estimation instructions136ofFIG. 1are not predicted to result in a separation violation condition) then no navigation alert region216exists, and no time scale338shown. Alternatively, or in addition, a distance between the graphical feature302representing the ownship202and one or both of the rings330can indicate a time scale. For example, inFIG. 3, the distance between each of the marks of the time scale338corresponds to approximately one minute of flight time at the current speed of the ownship202, the distance between the graphical feature302representing the ownship202and the inner ring of the rings330corresponds to approximately four minute of flight time at the current speed of the ownship202, and the distance between the graphical feature302representing the ownship202and the outer ring of the rings330corresponds to approximately five minutes of flight time at the current speed of the ownship202. The flight time represented by each mark of the time scale338, the rings330, or both, can be adjusted by the pilot using the settings158.

InFIGS. 3-6, the set350of graphical features associated with the ownship202includes one or more advice bands, such as advice bands318and332. Each advice band318,332is a visual indication of a range of headings that is projected to result in separation violation conditions. For example, inFIG. 3, the advice band332indicates that a range of headings from about −13 degrees (e.g., 13 degrees to port) from the current heading204of the ownship202to about +20 degrees (e.g., 20 degrees to starboard) from the current heading204of the ownship202are expected to result in separation violation conditions between the ownship202and the aircraft210B. Likewise, the advice band318indicates that a range of headings from about −26 degrees (e.g., 26 degrees to port) from the current heading204of the ownship202to about −46 degrees (e.g., 46 degrees to port) from the current heading204of the ownship202are expected to result in separation violation conditions between the ownship202and the aircraft210B. In some implementations, the advice bands may be configured (e.g., via the settings158) to display the range of headings in an “absolute” sense to conform with standard compass notation. This configuration is adjusted by the pilot.

InFIG. 3, since the current heading204of the ownship202is within the range of headings associated with the advice band332, the advice band332is displayed with numerical values334,336. The numerical values provide the pilot with a quick quantification of a magnitude of the course change needed to avoid entering the navigation alert region216. A first numerical value334indicates a difference between the heading204of the ownship202and an estimated flight path along a first boundary of the navigation alert region216. Likewise, a second numerical value336indicates a difference between the heading204of the ownship202and an estimated flight path along a second boundary of the navigation alert region216. For example, inFIG. 3, the advice band332indicates the relative change in the current heading204of the ownship202required to ensure the ownship202does not enter the navigation alert region216. In the example ofFIG. 3, the advice band332indicate a change of ownship202heading204of −13 degrees (e.g., 13 degrees to port) to +20 degrees (e.g., 20 degrees to starboard) would be required for the ownship202to remain clear of the navigation alert region216.

In some implementations, the rings330, other portions of the set350of graphical features associated with the ownship202, or a combination thereof, can be color-coded to indicate a current hazard level associated with the ownship202. For example, inFIG. 3, the graphical feature302representing the ownship202is the same color (indicated by the fill pattern) as the color-coded geometric shape316. In contrast, inFIG. 5, the graphical feature302representing the ownship202and the color-coded geometric shape316have a different color (indicated by the different fill pattern) to indicate a higher navigation hazard level in the circumstances associated withFIG. 5. Further,FIG. 6illustrates an example of another ownship associated with a second set360of graphical features, as described further below. The other ownship ofFIG. 6is not associated with any navigational hazard, and therefore the graphical feature362representing the other ownship has a different color (indicated the lack of a fill pattern) than the graphical feature302representing the ownship202inFIGS. 3 and 5.

FIG. 4illustrates an example of the display150at some period of time subsequent to the circumstance illustrated inFIG. 3and after the ownship202and the each of the aircraft210have continued without changing course. Thus, inFIG. 4, the ownship202is closer to the navigation alert region216than at the time illustrated inFIG. 3. InFIG. 4, the color-coded geometric shape316extends within the rings330, and the TRTA has decreased to 2:50 minutes, as indicated in the supplemental information box342and the time scale338. Also, the magnitude of the course change that the ownship202must make to avoid entering the navigation alert region216has increased, as indicated by the first numerical value334and the second numerical value336. Further, due to the relative movement of the ownship202and the aircraft210A, the advice band318associated with the aircraft210A has moved clockwise within the rings330and partially overlaps the color-coded geometric shape316representing the navigation alert region216.

FIG. 5illustrates an example of the display150at some period of time subsequent to the circumstance illustrated inFIG. 4and after the ownship202and the each of the aircraft210have continued without changing course. Thus, inFIG. 5, the ownship202is closer to the navigation alert region216than at the time illustrated inFIG. 4. InFIG. 5, a color of the color-coded geometric shape316has been changed to indicate that the TRTA (e.g., 0:45 minutes inFIG. 5, as indicated by the supplemental information box342and the time scale338) is less than (or less than or equal to) a threshold. Additionally, graphical features associated with the aircraft210B have been altered to highlight the urgency of action. For example, the graphical feature310B representing the aircraft210B, the information box322B associated with the aircraft210B, and the supplemental information box342have all been changed inFIG. 5(relative toFIG. 4) to indicate that the aircraft210B is a current and urgent navigation hazard. Also, the magnitude of the course change that the ownship202must make to avoid entering the navigation alert region216has increased, as indicated by the first numerical value334and the second numerical value336. Further, due to the relative movement of the ownship202and the aircraft210A, the advice band318and the supplemental information box342A associated with the aircraft210A have been removed, indicating that no separation violation condition is expected to occur between the ownship202and the aircraft210A due to any possible heading change of the ownship202.

FIG. 6is a diagram that illustrates another example of the display150. For purposes of generating the display150ofFIG. 6, the airspace200ofFIG. 2is considered not to include the aircraft210C and210D, and is considered to include another ownship (not shown inFIG. 2). A location of the other ownship is represented by graphical feature362inFIG. 6. In addition, the display150ofFIG. 6corresponds in time with the display150ofFIG. 3.

The other ownship is associated with a set360of graphical features similar to the set350of graphical features associated with the ownship202; however, the set360of graphical features associated with the other ownship illustrate no navigation hazards associated with the other ownship. Thus, the set360of graphical features does not include a time scale, an advice band, etc. However, the set360of graphical features does include rings364corresponding to a compass rose around the graphical feature362representing the other ownship and a heading indicator366. The heading indicator366indicates that the other ownship is on a heading toward a waypoint370. The display150ofFIG. 6also includes an ownship information box368associated with the other ownship.

The various examples of the display150inFIGS. 3-6are configured to dynamically update to convey information regarding the time-criticality (and in-turn priority) of responding to various navigational hazards. The display150also provides guidance in a manner that helps the pilot to associate and prioritize relevant information with particular navigation hazards, e.g., to indicate which other aircraft in an airspace is the most urgent navigational hazard. Also, in the specific examples illustrated inFIGS. 3-6, only no-go advice is provided to the pilot. For example, advice bands are only used to indicate headings that the pilot should not take. By improving pilot situational awareness and decreasing pilot workload, the display150supports more effective and efficient pilot decision making for complex airspace scenarios, such as airspaces that have multiple other aircraft that are navigational hazards, encounters in proximity to terrain, inclement weather, etc.

FIG. 7is a flow chart that illustrates an example of a method700of generating an aircraft information display, such as the display150of one or more ofFIGS. 1 and 3-6. The method700can be performed by the aircraft flight information system104ofFIG. 1. For example, the processor(s)124of the aircraft flight information system104can execute the instructions132to perform operations of the method700.

The method700includes, at702, determining an estimated first flight path of a first aircraft (e.g., the ownship202ofFIG. 2), and at704, determining an estimated second flight path of a second aircraft (e.g., the aircraft210B ofFIG. 2). The flight paths are determined, for example, by extrapolating the current heading and speed of each the first and second aircraft. As another example, the estimated first flight path of the first aircraft can be determined as a set of possible first flight paths, based on the current heading and speed of the first aircraft and based on flight dynamics or operational limits of the first aircraft. Additionally, or in the alternative, the estimated second flight path of the second aircraft can be determined as a set of possible second flight paths, based on the current heading and speed of the second aircraft and based on flight dynamics or operational limits of the second aircraft.

The method700also includes, at706, determining an estimated proximity of the first aircraft and the second aircraft based on the estimated first flight path and the estimated second flight path. Various methods can be used to determine the estimated proximity. As a first example, each flight path can be treated as a line in space, and a geometric calculation can be used to solve for a minimum distance between the two lines. In this example, if the geometric calculation indicates that the two lines approach within a threshold distance (e.g., a minimum separation threshold) the calculation indicates that a separation violation condition is expected to occur. Subsequently, additional calculations can be used to determine a time or times along the flight path during which the two aircraft are expected to be within the separation threshold from one another.

The method700includes, at708, based on the estimated proximity indicating a projected separation violation condition, determining a navigation alert region (e.g., the navigation alert region216ofFIG. 2), where the projected separation violation condition is expected to occur if the first aircraft flies into the navigation alert region. In some implementations, the navigation alert region is determined by comparing the second flight path to multiple possible first flight paths. For example, the second flight path is determined by extrapolating along the current heading and speed of the second aircraft (e.g., the aircraft210B). In this example, the plurality of possible first flight paths of the first aircraft (e.g., the ownship202) can include each possible flight path of the first aircraft based on the current heading and speed of the first aircraft and based on the aircraft characteristics144of the first aircraft. In such implementations, a proximity between the second flight path of the second aircraft and each of the possible first flight paths can be determined, and the navigation alert region corresponds to an area including each possible first heading in which a separation violation condition occurs.

The method700includes, at710, generating a display including a map representing a geographic area near the first aircraft and the second aircraft. For example, the display150includes the map152inFIGS. 1 and 3-6. In the method700, the display also includes a first graphical feature overlaying the map and representing of the first aircraft and a second graphical feature overlaying the map and representing of the second aircraft. For example, the display150ofFIGS. 3-6includes the graphical feature302representing the ownship202and includes the graphical features310representing the aircraft210. In the method700, the display further includes a third graphical feature overlaying the map and indicating dimensions of the navigation alert region relative to the geographic area near the first aircraft and the second aircraft. For example, the display150ofFIGS. 3-6includes the color-coded geometric shape316which has a size, shape and position on the map152corresponding to boundaries of the navigation alert region216ofFIG. 2.

FIG. 8is a flow chart that illustrates another example of a method800of generating an aircraft information display, such as the display150of one or more ofFIGS. 1 and 3-6. The method800can be performed by the aircraft flight information system104ofFIG. 1. For example, the processor(s)124of the aircraft flight information system104can execute the instructions132to perform operations of the method800.

The method800includes, at802, receiving airspace data. For example, the communication interface118of the aircraft flight information system104ofFIG. 1can receive the airspace data114. In this example, the airspace data114is descriptive of an airspace environment around an aircraft, e.g., an ownship. To illustrate, the airspace data114may be descriptive of the airspace200ofFIG. 2, which includes the ownship202.

The method800also includes, at804, estimating flight paths. For example, the estimated flight paths can include, an ownship flight path806, one or more modified ownship flight paths808, and other flight paths810for other aircraft in the airspace. In a particular implementation, the ownship flight path806is determined by extrapolating a current heading and speed of the ownship. Likewise, the other flight paths810can be determined by extrapolating the current headings and current speeds of the other aircraft. The modified ownship flight paths808are determined based on the current heading and current speed of the ownship, and also based on aircraft characteristics (e.g., flight dynamics) of the ownship. To illustrate, the modified ownship flight paths808can include a range of flight paths that are possible for the ownship based on the ownship's current heading, speed, and characteristics. In some implementations, the modified ownship flight paths808can include all of the ownship flight paths that are possible taking into account the ownship's current heading, speed, and characteristics. For example, the modified ownship flight paths808can be determined as a distribution of possible ownship locations for each of a set of future time intervals. In other implementations, the modified ownship flight paths808include a subset of the possible ownship flight paths. For example, the modified ownship flight paths808can include a set of discrete flight paths, such as one flight path for each degree of possible (in view of the ownship's current heading, speed, and characteristics) angular change of the heading of the ownship at each future time interval. In other examples, other amounts of angular change of heading can be used to generate the modified ownship flight paths808, such as 5 degrees of angular change per modified ownship flight path808, or one half degree of angular change per modified ownship flight path808. In some implementations, the modified ownship flight paths808account for speed changes as well as, or instead of, heading changes. Other changes can also, or in the alternative, be projected, based on the ownship's current heading, speed, and characteristics, to generate the modified ownship flight paths808, such as altitude changes. The other flight paths810can be estimated in the same manner or a similar manner to the manner in which the ownship flight path806and/or the modified ownship flight paths808are determined. For example, the other flight paths810can be estimated by extrapolating the current heading and speed of the other aircraft, or the other flight paths810can be estimated as a set of possible flight paths based on the current heading and speed of the other aircraft as well as information regarding the intent or characteristics (e.g., aerodynamic limitations) of the other aircraft.

The method800also includes, at812, estimating proximities of the ownship and each other aircraft in the airspace based on the ownship flight path806, the modified ownship flight paths808, and the other flight paths810. The estimated proximities are compared to a separation threshold816or multiple separation thresholds, and a determination is made, at814, whether each proximity satisfies a corresponding separation threshold. For example, a proximity can satisfy a particular separation threshold if the proximity is greater than or greater than or equal to the separation threshold.

If each proximity satisfies the corresponding separation threshold, the method800includes sending display objects to a display, at836. In this circumstance, the display objects can include, for example, the map152and graphical features154representing the ownship and other aircraft in the airspace. The display objects can also include the set360of graphical features associated with the other ownship, as inFIG. 6, since no traffic warnings or traffic advice is needed.

If a proximity fails to satisfy the corresponding separation threshold, the method800includes determining the flight path or flight paths that have a separation violation, at820. If a modified ownship flight path808has a separation violation, the method800includes, at822, generating an advice band and sending display objects (including the advice band) to the display, at836. The advice band indicates a range of headings of the modified ownship flight paths808that result in the projected separation violation condition between the ownship and another aircraft.

If the ownship flight path806has a separation violation, the method800includes determining a time remaining to act (TRTA), at824. The TRTA is determined based on the ownship flight characteristics826, e.g., flight dynamics, operational limitations, etc. For example, an aircraft that is more agile may have a longer TRTA in a particular circumstance than a less agile aircraft would have in the same circumstance.

The method800also includes, at828, determining whether the TRTA satisfies a TRTA threshold830. In a particular example, the TRTA satisfies the TRTA threshold830if the TRTA is greater than or is greater than or equal to the TRTA threshold830.

If the TRTA satisfies the TRTA threshold830, the method800includes, at832, using a first color to generate a graphical feature representing a navigation alert region. If the TRTA fails to satisfy the TRTA threshold, the method800includes, at834, using a second color (visually distinct from the first color) to generate the graphical feature representing a navigation alert region. In either case, the graphical feature representing the navigation alert region is a display object that is sent to the display, at836, along with other display objects, such as the map152and the graphical features154representing other features of the airspace200.

Although not shown inFIG. 8, the method800can also include generating other display objects based on the various decision steps of the method800. For example, an advice band can be generated if the ownship flight path806includes the separation violation. As another example, a time scale can be generated to represent the TRTA. As yet another example, display objects other than or in addition to the graphical feature representing the navigation alert region can be color-coded to indicate or identify navigation hazards. To illustrate, the graphical feature302representing the ownship202can be color coded as inFIG. 3in response to determining that the ownship flight path806is projected to include a separation violation. Further, the display objects can be sorted to indicate priority of various navigational hazards.

FIG. 9is block diagram that illustrates an example of a computing environment900including a computing device910that is configured to perform operations of an aircraft flight information system, such as the aircraft flight information system104ofFIG. 1. The computing device910, or portions thereof, may execute instructions to perform or initiate the functions of the aircraft flight information system104. For example, the computing device910, or portions thereof, may execute instructions according to any of the methods described herein, or to enable any of the methods described herein, such as the method700ofFIG. 7or the method800ofFIG. 8.

The computing device910includes the processor(s)124. The processor(s)124can communicate with the memory126, which can include, for example, a system memory930, one or more storage devices940, or both. The processor(s)124can also communicate with one or more input/output interfaces950and the communication interface118.

In a particular example, the memory126, the system memory930, and the storage devices940include tangible (e.g., non-transitory) computer-readable media. The storage devices940include nonvolatile storage devices, such as magnetic disks, optical disks, or flash memory devices. The storage devices940can include both removable and non-removable memory devices. The system memory930includes volatile memory devices (e.g., random access memory (RAM) devices), nonvolatile memory devices (e.g., read-only memory (ROM) devices, programmable read-only memory, and flash memory), or both.

InFIG. 9, the system memory930includes the instructions132, which include an operating system932and an aircraft flight information application934. The operating system932includes a basic input/output system for booting the computing device910as well as a full operating system to enable the computing device910to interact with users, other programs, and other devices. The aircraft flight information application934includes one or more of the flight control instructions134, the flight path estimation instructions136, the TRTA estimation instructions138, or the GUI generation instructions140ofFIG. 1.

The processor(s)124is coupled, e.g., via a bus, to the input/output interfaces950, and the input/output interfaces950are coupled to the one or more input devices128and to one or more output devices972. The output device(s)972can include, for example, the display device(s)130and the other output devices156ofFIG. 1. The input/output interfaces950can include serial interfaces (e.g., universal serial bus (USB) interfaces or Institute of Electrical and Electronics Engineers (IEEE) 1394 interfaces), parallel interfaces, display adapters, audio adapters, and other interfaces.

The processor(s)124are also coupled, e.g., via the bus, to the communication interface118. The communication interface118includes one or more wired interfaces (e.g., Ethernet interfaces), one or more wireless interfaces that comply with an IEEE 802.11 communication protocol, other wireless interfaces, optical interfaces, or other network interfaces. In the example illustrated inFIG. 9, the communication interface118is coupled to the receiver122and to the transmitter120. However, in other implementations, such as the example illustrated inFIG. 1, the receiver122and the transmitter120are components of or integrated within the communication interface118.

The illustrations of the examples described herein are intended to provide a general understanding of the structure of the various implementations. The illustrations are not intended to serve as a complete description of all of the elements and features of apparatus and systems that utilize the structures or methods described herein. Many other implementations may be apparent to those of skill in the art upon reviewing the disclosure. Other implementations may be utilized and derived from the disclosure, such that structural and logical substitutions and changes may be made without departing from the scope of the disclosure. For example, method operations may be performed in a different order than shown in the figures or one or more method operations may be omitted. Accordingly, the disclosure and the figures are to be regarded as illustrative rather than restrictive.