Patent Publication Number: US-10318057-B2

Title: Touch screen instrument panel

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 14/642,256, filed Mar. 9, 2015, which claims the benefit of each of U.S. Provisional Application No. 61/951,145; U.S. Provisional Application No. 61/951,189; U.S. Provisional Application No. 61/951,260; U.S. Provisional Application No. 61/951,231; U.S. Provisional Application No. 61/951,240; U.S. Provisional Application No. 61/951,243; U.S. Provisional Application No. 61/951,157; U.S. Provisional Application No. 61/951,168; U.S. Provisional Application No. 61/951,201; U.S. Provisional Application No. 61/951,152; U.S. Provisional Application No. 61/951,195; U.S. Provisional Application No. 61/951,208; U.S. Provisional Application No. 61/951,220; U.S. Provisional Application No. 61/951,234; U.S. Provisional Application No. 61/951,166; U.S. Provisional Application No. 61/951,215; U.S. Provisional Application No. 61/951,253; U.S. Provisional Application No. 61/951,216; and U.S. Provisional Application No. 61/951,223 all filed Mar. 11, 2014. The entireties of each of the aforementioned applications are incorporated by reference herein. 
    
    
     BACKGROUND 
     Aircraft instrument panels are largely composed of instruments dedicated to a single purpose, such as displaying a single piece of information or receiving a specific type of control input from a user. These instruments typically include gauges, dials, buttons, switches, text or graphic display monitors, and other similar components. As a result of their single purpose and physical arrangement, the instrument panel has limited flexibility and customizability. The instruments are in fixed locations and are limited in what information they can display or input they can receive from the user. 
     Also, since typically an aircraft must provide functionality for both a pilot and a co-pilot, the instrument panel includes duplicate instruments to provide for two users. This reduces the effective area of the instrument panel available for the display of information. 
     A flexible, customizable instrument panel, utilizing touch screen technology and providing a user friendly, intuitive interface for receiving information and controlling the aircraft are described. A user interface that provides a synoptic, summary overview of the aircraft configuration and operation is also described. 
     SUMMARY 
     This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This summary is not intended to identify key factors or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. 
     In some embodiments, the invention comprises a method for providing information using a touch-screen instrument panel (TSIP). The method comprises receiving an indication to display information associated with an aircraft via the TSIP; receiving information associated with the aircraft from a plurality of systems managing aircraft or flight information; and providing on the TSIP at least one user interface, the at least one user interface corresponding to the indication, and the at least one user interface being associated with a first system of the plurality of systems. 
     In some embodiments, the invention comprises a method for controlling an aircraft having a touch screen instrument panel. An onboard computer is connected to the touch screen instrument panel. The inventive method includes the steps of displaying a synoptic user interface panel on a portion the touch screen instrument panel, providing information about the aircraft from the onboard computer on the at least one synoptic user interface panel, and receiving control input to the onboard computer through the at least one synoptic user interface panel. In some embodiments, the method further involves modifying the state of the aircraft in response to the control input. 
     In some embodiments, the synoptic user interface panel includes a depiction of all or a portion of an aircraft and associates one or more display elements associated with the graphical depiction of the aircraft. In some embodiments, the panel graphically depicts an aircraft, and in some embodiments the panel symbolically depicts an aircraft. The panel may include both graphically and symbolically depicted elements. 
     In various embodiments the display elements depict components of the aircraft, and show them in relation to the graphical depiction of the aircraft on the synoptic user interface panel. In some embodiments, the method includes displaying information on the synoptic user interface panel from the onboard computer about a component of the aircraft in relation to the display element depicting the component. 
     In other embodiments, the system receives control input by sensing a touch input on the portion of the touch screen instrument panel on which the synoptic user interface panel is displayed; and determining a display element associated with the touch input. 
     The method of controlling the aircraft may also include modifying the state of the aircraft by determining the component of the aircraft depicted by the display element associated with the touch input, and modifying the state of the component of the aircraft in response to the touch input. 
     In some embodiments, the system automatically updates the information from the onboard computer that is displayed on the display element to represent the state of the aircraft. In varying embodiments, the display elements are automatically modified by altering the color, text or numerical value, shape, or configuration of the display element to represent the state of the aircraft. 
     The synoptic user interface panel in some embodiments are selected from the group consisting of an anti-icing systems panel, an environmental control systems panel, an electrical systems panel, a flight control panel, an hydraulic systems panel, an exterior light panel, an oxygen systems panel, a cabin pressurization panel, a propulsion systems panel, an internal light panel, and a cabin window shade panel. 
     To allow for customization of the instrument panel, some embodiments allow a user to drag a synoptic user interface panel to a desired location on the touch screen instrument panel. In some embodiments, the user can pin the user interface panel in a desire location by actuating an icon displayed in the synoptic user interface panel thereby preventing the synoptic user interface panel from being moved from the desired location. Then the user may touch the touch screen instrument panel in the area depicting the synoptic user interface panel to manipulate the information provided on the synoptic user interface panel. When the user is finished manipulating the information in the user interface panel, the user may actuate the icon to unpin the at least one user interface panel allowing the panel to be moved from the desired location. In some embodiments of the user interface, one user interface panel may overlay a second user interface panel. 
     In some embodiments, the display element depicts a control surface of the aircraft; and the system modifies the aircraft in response to input by repositioning the control surface. In some of those embodiments, the display element depicts an internal or external light and actuating it modifies the state of the aircraft by turning the internal or external light on or off. In other embodiments, the display element depicts an electrical component, and actuating it modifies the state of the aircraft by actuating the electrical component. In some of those embodiments, the electrical component is a power generator, a relay, or an electrical bus. In other embodiments, the display element depicts a hydraulic valve, a pneumatic valve, or a fuel valve, and actuating it modifies the state of the aircraft by opening or closing the valve. 
     In some embodiments, the display element is an icon associated with the depiction of all or a portion of an aircraft. In some of those embodiments, receiving control input comprises sensing a touch input on the icon. In some the embodiments, the icon is associated with an anti-icing system, and actuating the icon modifies the state of the aircraft by turning the anti-icing system on or off. In other embodiments, the icon is associated with the temperature of a portion of the aircraft, and actuating the icon modifies the state of the aircraft by increasing or decreasing the temperature settings for the portion of the aircraft. In some embodiments, the icon is associated with the position of a control surface for the aircraft, and actuating the icon modifies the state of the aircraft by repositioning the control surface. In other embodiments, the icon is associated with an aircraft system selected from a hydraulic system, a lighting system, an oxygen system, a climate control system, a fuel system, and a cabin control system, and the step of modifying the state of the aircraft comprises modifying a component in the aircraft system. 
     In one embodiment, a flight planning system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide navigational views via the touch screen display device in an aircraft cockpit. The manager includes a mapping interface for displaying one or more maps on the touch screen display device, a charts component for displaying one or more aeronautical charts on the touch screen display device, a radio frequency component for receiving and displaying one or more radio frequencies on the touch screen display device, a weather component for displaying one or more weather representations, wherein the one or more weather representations overlays the one or more maps on the touch screen display device, and a virtual flight plan component for displaying one or more simulated flight plans on the touch screen display device. 
     In another embodiment, a method for flight planning utilizing an interactive map on a touch screen device in an aircraft cockpit is provided. The method includes receiving a set of flight rules, receiving an indication of both an origin airport and a destination airport via the touch screen device, and based on each of the set of flight rules and the origin and destination airports, displaying a flight path on the map. 
     In yet another embodiment, a method for providing a chart on a touch screen device is provided. The method includes presenting a list of menu options on a touch screen mounted in an aircraft cockpit, said list including a charts function. The method further includes receiving a selection of the charts function, in the charts function receiving an indication of an airport, upon identifying the airport, enabling selection of (i) an approach or departure, (ii) a navigation method, (iii) a runway, and based on the selections, identifying corresponding charts and automatically displaying the corresponding charts on the touch screen device. 
     In an embodiment, a method for providing navigational aids is provided. The method recites receiving an indication of a flight path that includes one or more waypoints, wherein a waypoint is a coordinate in physical space; generating a graphical representation of the flight path, wherein the graphical representation includes a plurality of planes (path indicators) along the flight path, wherein each plane is associated with a slope and an angle for an orientation of a vehicle navigating the flight path; and dynamically updating the graphical representation relative to an updated location of the vehicle. 
     In another embodiment, a method for providing navigational aids is provided. The method includes identifying one or more airports proximate to a location of an aircraft, wherein proximate is within a predefined distance from the aircraft; identifying information associated with the one or more airports including, at least, an airport identifier and a distance from the aircraft; generating an airport icon for each of the one or more airports; providing the airport icon for each of the one or more airports, wherein the airport icon for each of the one or more airports is provided in a three-dimensional real-time image; and updating the one or more airports and airport icons based on an updated location of the aircraft. 
     In yet another embodiment, one or more computer-storage media having embodied thereon computer-usable instructions that, when executed, facilitate a method for providing navigational aids is provided. The claim recites identifying a location of a first aircraft; identifying any traffic within a predetermined distance of the first aircraft, wherein traffic includes other aircraft; determining that a second aircraft is within the predetermined distance of the first aircraft; generating a traffic user interface panel that includes information associated with the second aircraft including an airspeed of the second aircraft, wherein the traffic user interface panel is provided via a touch-screen instrument panel overlaying a real-time image; and monitoring the predetermined distance from the first aircraft and updating according to an updating location of the first aircraft. 
     In an embodiment, a method for displaying a real-time view within an aircraft is provided. The method comprises receiving an indication of a synthetic vision application, wherein the indication enables the synthetic vision application for the real-time view; identifying a synthetic vision application value to apply to the real-time view; applying a synthetic vision enhancement to the real-time view according to the synthetic vision application value; and generating a modified real-time view where the modified real-time view is enhanced by synthetic vision as indicated by the synthetic vision application value. 
     In another embodiment, a system for displaying a real-time view within an aircraft is provided. The system comprises a processor; and a memory having embodied thereon instructions that, when executed by the processor, cause a computing device to perform a method for displaying the real-time view within the aircraft, the method comprising: receiving an indication of a synthetic vision application, wherein the indication enables the synthetic vision application for the real-time view; identifying a synthetic vision application value to apply to the real-time view; applying the synthetic vision application value to the real-time view; and generating a modified real-time view where the modified real-time view is the real-time view enhanced by synthetic vision as indicated by the synthetic vision application value. 
     In yet another embodiment, one or more computer-storage media having embodied thereon computer-usable instructions that, when executed, facilitate a method of displaying a real-time image within an aircraft is provided. The claim recites receiving an indication to enable synthetic vision; based on the indication to enable synthetic vision, generating a second image including a synthetic vision enhancement overlaying the real-time image; receiving an indication to include weather data in the second image; and generating a modified second image that includes each of the synthetic vision enhancement and the weather data overlaying the real-time image. 
     In one embodiment, a flight-control system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide flight-control surface representations via the touch screen display device in an aircraft cockpit. The manager includes a graphical image of the aircraft for displaying flight-control surface representations and one or more position indicators for indicating one or more positions of the aircraft flight-control surfaces. The graphical image and the position indicators are configured to receive indications for controlling positions of the aircraft flight-control surfaces and to display actual aircraft flight-control surface positions. 
     In another embodiment, a flight-control system for navigation of an aircraft is provided. The system includes a storage component having one or more instructions stored thereon, a touch screen display device, a processor coupled to the display device and a memory. The processor is configured to execute the one or more instructions stored in the storage component. The system further includes a manager configured to provide autopilot controls and engine indicators via the touch screen display device in an aircraft cockpit. The manager includes a cross-sectional representation of the aircraft fuselage for displaying a mode controller. The mode controller is configured to display autopilot modes and to receive autopilot mode selections. The cross-sectional representation further includes one or more engine cowls attached to the fuselage for displaying performance indicators for the one or more engines. 
     In yet another embodiment, a method for controlling an aircraft flight-control surface via a touch screen device is presented. The method includes presenting a list of menu options on a touch screen mounted in an aircraft cockpit, said list including a flight-control function. The method further includes receiving a selection of the flight-control function. Upon selection of the flight-control function, the method includes receiving an indication of a flight-control surface to control. Upon identifying the flight-control surface, the method includes enabling selection of a position change. Based on the position change selection, the method includes verifying a corresponding movement of the flight-control surface to the selected position and displaying an actual position of the flight-control surface on the touch screen device. 
     In various embodiments, methods for increasing awareness of users, e.g., a pilot or crew member, are provided. In one aspect, the method alerts the aircraft crew of a relevant condition. The method in one embodiment consists of receiving information from an aircraft warning system regarding a condition, displaying an awareness-enhancing indication on a touchscreen display in an aircraft cockpit. Further, the awareness-enhancing indication is communicated to the pilot or crew member in a way that suggests a need to investigate the existence of the condition. Finally, the awareness-enhancing indication is located peripherally on the display, at the margins in some embodiments. 
     In another aspect, the method involves receiving information regarding a real-time value for an aircraft-parameter (e.g., the parameter being relevant to a condition of an aircraft system). Then, a window including graphic representative of an aircraft component relevant to the parameter is displayed such that it is accompanied with a real-time value of the aircraft-parameter proximate the graphic. 
     In another aspect, the method could generate an awareness-enhancing indication on a display in response to an alert regarding a condition, where the condition regards a real-time value of a parameter on an aircraft. Further, a menu item is highlighted, and the menu item enables a crew member to bring up a window displaying an option for changing the condition. In some versions, the option for changing is presented in the form of an action button. 
     In yet another aspect, the method involves receiving information regarding a real-time value for an aircraft-parameter where the parameter is relevant to a condition in an aircraft system. Then the real-time value is communicated to a user in a historical context (e.g., using a time-line representation in a chart). 
     Systems are also disclosed. In one embodiment, the system includes a touch-screen device incorporated into an aircraft cockpit. The touch-screen is arranged to interface with a computer on the aircraft. The computer receives information regarding a parameter relating to a condition in one of an electrical or a mechanical system. Then, a first process operating on the computer displays a graphic related to the condition. Then, a second process enables the user to institute a corrective action regarding the condition. 
     Further embodiments and aspects will become apparent by reference to the drawings and by study of the following detailed description. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Illustrative embodiments of the present invention are described in detail below with reference to the attached figures, which are incorporated by reference herein and wherein: 
         FIG. 1  depicts a perspective view of an embodiment of a touch-screen instrument panel system for an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 2  depicts a system diagram for an embodiment of a touch-screen instrument panel system for an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 3A  depicts a synoptic user interface for aircraft anti-icing systems information  300 , in accordance with an embodiment of the present invention; 
         FIG. 3B  depicts a synoptic user interface for an aircraft environmental control system, in accordance with an embodiment of the present invention; 
         FIG. 3C  depicts a synoptic user interface for an aircraft electrical buss structure, in accordance with an embodiment of the present invention; 
         FIG. 3D  depicts a synoptic user interface for aircraft flight controls, in accordance with an embodiment of the present invention; 
         FIG. 3E  depicts a synoptic user interface for aircraft hydraulic systems, in accordance with an embodiment of the present invention; 
         FIG. 3F  depicts a synoptic user interface for aircraft exterior lights, in accordance with an embodiment of the present invention; 
         FIG. 3G  depicts a synoptic user interface for aircraft oxygen systems, in accordance with an embodiment of the present invention; 
         FIG. 3H  depicts a synoptic user interface for cabin pressurization systems, in accordance with an embodiment of the present invention; 
         FIG. 3I  depicts a synoptic user interface for aircraft propulsion systems, in accordance with an embodiment of the present invention; 
         FIG. 3J  depicts a synoptic user interface for aircraft internal lights, in accordance with an embodiment of the present invention; 
         FIG. 3K  depicts a synoptic user interface for aircraft cabin window shades, in accordance with an embodiment of the present invention; 
         FIG. 3L  depicts a pinnable synoptic user interface, in accordance with an embodiment of the present invention; 
         FIG. 3M  depicts a pinnable synoptic user interface, in accordance with an embodiment of the present invention; 
         FIG. 4A  depicts one embodiment of a flight planning system for navigation of an aircraft based on high instrument flight rules. 
         FIG. 4B  depicts one embodiment of a flight planning system for navigation of an aircraft based on low instrument flight rules, in accordance with an embodiment of the present invention; 
         FIG. 4C  depicts one embodiment of a flight planning system for navigation of an aircraft based on visual flight rules (VFR), in accordance with an embodiment of the present invention; 
         FIG. 4D  depicts one embodiment of a flight planning system for navigation of an aircraft based on satellite imagery, in accordance with an embodiment of the present invention; 
         FIG. 4E  depicts one embodiment of a flight planning system for navigation of an aircraft based on a terrain representation, in accordance with an embodiment of the present invention; 
         FIG. 4F  depicts an embodiment of a flight planning method utilizing an interactive map on a touch screen device in an aircraft cockpit, in accordance with an embodiment of the present invention; 
         FIG. 4G  depicts one embodiment of a charts panel of a flight planning system for navigation of an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 4H  depicts one embodiment of a charts panel of a flight planning system for navigation of an aircraft in which available navigation types are displayed, in accordance with an embodiment of the present invention; 
         FIG. 4I  depicts one embodiment of a charts panel of a flight planning system for navigation of an aircraft in which navigation by ILS is selected, in accordance with an embodiment of the present invention; 
         FIG. 4J  depicts one embodiment of a charts panel of a flight planning system for navigation of an aircraft in which a runway has been selected, in accordance with an embodiment of the present invention; 
         FIG. 4K  depicts one embodiment of a radio frequency panel for navigation of an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 4L  depicts an embodiment of a flight planning method for providing a chart on a touch screen device, in accordance with an embodiment of the present invention; 
         FIG. 5A  depicts an exemplary graphical user interface (GUI) in which a navigational aid is displayed, in accordance with an embodiment of the present invention; 
         FIG. 5B  depicts an exemplary graphical user interface in which a user interface panel is displayed with a navigational aid, in accordance with an embodiment of the present invention; 
         FIG. 5C  depicts an exemplary graphical user interface in which a navigational aid is displayed with one or more markers, in accordance with an embodiment of the present invention; 
         FIG. 5D  depicts an exemplary graphical user interface in which a navigational aid is displayed with one or more markers, in accordance with an embodiment of the present invention; 
         FIG. 5E  depicts an exemplary graphical user interface in which a navigational aid is displayed with one or more markers, in accordance with an embodiment of the present invention; 
         FIG. 5F  depicts an exemplary graphical user interface in which detailed airport information is displayed, in accordance with an embodiment of the present invention; 
         FIG. 5G  depicts an exemplary graphical user interface in which traffic information is displayed, in accordance with an embodiment of the present invention; 
         FIG. 5H  depicts an exemplary graphical user interface in which detailed traffic information is displayed, in accordance with an embodiment of the present invention; 
         FIG. 5I  is a flow diagram showing an exemplary method for providing navigational aids, in accordance with an embodiment of the present invention; 
         FIG. 5J  is a flow diagram showing another exemplary method for providing navigational aids, in accordance with an embodiment of the present invention; 
         FIG. 5K  is a flow diagram showing another exemplary method for providing navigational aids, in accordance with an embodiment of the present invention; 
         FIG. 6A  depicts an exemplary graphical user interface in which a real-time view is displayed, in accordance with an embodiment of the present invention; 
         FIG. 6B  depicts an exemplary graphical user interface in which a modified view including both the real-time view with an overlaying synthetic vision enhancement is displayed, in accordance with an embodiment of the present invention; 
         FIG. 6C  depicts an exemplary graphical user interface in which a modified view including both the real-time view with an overlaying synthetic vision enhancement is displayed, in accordance with an embodiment of the present invention; 
         FIG. 6D  depicts an exemplary graphical user interface in which a synthetic vision view and three-dimensional weather representations are displayed, in accordance with an embodiment of the present invention; 
         FIG. 6E  depicts an exemplary graphical user interface in which a two-dimensional weather user interface panel overlays the three-dimensional weather representations, in accordance with an embodiment of the present invention; 
         FIG. 6F  is a flow diagram showing an exemplary method for displaying a real-time view within an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 6G  is a flow diagram showing another exemplary method for displaying a real-time view within an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 7A  depicts an aircraft flight-control system for displaying and controlling aircraft surfaces via a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7B  depicts an aircraft flight-control system for displaying and controlling aircraft surfaces via a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7C  depicts an aircraft flight-control system for displaying and controlling aircraft surfaces via a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7D  depicts an aircraft flight-control system for displaying and controlling aircraft surfaces via a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7E  depicts an aircraft flight-control system for displaying and controlling aircraft engines and autopilot on a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7F  depicts an aircraft flight-control system for displaying aircraft engine indicators and for displaying and controlling autopilot options via a touch-screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 7G  shows steps of an aircraft flight-control method for displaying and controlling aircraft surfaces via a touch screen instrument panel, in accordance with an embodiment of the present invention; 
         FIG. 8A  depicts a touch-screen instrument panel system for an aircraft in a pre-alert state, in accordance with an embodiment of the present invention; 
         FIG. 8B  depicts a flow diagram for the warning system useable with a touch screen instrument panel in an aircraft, in accordance with an embodiment of the present invention; 
         FIG. 8C  depicts a touch-screen instrument panel system for an aircraft in a state where at least one alert is detected, in accordance with an embodiment of the present invention; 
         FIG. 8D  depicts the panel where the crew-alert system and a system diagram window have been called up by a crew member, in accordance with an embodiment of the present invention; 
         FIG. 8E  depicts a crew-alert window which can be brought up by a crew person and used to rectify a condition needing attention, in accordance with an embodiment of the present invention; 
         FIG. 8F  depicts a synoptic window which can be brought up by a member of the crew to look at a device of concern, in accordance with an embodiment of the present invention; 
         FIG. 8G  depicts a maintenance window which reports real-time parameters and locates the values graphically at the positions of the components for which the readings are relevant, in accordance with an embodiment of the present invention; and 
         FIG. 8H  depicts an embodiment for a window which can be opened up by a crew member, the window including readings of a parameter over time, thus, in a historical context. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present invention provide a touch-screen interface panel (TSIP) in a cockpit of an aircraft. 
     Referring to  FIG. 1 , a representation  100  of a touch-screen instrument panel (TSIP) is illustrated. The TSIP replaces the plurality of instruments, dials, gauges, and screens typically utilized on the console of an aircraft. The TSIP is configured for at least a touch screen implementation. In some embodiments, the TSIP may span the width of a cockpit of an aircraft. As illustrated in  FIG. 1 , the TSIP is the width of the cockpit and may be accessed by both a pilot, co-pilot, and the like. 
     The TSIP is a digital information panel and may include a plurality of digital layers. The digital layers may overlay one another to create multiple views. For instance, and as will be described in further detail below, one layer may be a real-time view while another layer may be a three-dimensional representation of, for example, weather while another layer may include flight instruments and may not be obstructed with any other layers or representations. A processor, similar to that onboard computer  201  of  FIG. 2 , for example, may stack the plurality of digital images to provide a complete real-time image including the real-time view and any other additional information stacked on top of it as deemed appropriate by the user. Additional information may include synthetic vision, three-dimensional weather, information regarding traffic or airports, etc. Furthermore, the TSIP may be configured such that, in the event of a failure or malfunction of the TSIP, each digital layer is cleared so that the flight instruments are accessible/viewable to users. 
     Turning back to  FIG. 1 , the representation  100  includes the TSIP  110 , one or more flight instrument displays  120 , one or more navigational displays  130 , one or more user interface panels  140 , a menu  150 , and the real-time view  160 . Initially, the real-time view displayed by the TSIP may be captured by a high-definition (HD) camera on the exterior of the aircraft. In an embodiment, the HD camera is mounted to the nose of the aircraft. The camera may be mounted in any appropriate position to capture a real-time view that gives a display of a view ahead of an aircraft. Additionally, as will be further discussed herein, the real-time view may be altered or enhanced by, for instance, synthetic vision enhancements. 
     The TSIP  110  further includes one or more flight instrument displays  120 . The flight instrument display  120  may be configured to include any necessary information regarding the current configuration of the aircraft. Additionally, the flight instrument display  120  may be identically reproduced such that a plurality of users has easy access to the one or more flight instrument displays  120 . By way of example, the flight instrument display  120  illustrated in  FIG. 1  may be identically reproduced and positioned on the opposite side of the TSIP  110 . 
     The TSIP  110  further includes one or more navigational displays  130 . Similar to the one or more flight instrument displays  120 , the one or more navigational displays  130  may be positioned anywhere within the TSIP  110 . Additionally, the one or more navigational displays  130  may be reproduced for ease of access for multiple users. Given the size of the TSIP  110 , the reproduction may be convenient when there is more than one user requiring access to the one or more navigational displays  130 . 
     The TSIP  110  may include one or more user interface panels  140 . The one or more user interface panels  140  may be displayed alone or in combination with other panels. The panels  140  display information and accept input from a user regarding various aircraft systems. Exemplary panels provide information regarding, but not limited to, anti-icing systems, environmental control systems, electrical systems, flight controls, hydraulic systems, cabin pressurization systems, interior and exterior lighting, propulsion systems, cabin window shades, weather maps, charts, maps, alerts, system information notifications, maintenance notifications, flight plans, traffic alerts, etc. Depending on the information displayed, user interface panels may be presented automatically (e.g., without user input) or upon receipt of a user input. 
     The TSIP  110  may further include a menu  150 . The menu may include one or more selectors to aid a user in navigating the TSIP  110 . For example, the menu  150  may include a weather indicator that provides a weather user interface panel. The menu  150  may also include a charts indicator to access various charts. Any feature that may be accessed via the TSIP may be represented in the menu  150 . Various features will be described herein and in several of the applications related by subject matter, referenced above, and herein incorporated by reference in their entirety. 
     Additionally, the TSIP  110  may include a real-time view  160 . The real-time view  160  may be an ahead-type view illustrating the view ahead of an aircraft. The real-time view  160  may be captured, as previously mentioned, by a camera mounted to the aircraft. The real-time view  160  may be a real-time panoramic view. Panoramic, as used herein, refers to a wide-angle view. In additional embodiments, infrared imaging may be used in the real-time view to aid in navigation at night, for instance. 
       FIG. 2  provides an embodiment of a system environment  200  including an aircraft touch-screen instrument panel (TSIP)  210 . System environment  200  has a network of subsystems that includes an on-board computer  201 , the TSIP itself  210 , a local digital network  220 , databases  230 , a flight controller  240 , aircraft flight equipment  250 , communications equipment  260 , radar  270 , an anti-collision and terrain awareness  280 , and a camera  290 . Communications equipment  260  communicates with external communication sources  265 , which are not physically located onboard the aircraft (for example, terrestrial communications, satellites, and other aircraft). TSIP  210  interacts with the subsystems of system environment  200  through computer  201 . 
     On-board computer  201  includes for example non-volatile memory, software, and a processor. TSIP  210  serves as a user interface for computer  201 . Memory stores software that includes machine readable instructions, that when executed by processors provide control and functionality of system environment  200  as described herein. Computer  201  has for example electronic circuitry including relays and switches to electrically connect with components of system environment  200 . In an embodiment, computer  201  includes a first computer and a second computer located on-board the aircraft, where the second computer mirrors the first computer, thereby providing redundancy in the event of a computer failure. It should be recognized that where a single computing device (e.g., computer  201 ) is represented graphically, the component might be represented by multiple computing units in a networked system or have some other equivalent arrangement which will be evident to one skilled in the art. 
     TSIP  210  provides a user interface for visualizing and controlling subsystems of system environment  200  through computer  201 . TSIP  210  includes a substrate that supports a display and a touch membrane. Substrate is a transparent material such as glass, acrylic, polycarbonate or other approved for flight materials on which display and touch membrane are overlaid. In an embodiment, substrate is made of flexible material for conforming to aircraft cockpit dimensions, including complex shapes such as corners. In an embodiment, substrate has a large aspect ratio for providing images. Display is for example an organic light-emitting diode (OLED) display, which is thin and flexible for layering onto substrate. When unpowered, the display is, in embodiments, transparent. Touch membrane is a thin, transparent and flexible material that is layered onto display and capable of sensing touch. Touch membrane is for example a resistive, capacitive, optical, or infrared touch screen. Together, touch membrane and display provide TSIP  210  with a visual display that a user may control by touching with one or more fingers or a stylus. 
     Local digital network  220  provides a digital connection between computer  201  and on-board subsystems, such as cabin management subsystem (CMS) and in-flight entertainment (IFE). CMS includes for example cabin lighting, heating, air conditioning, water temperature, and movement of shades. IFE includes for example audio and video content. TSIP  210  provides an interface for monitoring and controlling CMS and IFE over local digital network  220 . 
     Databases  230  are digital databases stored in memory of computer  201  on-board the aircraft. Databases  230  include charts, manuals, historical aircraft component data, and checklists. Databases  230  allow pilots to quickly access and search information via computer  201 . TSIP  210  displays the information such that pilots maintain a heads-up view while piloting an aircraft. Historical aircraft component data is for example updated during flight with data from aircraft flight equipment  250  (e.g., sensors) via computer  201 . 
     Flight controller  240  provides navigation, avionics, and autopilot functions. In an embodiment, flight controller  240  is a standalone unit supplied by an independent manufacturer (e.g., Garmin, Honeywell, Rockwell Collins). TSIP  210  displays aircraft information from flight controller  240  via computer  201  such as airspeed, altitude, heading, yaw, and attitude (i.e., pitch and bank). 
     Aircraft flight equipment  250  includes flight control surfaces, engines, deicing equipment, lights, and sensors (e.g., temperature, pressure, electrical). Aircraft flight equipment  250  is monitored and controlled by pilots using TSIP  210  through computer  201  for flying aircraft. 
     Communications equipment  260  allows pilots to communicate with one another, with passengers, and with airports and other aircraft. Communications equipment  260  includes radios, phones, and internal and external digital networks (e.g., Internet and Intranet). Different frequency bands are used for example to transmit and receive data with multiple recipients. TSIP  210  allows pilots to communicate with others by using communications equipment  260  via computer  201 . 
     Communications equipment  260  includes a transceiver configured to communicate with external communication sources  265 , which include for example terrestrial based communication towers, satellites, and other aircraft. External communication sources  265  also provide communications with for example radio, global positioning system (GPS), and Internet. TSIP  210  provides a user interface for communicating with external communication sources  265 , enabling a pilot or co-pilot to communicate with air traffic control, terrestrial communication towers (e.g., navigation towers, waypoints), satellites, and directly with other aircraft for example. TSIP  210  allows pilots to receive and transmit external communications through communications equipment  260  and computer  201 . 
     Satellites provide network links for phone and internet communications, and GPS information. Aircraft interact with satellites using communications equipment  260  to transmit and receive radio frequency signals. TSIP  210  allows pilots to communicate via satellites through computer  201  and communications equipment  260 . 
     Other aircraft within view of camera  290  are displayed in real-time on a panoramic view provided by TSIP  210 . Information about other aircraft, which may be retrieved from radar  270  or radio communication, is displayed for improved pilot awareness and ease of contact. 
     Radar  270  includes equipment for determining a location and speed of objects from radio waves. Equipment for radar  270  includes a radio transmitter for producing pulses of radio waves and an antenna for receiving a reflected portion of the radio waves from nearby objects. TSIP  210  receives information from radar  270  via computer  201  and uses the information to display the location of nearby objects, such as weather, terrain and other aircraft. 
     Anti-collision and terrain awareness  280  includes a traffic collision avoidance subsystem (TCAS) and a terrain awareness and warning subsystem (TAWS). Anti-collision and terrain awareness  280  includes radar  270  and transponder information to determine aircraft position relative to other aircraft and Earth terrain, and to provide appropriate warning signals. TSIP  210  displays these warnings and allows pilots to respond to them by, for example, silencing an audible warning signal. 
     Camera  290  provides forward looking images to TSIP  210  through computer  201 . Camera  290  is mounted for example under the aircraft nose. In alternative embodiments, camera  290  is located on the tail or on aircraft wings. Camera  290 , in embodiments, receives one or both of visible light as well as infrared (IR) light. Further, in embodiments, camera  290  provides high-definition (HD) quality images (e.g., using an HD capable camera). In a preferred embodiment, camera  290  provides HD quality and IR functionality. Alternatively, camera  290  might include two separate cameras, one for HD quality and a second camera for IR imaging. 
     Camera  290  provides images to computer  201 , which renders the images for real-time projection on TSIP  210 . TSIP  210  projects HD panoramic views looking forward and below from the front of the aircraft. The forward view spans an angle of about 120° to about 180° for example. In an embodiment, TSIP  210  uses IR imaging to project a synthetic view, which is for example useful at night or when flying through clouds or fog that obscure visible light. 
     Various components of the user interface displayed on TSIP  210  are designed to provide a synoptic view of the condition of the aircraft, meaning that the user interface components provide an intuitive, broad view of the aircraft, its various components and subsystems, and their condition. The user interface utilizes the touch screen functionality of the TSIP  210  to present views of the aircraft to intuitively communicate information and accept input from the pilot. The views of the aircraft incorporate graphical, textual, and numerical elements to simultaneously convey multiple pieces of information to the pilot. The graphical, textual, and numerical elements of the user interface may flash, change color, change content, appear, disappear, move or change location, or otherwise change in response to user input or the state of the aircraft systems. 
     The computer  201  monitors the aircraft&#39;s data busses to determine the positions, temperatures, pressures, and states of various equipment and systems of the aircraft. TSIP  210  graphically displays the data gleaned from the busses and stored in computer  201  in the appropriate synoptic panels or windows for flight crew interaction. The inventive user interface provides a thorough, easily understood, intuitive and user-friendly interaction with each synoptic user interface. The touch screen functionality of TSIP  210  also allows the user to activate aircraft systems and change configuration settings through user interface displayed on TSIP  210 . 
     The user interface may provide a variety of user interface elements grouped into a variety of “windows”, which may also be referred to as “panels” or “pages. Some user interface elements are common to a plurality of the synoptic user interface panels. For example, each user interface panel may comprise a border surrounding the information displayed in the user interface and defining a “panel”. A title for each user interface may be displayed within the panel or on the border of the panel area. In some embodiments, the title is displayed in the top or the bottom left or right corner of the panel. The title may optionally be displayed as an abbreviation. Similar to other known graphical user interfaces, each “window” or “panel” may be provided with controls for closing or minimizing the panel to remove it from active display on TSIP  210 . Various embodiments of the panels that are presented in TSIP  210  are described in relation to  FIGS. 4A through 4E  and  FIGS. 4G through 4K . 
     In some embodiments of the user interface, a silhouette, cross-section, or other diagram of an aircraft is utilized to illustrate the state of the aircraft and convey relevant information to the pilot. The diagram of an aircraft may be a top, bottom, side, front, back, or perspective view of an aircraft. The windows may incorporate both static elements and active controls. Static elements comprise elements that are fixed or are updated automatically by the system to display the current aircraft configuration. Active controls may be updated automatically by the system to display the current aircraft configuration, but are also capable of interacting with the user via TSIP  210  to receive pilot input. 
       FIG. 3A  depicts an embodiment of a synoptic user interface panel for aircraft anti-icing systems information  300 . The user interface depicts a top view  301  of an aircraft. The title  302  is displayed in the lower left corner of the window, though in other embodiments it may be located elsewhere or not provided at all. Various components of the anti-icing systems of the aircraft are depicted on top view  301  in relation to their actual location on the aircraft. In the depicted embodiment, these systems include pitot tubes  303  and  304 , wing anti-icing systems  305  and  306 , engine inlets  307  and  308 , and stabilizer anti-icing systems  309  and  310 . The anti-icing systems are shown on top view  301  in their general location on an actual aircraft. In some embodiments, the color of each of the systems  303  through  310  on top view  301  may be modified individually to provide a status for each anti-icing system. In some embodiments, the systems are depicted in green to convey normal operation, in yellow to convey a warning state, and red or amber to convey an alarm state for the anti-icing system. In some embodiments, systems  303  through  310  may be green to indicate that the anti-icing system is active and gray or transparent to indicate that the system is currently inactive. 
     In the depicted embodiment, status information  311  is provided for each anti-icing system and linked by line  312  to the applicable anti-icing system. In the depicted embodiment, the status information  311  includes a panel  313  with a background color that conveys the status of the relevant anti-icing system. The panel  313  may also include text  314  such as the name of the anti-icing system or other relevant information. In the depicted embodiment, the text comprises the names of each system, such as left hand and right hand pitot-static systems, left hand and right hand wing anti-icing systems, left hand and right hand engine inlet anti-icing systems, and left hand and right hand stabilizer anti-icing systems. In addition to the text on the panel  313 , other text or numeric data may also be provided, such as temperatures  315 . In the depicted embodiments, the temperatures of the various systems are displayed as an indicator of the operation of each anti-icing system. 
       FIG. 3B  depicts an embodiment of a synoptic user interface panel for aircraft environmental control system. The depicted embodiment displays the temperature in various climate zones disposed in various parts of the aircraft. A top view or top cross-sectional view  316  of all or a relevant portion of an aircraft is provided. The top view may be a partial view as appropriate to cover all the zones of the aircraft provided with climate control. In some embodiments the location of seats may be depicted with seat icons  317  in cabin  318 . The location of the cockpit  319  and lavatory  320  may also be depicted. The baggage area may also be depicted as part of the top view  316  of the aircraft, or via a symbol  321 . Other climate zones may also be depicted as appropriate for the aircraft. Each climate zone may be depicted with a color that is indicative of the temperature in the various areas of the aircraft. In the depicted embodiment, the colors are selected on a range of color to provide a graphical indication of temperature. In some embodiments, the colors range between two complementary colors. In some embodiments the range of colors is disposed between a reddish color and a complementary blue green color. In other embodiments the range of colors may between non-complementary colors such as red and blue. In some embodiments, the red color depicts higher temperatures and blue depicts lower temperatures. 
     Each climate area may be provided with status information. Status information may include a label  322  for each climate zone such as “Cockpit”, “Cabin”, “Lavatory”, or “Baggage”. It may also include a numerical indication  323  of the measured temperature in the relevant climate zone. It may also include a text or numerical indication  325  to indicate the current temperature setting for the relevant climate zone. The status information may be linked to the relevant climate zone by a line  324 . In some embodiments, the line, the background of the status information, or the text of the status information may be in the color that corresponds to the temperature of the relevant climate zone. In some embodiments, control elements are provided for some or all of the climate zones in the aircraft. The control elements may include control input icons  326  and  327  to receive user input through the touch screen functionality of the TSIP  210 . One area  326  may be provided to increase the set temperature for the appropriate climate zone, and another area  327  may be provided to decrease the set temperature for the appropriate climate zone. 
       FIG. 3C  depicts an embodiment of a synoptic user interface panel for aircraft electrical systems. In this embodiment, a symbolic top view of the aircraft is presented by the user interface. The electrical busing structure is displayed showing main buses from all power sources. Connections  328  depict electrical connections between the various components. The color of the connection  328  may indicate whether or not electricity is flowing through the branch. In one embodiment, connections  328  that are green indicate that electricity is flowing through the connection, and connections that are grey indicate that electricity is not flowing through the connection. In some embodiments, relays  329  are depicted on the connections  328 . In the depicted embodiment, the relays are depicted as a “T”-shaped icon and the color of the icon indicates if the relay is engaged (green) or disengaged (grey). 
     In some embodiments, a circle icon  330  indicates a power plant such as a generator. In the depicted embodiment, voltages, amperages, and temperatures are displayed at each power source, including power plants and batteries. In some embodiments, a square icon indicates a switch to turn described equipment on or off. In some embodiments, a rectangle icon indicates an item that can be explored further by touching it to expand the item. 
     In the depicted embodiment the buses include left hand and right hand main buses  331  and left hand and right hand emergency buses  332 . The buses are connected to right hand and left hand electrical panels  333  to distribute electrical energy to various systems on the aircraft. Other components, such as transformer rectifier units  334 , may also be depicted along with information regarding the performance of the unit including current flow and temperature. 
       FIG. 3D  depicts an embodiment of a synoptic user interface panel for aircraft flight controls. This user interface provides a view of the position of various flight control surfaces on the aircraft. In this embodiment, a back view  333  of the horizontal and vertical stabilizers and wings is depicted. The horizontal and vertical stabilizers are graphically displayed, and show the state of the rudder  334 , elevators  335 , and stabilizer trim position. A graphical depiction  336  of the operational range and a numerical depiction  337  of the current position of each element may also be depicted. 
     In some embodiments, the trailing edges of the wings  338  are graphically displayed, and show the state of the aircraft&#39;s flaps  339 . In some aircraft, the flaps are adjustable to discrete positions. In the depicted embodiment, the flaps can be adjusted to four different angles: 0, 7, 15, and 35. These discrete positions may be provided as buttons  340 . The button corresponding to the current setting of the flaps may be highlighted green or some other color to indicate the flap position. The pilot may adjust the flaps by touching one of the other discrete flap settings. As the flaps on the aircraft extend, the graphical representation also alters to provide feedback to the pilot that all flap surfaces are extended correctly, and may change color to indicate a failure to extend or retract to the desired setting. Text labels may also be provided for the various control surfaces, and the control surfaces may be depicted in various colors to highlight their position or indicate their current functionality. 
       FIG. 3E  depicts an embodiment of a synoptic user interface panel for hydraulic systems. A top view of the aircraft illustrating the aircraft&#39;s hydraulic systems is shown. In the depicted embodiment, the aircraft has dual A and B hydraulic systems connected to various flight control surfaces. In the depicted embodiment, a unique color is associated with each system, though shading or cross-hatching might be used instead of a unique color. In the depicted embodiment, each system has status elements  341  such as title and pressure reading, and status panel  342 . The color of status panel  342  may be modified to visually indicate the status of each hydraulic system, such as green for normal condition, yellow for warning, and red or amber for malfunction. The flight control surfaces  343  may be highlighted in the color for the system that actuates the control. For flight control surfaces that are controlled by both systems, a cross-hatch pattern of both system colors may be displayed on the surface. A button  344  on the touch screen may be provided for actuating an unloading valve to relieve pressure from the hydraulic system. 
       FIG. 3F  depicts an embodiment of a synoptic user interface panel for aircraft exterior lights. In the depicted embodiment, a top view of the aircraft is shown with the location of each exterior light indicated by a button  345 . When the light is on it is shown with a light  346  cast on to the area the light covers (as in the case of the landing, wing inspection, and tail flood lights) and the color of the light (such as red and green for the anti-collision and recognition lights). When the light is off, light is not cast from the light&#39;s location on the graphical display of the silhouetted aircraft. Buttons  345  may be depicted with a color to indicate that the light is on, such as green. The pilot may turn each light off and on by touching the button  345 . 
       FIG. 3G  depicts an embodiment of a synoptic user interface panel for aircraft oxygen systems. Top view  347  of the aircraft cockpit  349  and cabin  348 , and possibly other areas provided with oxygen systems, displays the state of the emergency oxygen system. In the depicted embodiment, a zone is highlighted with green to indicate that the oxygen system is on. Similarly, a zone is not highlighted, but filled with gray to indicate that the oxygen system for that zone is off. Textual information  350  may be provided to communicate additional information regarding oxygen systems such as the current pressure of oxygen in the system. An active control such as toggle buttons  351  may be provided to allow the pilots to toggle the oxygen system between automatic function, manual deployment, and full off. 
       FIG. 3H  depicts an embodiment of a synoptic user interface panel for cabin pressurization systems. Various pressurization zones of the aircraft may be depicted separately, such as cockpit  352 , and one or more cabin pressurization zones  353  and  354 . Various text elements may be provided on the user interface to convey the pressure and temperature of each zone or of other elements of the cabin pressurization system. The various zones are connected to pressurized air sources  358  and  359  by pressure lines  355 . The pressurized air systems may be provided with pneumatic air conditioning systems  356  and  357  to cool, decompress, and mix the pressurized air prior to its circulation through the cabin. In the depicted user interface, the aircraft is provided with two engines  358  which provide pressurized bleed air to the conditioning systems  356  and  357 . An auxiliary power unit  359  may also provide pressurized air, for example, when the aircraft is on the ground and the engines are off. Valve icons  360  are depicted and the icon indicates if it is open or closed. In some embodiments, a user may be able to actuate a valve by touching the valve icon  360  on the TSIP  210 . Additional items such as check valves  361  may also be represented on the user interface. The color of the zone, pressurized line, condition unit, valve or air source may be modified to indicate if the component is functioning normally. As in other embodiments of the synoptic windows, green may indicate a component functioning within normal parameters, while gray may indicate a component that is not currently active and other colors may indicate component failures. 
       FIG. 3I  depicts a synoptic user interface panel for aircraft propulsion systems. In this embodiment a top view  301  is depicted, though in other embodiments a side view may be more appropriate depending on aircraft configuration. Various components of the fuel and propulsion systems of the aircraft are depicted on the top view of an aircraft shown on  FIG. 3I , such as fuel tanks  362  and  363 , engines  354  and  365 , and a symbolic representation  366  of the fuel flow from the fuel tanks to the engines. The fuel tanks may be provided with graphical and textual elements conveying the amount of fuel left in the tank, such as the number of remaining pounds (lbs) of fuel. In some embodiments a color may be associated with each fuel tank, and the area highlighted in this color may vary to indicate graphically the amount of fuel remaining in each tank. Similarly the flow of fuel from each tank to each engine may be highlighted with the color associated with each tank. In some embodiments one or more buttons  367  may be provided to access further information about an element of the system such as the engines. Similarly, one or more buttons  368  may be provided. In some embodiments, graphical displays of parameters may depicted, such as graph  369  depicting the oil temperature of each engine over time, and graph  370  depicting the oil pressure of each engine over time. 
       FIG. 3J  depicts an embodiment of a synoptic user interface panel for aircraft internal lights. The user interface is provided with a full or partial top schematic depiction  371  of an aircraft. In some embodiments, the depiction  371  may be provided with spot lights at each light location that flood (cast light) into areas the light is to illuminate within the aircraft when the light is on. When the light is off, the light cup is present but not casting light. In some embodiments, when the lights of an area of the aircraft are turned off, that area is shown in black, as the Cabin area is depicted in  FIG. 3J . In some embodiments, when the lights are turned on in an area of the aircraft, the area is shown with a lighted schematic of the interior of the aircraft, as the Cockpit area  373  and the Lavatory area  374  depicted in  FIG. 3J . Other areas of the aircraft outside the cabin may be shown as well, either schematically or symbolically, such as baggage area  375 . In some embodiments, buttons  376  for each light or lighting area within the aircraft may be provided. Each button  376  may be connected to the respective light or area of the aircraft with a line, and the color of the button  376  may provide a status indicator for the light or lighted area. For example, green buttons  376  may represent that the light or lights are turned on, and gray or transparent buttons  376  may represent that the light or lights are turned off. Other colors may be used to represent malfunctions or other states. In some embodiments, a user may be able to turn a light or lights off by touching the button  376  that corresponds to the light or lights to be activated or deactivated. 
       FIG. 3K  depicts an embodiment of a synoptic user interface panel for aircraft cabin window shades. In some embodiments of this user interface, a top view  377  of an aircraft is depicted. The top view  377  allows a user to select which side of the aircraft cabin will be displayed in the user interface by touching the appropriate side of top view  377 . Additionally, the color of a portion of the top view  377  may change to indicate which side of the cabin is currently depicted below. In other embodiments of this user interface, top view  377  may not be present and both sides of the aircraft cabin may be depicted simultaneously. The side view  378  of a portion of the aircraft cabin depicts each window  379  in the cabin and may also show other features of the cabin interior such as seats  380 . The color of each window  379  may be modified to show the state of the shade at each window. For example, an open shade may be represented by a white window  379 , while a closed shade may be represented by a black window  379 . In some embodiments, an interface panel may be provided for raising, lowering, activating, and deactivating cabin video and audio displays, and selecting and displaying video and audio content on such cabin displays. 
     In some embodiments, an additional status ring  381  may be provided around each window  379 . The color of the status ring  381  may provide additional information regarding the status of the window. A user may individually raise and lower a window shade by touching the window  379 . In some embodiments, additional buttons  382  and  383  may be provided to allow a user to open or close, respectively, all shades simultaneously. 
     In other embodiments, the TSIP  210  may provide access to control additional types of cabin or aircraft functions, or provide additional information to the users. The user interfaces described herein are not limiting but exemplary of the types of synoptic user interfaces contemplated within the inventive system. 
     In some embodiments of the system, the various windows may be opened, closed, and moved around the TSIP  210 . A user may “drag” or move the window by touching the window in a certain area and moving a finger across the TSIP  210  while maintaining contact with the TSIP  210 . In some embodiments, once the finger is lifted from the TSIP  210  the window stops moving, though in other embodiments the window may have emulated momentum to continue moving for some additional distance if the finger is moving when lifted from the TSIP  210 . In various embodiments, the areas that a user may touch to drag the window or page may include the title bar (if present), the border (if present), or any portion of the window that does not comprise an active control such as a button. 
     In some embodiments, the windows may overlap or overlay one another to allow the user to maximize the use and efficiency of the TSIP  210 . A user may bring a window to the foreground by touching the window, and may move it in front of another window by dragging it to a location that wholly or partially overlaps another window shown on the TSIP  210 . In some embodiments, a user must bring a window to the foreground position on the TSIP  210  before activating an active control located in the window. 
     In some embodiments the system does not allow a user to move windows into certain areas of the TSIP  210 , such as areas that display primary flight controls or other information that must be visible for the safe operation of the aircraft. In some embodiments for a single pilot application, the pilot could open multiple synoptic pages or windows and arrange them on the co-pilot Multi-Function Display (MFD) area of the TSIP  210 . The flight crew may open multiple synoptic pages or windows and arrange them by physically moving them on the TSIP  210  as they see fit to help maintain a higher state of situational awareness. 
     In some embodiments of the user interfaces, a user may need to fix a user interface panel in a certain place on the TSIP  210 . This may be necessary to prevent accidental movement of user interface panels, or because some user interface panels may be completely covered with an active control such as a map that cannot be activated when the window is capable of being dragged across the TSIP  210 . In those embodiments, the user is provided with a method of “pinning” a user interface panel in place on TSIP  210  such that the user interface panel is not movable from its current location on the screen until it has been “unpinned”. 
     Referring now to  FIGS. 3L and 3M , a user interface panel is depicted with an embodiment of the pinning functionality. In this example, a mapping or weather function is displayed in the panel  390 . At some times the user may want to move the panel  390  to a desired location on the TSIP  210 , while at other times the user may want to alter the contents of the panel  390  to display different portions of a map within panel  390 . The touch input required for both changes may be the same, for example, touching the TSIP  210  and dragging a finger across the panel  390 . The panel  390  is provided with a pin icon  391  which may be touched by a user to toggle the pin function on and off. 
     In  FIG. 3L , the pin icon  391  is not highlighted and the pin function is inactive. When the user touches the screen within the panel  390  and moves a finger, the entire panel  390  will move on the TSIP  210 . The contents of the panel  390  will not change as the panel  390  moves across the TSIP  210  in response to the users touch input. When the user has moved the panel  390  to the desired location, the pin icon  391  is touched to activate the pin function and prevent further movement of the panel  390  on the TSIP  210 . 
     In  FIG. 3M , the pin icon is highlighted as a result of the users touch input. As the user touches the TSIP  210  within the area of panel  390 , and drags a finger across the screen of the TSIP  210 , the content of the panel  390  changes in response to that movement. For example, the user may pan a map within the panel  390  by dragging a finger within panel  390 , or pinch two fingers together on the screen to zoom in on the content. When a user desires to move the panel  390  to a different location on the TSIP  210  they touch the pin icon  391  to deactivate the pin function, and then the panel  390  will move on TSIP  210 . 
       FIGS. 4A-4E  depict exemplary panels of a flight planning system for navigation of an aircraft. The flight planning system is displayed on TSIP  210 , which uses on-board computer  201  for storing and executing instructions. Algorithms written with software calculate flight planning information, such as flight duration for example, using computer  201 . 
     On-board computer  201  includes a manager for providing navigational views on TSIP  210 . The navigational views on TSIP  210  include a mapping interface for displaying one or more maps (see  FIGS. 4A-4E ), a charts component for displaying one or more aeronautical charts (see  FIGS. 4G-4J ), a radio frequency component for receiving and displaying one or more radio frequencies (see  FIG. 4K ), a weather component for displaying one or more weather representations overlaid on the map (see  FIGS. 4A-4E ), and a virtual flight plan component for displaying one or more simulated flight plans. 
       FIG. 4A  depicts an exemplary panel  400  of the flight planning system. Panel  400  is configured to show a mapping interface  429  based on high instrument flight rules (IFR). Mapping interface  429  includes a displayed image of a map, which may be manipulated by a user with touch gestures, such as zooming and dragging, to view maps of various areas of Earth. Panel  400  includes menus listed, for example, along the bottom, top and sides of the panel. The menus may include icons, names or abbreviations that may be activated by touch, thus serving as links or shortcuts to various features of the flight planning system. The menu along the bottom of panel  400  includes, for example, a title indicator  401 , a proximity icon  402 , a favorites icon  403 , a weather link (WX)  404 , a skytrack link  405 , a waypoints link  406 , a procedures link  407 , a direct-to link  408 , and a standby-plan link  409 . Panel  400  may be configured to display greater or fewer menu items along the bottom or to arrange items differently without departing from the scope hereof. 
     Proximity icon  402  may be configured such that selection thereof activates a proximity component of the flight planning system for organizing information based on distances from the aircraft. For example, activating the proximity component by selecting proximity icon  402  displays a list of nearby airports and their corresponding radio frequencies on TSIP  210 , wherein the list is organized by proximity to the aircraft. Information is updated real-time during aircraft flight, thereby re-organizing the list as needed to continually provide information for the nearest airports. Proximity icon  402  provides a convenient one-touch link to display information for flight planning based on proximity. Proximity may be defined as any distance relative to the aircraft within a predetermined maximum distance. 
     Favorites icon  403  is configured such that selection thereof activates a favorites component of the flight planning system for organizing information based on a custom list of favorite items. For example, activating the favorites component by selecting favorites icon  403  displays a list of frequently used or favorite items on TSIP  210 , wherein the list may be tailored to individual pilot preference. The list of favorite items may include flight paths and airports with their corresponding radio frequencies, for example. Favorites icon  403  provides a convenient one-touch link to display information for flight planning based on a custom list. 
     Weather link (WX)  404  is configured such that selection thereof activates or deactivates a weather component of the flight planning system for displaying real-time and forecasted weather representations overlaid on mapping interface  429 . For example, real-time weather is determined from radar  270  and forecasted weather is determined from external communication sources  265 , such as the National Weather Service, and depicted on mapping interface  429 . Weather may be represented by shaded regions, contour lines or other illustrations, with different shades or colors illustrating rain, snow and heaviness of precipitation, for example. Weather representation  423  is depicted along the bottom and in the bottom right corner of mapping interface  429  of  FIGS. 4A-4E . Weather link (WX)  404  provides a convenient one-touch link to display information for flight planning based on real-time and forecasted weather. 
     Skytrack link  405  may be configured such that selection thereof activates or deactivates a path projecting navigational aid component of the flight planning system, which may be used to assist flight planning by providing navigational parameters including but not limited to aircraft speed, heading and altitude. The navigational aid is displayed in the primary flight instrument area of TSIP  210 . Skytrack link  405  provides a convenient one-touch link to display information on TSIP  210  for flight planning based on navigational parameters. 
     Waypoints link  406  may be configured such that selection thereof activates a waypoints component of the flight planning system for establishing waypoint coordinates and displaying them on mapping interface  429 . A waypoint is a coordinate in physical space, for example, latitude, longitude and altitude. In an embodiment, waypoints are determined by touching or selecting a location on mapping interface  429 . In an alternative embodiment, waypoints are searched from a list stored in database  230 . In another embodiment, waypoints are selected from a list of waypoint names, which is organized, for example, by proximity, favorites, or alphabetically. Waypoints link  406  provides a convenient one-touch link to establish and display waypoints for flight planning. 
     Procedures link  407  may be configured such that selection thereof activates a procedures component of the flight planning system. Procedures component includes a series of menus containing procedures displayed on TSIP  210  for example. Procedures component includes, for example, established protocols, step-by-step instructions, and checklists for flight planning. In an embodiment, the series of menus include cascaded panels, with a separate menu displayed in each panel. Menu selections may determine which procedures or subsequent menus to display. Procedures link  407  provides a convenient link to display information for flight planning based on established procedures. 
     Direct-to link  408  may be configured such that selection thereof activates a direct-to component of the flight planning system. The direct-to component establishes a flight path  421  directly from an origin to a destination without intervening waypoints. Note that  FIGS. 4D and 4E  illustrate a flight path  421  headed directly from an origin to a destination, whereas flight paths  421  of  FIGS. 4A-4C  include a turn. Direct-to link  408  provides a convenient one-touch link to establish a direct flight path  421  for efficient flight planning. 
     Standby-plan link  409  may be configured such that selection thereof activates a standby-plan component of the flight planning system. The standby-plan component enables a user to establish a back-up flight plan that is on standby and ready to be used if a sudden change is necessary to an original flight plan. Standby-plan link  409  provides a convenient link for establishing a back-up flight plan. 
     The menu along the top of panel  400  in  FIG. 4A  includes, for example, an origin name indicator  410 , an origin chart icon  411 , a destination name indicator  412 , a destination chart icon  413 , a distance indicator  414 , a duration indicator  415 , an altitude indicator  416 , an airspeed indicator  417 , and a play button  418 . Panel  400  may be configured to display greater or fewer menu items along the top or to arrange items differently without departing from the scope hereof. 
     Origin name indicator  410  may be configured such that selection thereof activates an origin selecting component of the flight planning system. Similarly, destination name indicator  412  may be configured such that selection thereof activates a destination selecting component of the system. Origin name indicator  410  and destination name indicator  412  are, for example, used to select an airport and display its name for originating and terminating a flight path  421 , respectively. Origin name indicator  410  and destination name indicator  412  display airport names and codes along the top of panel  400 , as in  FIG. 4A  for example. In an embodiment, selecting either origin name indicator  410  or destination name indicator  412  displays a touch-screen keyboard on TSIP  210  for entering an airport from a searchable database, such as database  230 . In an embodiment, airports selected using origin name indicator  410  and destination name indicator  412  are also highlighted on mapping interface  429 . For example, flight path  421  begins at an origin location  419  and ends at a destination location  422 . Origin name indicator  410  and destination name indicator  412  provide convenient selection of airports for efficient flight planning. 
     Within mapping interface  429 , origin location  419  may be configured such that selection thereof activates the origin selecting component of the flight planning system. Similarly, destination location  422  may be configured such that selection thereof activates the destination component of the flight planning system. Origin location  419  and destination location  422  are, for example, used to select airports for originating and terminating a flight path  421  by touching locations within mapping interface  429 . By touching and holding a location, a user may activate the system to display a menu on TSIP  210  for selecting an airport and runway, and designating the location as origin, waypoint, or destination, for example. In areas where multiple airports are available, the displayed menu may provide airport options. In an embodiment, selection of origin location  419  and destination location  422  from mapping interface  429  may also populate origin name indicator  410  and destination name indicator  412 , respectively, with corresponding airport names and codes. Origin location  419  and destination location  422  provide convenient selection of airports from mapping interface  429  for efficient flight planning. 
     Origin chart icon  411  and destination chart icon  413  may be configured such that selection thereof activates a charts component of the flight planning system. Selection of origin chart icon  411  displays one or more charts corresponding to an origin airport. Similarly, selection of destination chart icon  413  displays one or more charts corresponding to a destination airport. For example, selecting origin chart icon  411  displays one or more charts corresponding to origin name indicator  410 , and selecting destination chart icon  413  displays one or more charts corresponding to destination name indicator  412 . Origin chart icon  411  and destination chart icon  413  provide convenient selection of appropriate airport charts for displaying on TSIP  210 . Example charts are shown in  FIGS. 4G-4J . 
     Distance indicator  414  displays an estimated flight distance as part of the flight planning system. Similarly, duration indicator  415  displays an estimated duration as part of the flight planning system. Distance may be calculated based on a projected flight path, and duration may be calculated based on distance and a desired altitude and airspeed. Based on flight path  421  displayed in mapping interface  429 , distance indicator  414  may display a value, for example, in nautical miles (NM) and duration indicator  415  may display a value, for example, in hours and minutes (hh:mm). Distance indicator  414  is 162.14 nautical miles and duration indicator  415  is 52 minutes, as shown in  FIG. 4A . As alternate flight paths are considered, distance indicator  414  may display corresponding alternate distances and duration indicator  415  may display corresponding alternate times. During flight, as the distance and duration remaining to arrive at the destination decrease, the distance indicator  414  and duration indicator  415  update accordingly. For flight planning activities, distance indicator  414  and duration indicator  415  conveniently display the remaining estimated flight path distance and duration, respectively. 
     Altitude indicator  416  is configured such that selection thereof activates an altitude component of the flight planning system. Similarly, airspeed indicator  417  is configured such that selection thereof activates an airspeed component of the flight planning system. Altitude indicator  416  and airspeed indicator  417  may be used, for example, to select a cruising altitude and a cruising airspeed, respectively. In an embodiment, touching altitude indicator  416  or airspeed indicator  417  on TSIP  210  displays a touch-screen keyboard for entering values. Altitude indicator  416  and airspeed indicator  417  display the selected cruising altitude and airspeed, respectively. Altitude indicator  416  is 10,500 feet (FT) and airspeed indicator  417  is 400 nautical miles per hour (KTS) in  FIG. 4A . In an embodiment, altitude indicator  416  and airspeed indicator  417  display values using different units, such as metric system units. During flight, altitude indicator  416  and airspeed indicator  417  may update in real-time to display the aircraft&#39;s actual airspeed and altitude. Since an aircraft&#39;s altitude and airspeed affect duration of a flight, duration indicator  415  updates its value whenever changes are made to altitude indicator  416  or airspeed indicator  417  during flight planning activities. Altitude indicator  416  and airspeed indicator  417  provide convenient selection of cruising altitude and cruising airspeed for efficient flight planning. 
     Play button  418  is configured such that selection thereof activates a virtual flight plan component of the flight planning system. By touching play button  418 , a virtual flight plan is displayed on mapping interface  429 . Specifically, aircraft icon  420  moves from origin location  419  along flight path  421  to destination location  422 . The virtual flight plan dynamically represents the aircraft simulating a projected path of the flight plan overlaid on mapping interface  429 . In an embodiment, the virtual flight plan simulates the flight at an accelerated pace and displays the estimated remaining distance and duration via distance indicator  414  and duration indicator  415 , which count down during the simulation. Virtual flight plan also illustrates a forecasted weather representation  423  overlaid on mapping interface  429 , thereby enabling a pilot to visualize aircraft icon  420  dynamically encounter forecasted weather representation  423 . Thus, alternate flight paths may be considered in an attempt to avoid forecasted weather  423 . Selection of play button  418  causes a display of a visual simulation of a virtual flight plan for effective flight planning. 
     The menu along the right side of the panel in  FIG. 4A  includes options to select alternate views for mapping interface  429  including views based on high instrument flight rules (IFR)  424 , low IFR  425 , visual flight rules (VFR)  426 , satellite imagery (SAT)  427 , and terrain representation (TERR)  428  for example. Panel  400  may be configured to display greater or fewer menu items along the right of the panel or to arrange items differently without departing from the scope hereof. 
       FIG. 4A  depicts an exemplary mapping interface  429  based on high IFR  424 . Note that high IFR  424  is highlighted compared to the other options on the right side of the panel, indicating that the high IRF option was selected. IFR are rules and regulations established by the Federal Aviation Administration (FAA) to govern flight when flying conditions do not allow for safe visual reference, and pilots must rely on their flight instruments for navigation. High IFR  424  illustrates available routes on an aeronautical map based on an established set of rules for efficient flight planning. 
       FIGS. 4B-4E  depict exemplary flight planning panels  430 ,  432 ,  434 ,  436 , which are examples of panel  400  of  FIG. 4A . Flight planning panels  430 ,  432 ,  434 ,  436  include mapping interfaces  431 ,  433 ,  435 ,  437 , which are based on low IFR  425 , VFR  426 , satellite imagery  427 , and terrain representation  428 , respectively. A user has the option of viewing one or more mapping interfaces ( 429 ,  431 ,  433 ,  435 ,  437 ) while creating the flight plan. 
       FIG. 4B  depicts flight planning panel  430 , which is an example of flight planning panel  400  of  FIG. 4A , that is configured to show a mapping interface  431  based on low IFR  425 . Note that the set of routes available differ between high IFR  424  and low IFR  425 . Low IFR  425  illustrates available routes on an aeronautical map based on an established set of FAA rules for efficient flight planning. 
       FIG. 4C  depicts flight planning panel  432 , which is an example of flight planning panel  400  of  FIG. 4A , that is configured to show a mapping interface  433  based on VFR  426 . VFR is a set of FAA rules and regulations for flying an aircraft using outside visual cues, wherein reliance on instruments is optional for pilots. VFR  426  illustrates an aeronautical map showing routes based on available visual cues for efficient flight planning. 
       FIG. 4D  depicts flight planning panel  434 , which is an example of flight planning panel  400  of  FIG. 4A , that is configured to show a mapping interface  435  based on satellite imagery (SAT)  427 . Satellite imagery includes, for example, composite images of multiple photographs taken by one or more satellites from an Earth orbit. Satellite imagery  427  provides a mapping interface  435  based on composite satellite images for efficient flight planning. 
       FIG. 4E  depicts flight planning panel  434 , which is an example of the flight planning panel  400  of  FIG. 4A , that is configured to show a mapping interface  437  based on a terrain representation (TERR)  428 . Terrain representation  428  represents terrain features of Earth with lines and shading, where different shades may represent water, land and different elevations for example. Lines may indicate city and county boundaries, roads, and land/water interfaces. Terrain representation  428  provides a mapping interface  437  based on Earth terrain for efficient flight planning. 
       FIG. 4F  shows steps of an exemplary flight planning method  439  utilizing an interactive map on a touch screen device in an aircraft cockpit. In step  440 , a set of flight rules is received. In an example of step  440 , a user selects either high IFR  424 , low IFR  425 , or VFR  426 , as shown in  FIG. 4A-4C , respectively, for viewing and selecting a flight path based on a desired set of flight rules. 
     In step  441 , an indication of both an origin airport and a destination airport is received via the touch screen device. In an example of step  441 , a user selects an origin/destination airport by activating the origin/destination selecting component of the flight planning system from panel  400 . Specifically, origin selecting component is activated using origin name indicator  410 , to search for or enter an airport name or code via keyboard, or using origin location  419 , to select an origin airport by touching and holding a location within mapping interface  429 . Similarly, destination selecting component is activated using destination name indicator  412  to type an airport name or code, or touching and holding destination location  422 . 
     In step  442 , a flight path is displayed on the map based on each of the set of flight rules and the origin and destination airports. In an example of step  442 , flight path  421  is depicted on the map of at least one of mapping interface  429  ( FIG. 4A ),  431  ( FIG. 4B ),  433  ( FIG. 4C ),  435  ( FIG. 4D ),  437  ( FIG. 4E ). In an embodiment, flight path  421  illustrates a projected path from origin location  419  to destination location  422  that is displayed on a particular mapping interface for a given set of flight rules (e.g.,  429  of  FIG. 4A, 431  of  FIG. 4B, 433  of  FIG. 4C ), as well as for the alternate views satellite imagery  435  ( FIG. 4D ) and terrain representation  437  ( FIG. 4E ). 
     In step  443 , a set of flight rules is received from a selection of at least one of the following options: high IFR, low IFR, or VFR. In an example of step  443 , a user displays and selects one set of flight rules using panel  400  by touching high IFR  424 , low IFR  425 , or VFR  426 . 
     In step  444 , an indication of an origin runway and a destination runway is received. In an example of step  444 , a user selects origin and destination runways by activating the origin/destination selecting component of the flight planning system. Specifically, origin selecting component is activated using origin name indicator  410  or origin location  419 , and destination selecting component is activated using destination name indicator  412  or destination location  422 , as described above for step  441 . Once an origin/destination airport is selected, a menu of available runways for receiving a runway selection is displayed at step  444 . 
     In optional step  445 , an indication of one or more waypoints between the origin and destination based on received map locations is received, wherein a waypoint is a coordinate in physical space. In an example of step  445 , a waypoint is selected by touching and holding a location on mapping interface  429  to display a menu for selecting a waypoint. In an embodiment, one or more additional waypoints are added to the flight plan by sequentially touching and holding map locations. 
     In optional step  446 , forecasted weather is displayed utilizing dynamic representations on the map. In an example of step  446 , forecasted weather representation  423  is displayed on mapping interface  429  of  FIG. 4A . In an embodiment, weather representation  423  is a dynamic representation of recent weather or forecasted weather. 
     In optional step  447 , a virtual flight plan is displayed, wherein an aircraft icon simulates the flight path on the map. In an example of step  447 , touching play button  418  initiates aircraft icon  420  to move from origin location  419  to destination location  422  along flight path  421  of  FIGS. 4A-4E . In an embodiment, simulated flight plan includes potential interaction with dynamic representation of forecasted weather  423 . 
     In optional step  448 , an alternate flight path is generated, thereby providing a standby flight plan. In an example of step  448 , the alternate flight path is created using steps  440  to  447 , as described above. In an embodiment, the alternate flight path is designated as a standby flight plan by touching standby plan link  409 . 
       FIGS. 4G-4J  depict example charts from a charts component of the flight planning system. The charts component may be activated in several ways, including touching origin chart icon  411  or destination chart icon  413  of  FIG. 4A , for example. One or more chart icons may also be displayed on TSIP  210  outside of flight planning panel  400 . Proximity icon  402  and favorites icon  403  may also be used to activate the charts component. Within the mapping interface  429 , charts component is activated in response to touch of an origin location  419  or destination location  422  on TSIP  210 . Lastly, charts component is activated by typing an airport code, airport name, or city from a keyboard. 
     The charts component may utilize onboard computer  201  to process information including user input, database  230 , GPS location, and flight plan, for determining which airport chart to display. Database  230  provides the necessary charts to display. GPS location data are accessed when the proximity component is used to select an airport. Flight plan data are used based upon origin and destination airports of a loaded flight plan. 
       FIG. 4G  depicts an exemplary charts panel  449 . Along the bottom of charts panel  449  is, for example, a title indicator  450 , proximity icon  451 , favorites icon  452 , frequencies (FREQ) link  453 , and procedures link  454 . Proximity icon  451  and favorites icon  452 , which are examples of proximity icon  402  and favorites icon  403  of  FIG. 4A , are used to access charts based on proximate airports or a list of favorite/frequent airports, respectively. Frequencies link  453  provides one touch access to a list of radio frequencies associated with the displayed chart. The radio frequencies displayed include, for example, Automatic Terminal Information Service (ATIS), Clearance, Ground Control, Tower, Approach Control and Departure Control. The user may select a desired frequency by touch and load the desired frequency into a radio frequency panel (see  FIG. 4K ). Procedures link  454 , which is an example of procedures link  407  of  FIG. 4A , provides a link to standardized procedures and checklists for airport approach and departure. Charts panel  449  may be configured to display greater or fewer items along the bottom or to arrange items differently without departing from the scope hereof. 
     The right side of charts panel  449  includes airport code indicator  455 , approach/departure indicator  456 , and select navigation indicator  457 . Selection of airport code indicator  455  enables selection of an airport and displays its code. Approach/departure indicator  456  enables selection for approaching or departing an airport. For example, if a user is approaching Nassau, Bahamas, MYNN is selected for airport code indicator  455  and approach is selected for approach/departure indicator  456 . A chart for approaching MYNN is displayed in charts panel  449  as a first page chart  458  and a second page chart  459 . First page chart  458  shows airport runways and gates, for example. By pinning charts panel  449  to TSIP  210 , such that panel  449  remains stationary on TSIP  210 , first and second chart pages  458 ,  459  may be zoomed, dragged, or otherwise manipulated using touch gestures. Selection of select navigation indicator  457  enables selection of a navigation type (see  FIG. 4H ). 
       FIG. 4H  depicts an exemplary charts panel  460  in which select navigation indicator  457  is selected to display navigation types available for the aircraft and selected airport. Navigation types include instrument landing system (ILS)  461 , automatic direction finder (ADF)  462 , VHF (very high frequency) omnidirectional range (VOR)  463 , global positioning system (GPS)  464 , non-directional beacon (NDB)  465 , and distance measuring equipment (DME)  466 . 
       FIG. 4I  depicts an exemplary charts panel  467  in which navigation by ILS  461  has been selected. Once a navigation type is selected, the charts component automatically displays available runways. 
       FIG. 4J  depicts an exemplary charts panel  468  in which runway fourteen (RWY  14 )  469  has been selected. A chart  470 , corresponding to an approach for runway fourteen is displayed in panel  468 . Charts panel  468  is configured such that changes to selections may be made by re-selecting any previous selection, for example airport code indicator  455 , approach/departure indicator  456 , or select navigation indicator  457 . 
       FIG. 4K  depicts an exemplary radio frequency panel  471  of the flight planning system. Radio frequency panel  471  may be accessed in several ways, including selecting or touching one of a communications link on TSIP  210 , proximity icon  402 , or favorites icon  403 . Within the mapping interface  429 , radio frequency panel is accessed in response to touch of radio source locations displayed on the map, including, for example, waypoints and origin/destination airports. Lastly, radio frequency component may be accessed by typing or searching for an airport code, airport name, or radio frequency, using a keyboard to search a menu stored in database  230 . 
     Radio frequency panel  471  includes a title indicator  472 , a pilot indicator  473 , an email icon  474 , a proximity icon  475 , a favorites icon  476 , a text message icon  477 , and a co-pilot indicator  478 . An example title, as in  FIG. 4K , is COMM, which is communication abbreviated, communication being the primary purpose of radio frequency panel  471 . Pilot indicator  473  illuminates when a pilot (as opposed to a co-pilot) is the active user who controls radio frequency panel  471 . Email icon  474  is used to access an email client for communicating via email. Proximity icon  475  and favorites icon  476 , which are examples of proximity icon  402  and favorites icon  403  of  FIG. 4A , are used for accessing radio frequencies based on proximity to the aircraft or based on a list of favorite radio frequencies, respectively. Text message icon  477  provides a link to a text messaging component for sending and receiving text messages sent via radio. Co-pilot indicator  478  illuminates when a co-pilot (as opposed to a pilot) is the active user who controls radio frequency panel  471 . 
     Radio frequency panel  471  includes a display of radio frequencies organized in rows for example. Each row includes a communication type indicator  479 , a radio frequency indicator  480 , a radio frequency identifier  481 , a microphone icon  482 , a keyboard icon  483 , a TXT icon  484 , and a headset icon  485 . Communication type indicator  479  lists the type of use for each corresponding radio frequency indicator  480 . For example, COM indicates a radio frequency used for radio communication (e.g., with an airport tower or ground control), and NAV indicates a radio frequency used for aircraft navigation (e.g., with ground radio beacons). Radio frequency indicator  480  lists the actual frequency of the radio waves in kHz. Radio frequency identifier  481  is a name to describe the purpose or recipient of the radio communication at that particular frequency. In an embodiment, radio frequency identifier  481  includes custom names for rapid identification of appropriate radio frequencies. Microphone icon  482  provides a switch and display for turning a microphone on or off for radio communication. Selection of keyboard icon  483  brings up a keyboard on TSIP  210  for typing. TXT icon  484  displays which radio frequency is active for sending and receiving text messages via the text messaging component. Headset icon  485  includes volume control for adjusting headset volume. 
     The rows of radio frequencies listed in panel  471  include a first communications channel  486 , abbreviated COM 1 ; a second communications channel  487 , abbreviated COM 2 ; a first navigation channel  488 , abbreviated NAV 1 ; a second navigation channel  489 , abbreviated NAV 2 ; and a transmit channel  490 , abbreviated TRANS  490 . Rows  486 ,  488 , and  490  are highlighted to indicate active radio frequencies. First and second communications channels  486 ,  487  are, for example, used for radio communication with an airport ground control. First and second navigation channels  488 ,  489  are, for example, used for radio communication with navigational aids, such as fixed ground beacon or GPS networks. Transponder channel  490  is, for example, used for identification with other aircraft and air traffic control. An identify symbol (IDENT)  491  may be selected to transmit a transponder code to air traffic control or another aircraft. Additional frequencies may be listed, for example, under rows  486 ,  487 ,  488 , and  489  in  FIG. 4K , for quick and easy selection of alternate radio frequencies. Additionally, other frequencies not shown can be accessed by scrolling the window down to access them. Those frequency channels include, but are not limited to, automatic direction finder (ADF), direction measuring equipment 1 and 2 (DME1 and DME2), and high frequency 1 and 2 (HF1 and HF2). 
       FIG. 4L  shows steps of an exemplary flight planning method  492  for providing a chart on a touch screen device. Method  492  utilizes onboard computer  201  to process information including user input, database  230 , GPS location, and flight plan, for determining which airport chart to display. Database  230  provides the necessary charts to display for example. GPS location data are accessed, for example, when the proximity component is used to select an airport. Flight plan data may be used based upon origin and destination airports of a loaded flight plan. 
     In step  493 , a list of menu options is presented on a touch screen mounted in an aircraft cockpit. In an example of step  493 , a charts function is selected displaying charts panel  449 . In an embodiment, charts function is selected from origin chart icon  411 , destination chart icon  413 , proximity icon  402 , or favorites icon  403  of panel  400  of  FIG. 4A , or from one or more touch icons displayed on TSIP  210 . In an embodiment, charts component is activated in response to touch of an origin location  419  or destination location  442  within mapping interface  429 . In an embodiment, charts component is activated by typing an airport code, airport name, or city from a keyboard. Menu options are selected by using charts panel  449  ( FIG. 4G ) displayed on TSIP  210 . 
     In step  494 , an indication of an airport is received. In an example of step  494 , an indication of an airport is selected and its code is displayed using airport code indicator  455  of charts panel  449  of  FIG. 4G . In an embodiment, an airport for Nassau, Bahamas, is selected and the airport code MYNN is displayed (see  FIG. 4G ). 
     In step  495 , corresponding charts are identified and automatically displayed. In an example of step  495 , a first page chart  458  and a second page chart  459  are identified and displayed in charts panel  449 . 
     In optional step  496 , it is identified that a selected chart is pinned to the touch screen by selection of a pin icon to enable manipulation of the selected chart with one or more touch gestures. In an example of optional step  496 , charts panel  449  is pinned to TSIP  210  enabling first and second chart pages  458 ,  459  to be dragged, scrolled, rotated, zoomed or otherwise manipulated using touch gestures. A chart may be pinned to TSIP  210  before or after any step of method  492 . 
     In step  497 , an indication of approach or departure is received. In an example of step  497 , approach is selected and displayed using approach/departure indicator  456  of charts panel  449  of  FIG. 4G . 
     In step  498 , an indication of a navigation type is received. In an example of step  498 , navigation type is selected using select navigation indicator  457  of charts panel  449  of  FIG. 4G . In an embodiment, available navigation types include ILS  461 , ADF  462 , VOR  463 , GPS  464 , NDB  465 , and DME  466  as depicted in charts panel  460  of  FIG. 4H . In an embodiment, navigation by ILS  461  is selected as shown in charts panel  467  of  FIG. 4I . 
     In step  499 , a menu of available runways is automatically displayed. In an example of step  499 , a menu of available runways is displayed in charts panel  449 . In an embodiment, runway fourteen (RWY  14 )  469  is selected and corresponding chart  470  for approach to runway fourteen is shown in charts panel  468  of  FIG. 4J . 
     Embodiments of the present invention are directed to providing navigational aids. Navigational aids have been used in aircraft to assist users in navigation and to improve situational awareness. However, the aids are typically separate components and sometimes multiple sources need to be referenced to gain access to necessary information. Additionally, the displays of previous navigational aid systems were limited and not able to display detailed information related to the navigational aid. For example, the previous displays were typically very small so including detailed information was not feasible since there was no room on the screen to display the information. 
     A navigational aid, as used herein, refers generally to a tool utilized to aid in the navigation of a vehicle whether it is the physical navigation of the vehicle, additional information aiding in the physical navigation of the vehicle, or the like. A vehicle may be any mode of transportation including, but not limited to, aircraft, watercrafts, etc. In preferred embodiments, the present invention is implemented within an aircraft. While navigational aids currently exist that help “guide” a vehicle, or aircraft in embodiments, that is the extent of the aid. A mere “guide” showing where the aircraft is traveling is provided. The present invention offers integration of multiple informational sources as well as detailed navigational information. 
     The navigational aids of the present invention may be displayed via the TSIP  210 . Additionally, the use of a camera, such as camera  290 , may facilitate the capture of the real-time image displayed on the TSIP  210 . The navigations aids described herein may be displayed on the TSIP  210  overlaying the real-time image. In embodiments, navigational aids are displayed overlaying a three-dimensional real-time panoramic view. The navigational aids may include, for instance, a flight guide, an airport guide, and a traffic guide, to name a few. Any other application that aids in the navigation of a vehicle (e.g., aircraft) may be included in the navigational aids displayed via TSIP  210 . 
     Initially, a flight guide navigational aid will be discussed. The flight guide may be displayed overlaying the three-dimensional real-time image of the TSIP  210 . The flight guide itself may be displayed in a three-dimensional representation. The flight guide, with the use of a plurality of planes, or path indicators, creates a graphical representation of a flight plan and/or flight path. Flight plan, as used herein, refers generally to a planned path identified at the onset of the flight an aircraft should follow to arrive at a destination. A flight path, as used herein, refers generally to an actual path of an aircraft. The flight path may or may not be the same as the flight plan. User configurations may determine whether a flight plan or flight path is displayed. Alternatively, a setting could be selected that provides both the flight plan and the flight path such that a user is able to quickly view if there are any differences between the current flight plan and the planned flight plan. 
     The flight guide may interact with various systems of an aircraft including, but not limited to, aircraft avionics, autopilot and flight plan systems to determine location, speed, altitude, attitude, and the like, to display the appropriate flight track the aircraft will/should follow. The information necessary to the flight guide application may be acquired from the ARINC Data Bus of any avionics manufacturer system. In embodiments, the flight guide application may be a stand-alone component in communication with the avionics manufacturer&#39;s system. In additional embodiments, the flight guide application may be incorporated into an avionics manufacturer&#39;s system. 
       FIG. 5A  provides an exemplary graphical user interface (GUI)  501  illustrating a flight guide application. A real-time image  502  is provided via the TSIP  210  and the flight guide application is provided such that it is overlaying the real-time image  502 . The flight guide application is embodied in GUI  300  as a flight path  503  comprising a plurality of planes, or path indicators. The plurality of planes/path indicators may be used to highlight the flight path  503  of an aircraft. The plurality of planes may each be associated with various coordinates (e.g., physical locations in space), glide slopes, and the like. In an embodiment, the information associated with each plane/path indicator (e.g., glide slope, etc.) is displayed to a user upon an indication such as selection of the plane, hovering over the plane/path indicator, etc. 
     The flight guide application may be a feature that is controlled directly from the TSIP  210 .  FIG. 5B  provides an exemplary GUI  505  illustrating the selection features of the flight guide application. The flight guide  506  may be displayed in combination with a menu including a flight guide activation icon  507  and a user interface panel  508  including flight path details. The flight guide activation icon  507  may be configured such that selection thereof provides a detailed flight plan user interface panel  508 . The user interface panel  508  may include the flight plan from origin to destination, weather, a current flight path to destination, and the like. Within the user interface panel  508  a flight guide activation icon  509  may be included that is configured such that selection thereof activates (i.e., turns on) or deactivates (i.e., turns off) the flight guide application. If deactivated, the flight guide  506  may no longer be presented on the TSIP  210 . Upon reactivation, the flight guide  506  may reappear via the GUI  505 . This allows users the ability to dynamically control activation of the flight guide  506 . 
     Turning now to  FIG. 5C , an exemplary GUI  510  is provided that illustrates a flight guide  511 . As previously mentioned, the flight guide  511  illustrates a flight path including one or more path indicators to provide a graphical representation of the flight path. The one or more path indicators may each be associated with spatial coordinates. For instance, a first path indicator  512  is associated with different spatial coordinates than a second path indicator  513 . Additionally, each of the path indicators may be represented in a different manner as the vehicle is approaching a path indicator. For example, the representation may be based on distance such that a first path indicator within X distance may be represented one way (e.g., a specific color, a visual representation, etc.) while a second path indicator within Y distance (further than X distance) may be represented another way, different from the first path indicator (e.g., a specific color different than that used for the first path indicator, a visual representation different from that used for the first path indicator, etc.). Alternatively, path indicators may be displayed the same way when they are each greater than a predetermined distance from the aircraft. This may be helpful so that only path indicators that are proximate (within a predetermined distance from an aircraft) are displayed differently and attract attention while the remaining path indicators that are not proximate indicate the flight path without distinguishing representations. 
     A plurality of path indicators is provided in  FIG. 5C  and may be seen as a first path indicator  512  and a second path indicator  513 . As is shown, first path indicator  512  is on top of, or before, second path indicator  513  in the flight guide  511 . This alerts users that the first path indicator  512  and coordinates associated therewith will be encountered prior to the second path indicator  513  and its respective coordinates. 
     The flight guide  511  may include one or more waypoints. A waypoint, as used herein, refers generally to coordinate in physical space.  FIG. 5C  provides a first waypoint  5314  and a second waypoint  515 . By of example, a waypoint may be a destination airport, radio beacon, or VOR (VHF Omni-Directional Radio) stations along the flight guide, etc. The flight guide  511  may be configured so that path indicators are associated with waypoints. In embodiments, path indicators are displayed differently when approaching a waypoint. For example, when an aircraft is proximate to a waypoint (i.e., within a predetermined distance from a waypoint), the path indicators leading to the waypoint may be displayed differently to signal an approach. The path indicators may, for example, flash when the aircraft is approaching the path indicator. The path indicators may, alternatively, change colors to signal a relative distance from the aircraft, the waypoint, etc. The information necessary to integrate the flight guide, waypoints, etc., may be acquired from any aircraft system previously mentioned that typically supplies the data (e.g., GPS, charts, etc.). 
     This example is further described with respect to  FIG. 5D .  FIG. 5D  provides an exemplary GUI  516  that is a front-view of a flight guide  517  including one or more path indicators, a first path indicator  518  and a second path indicator  519 . As with  FIG. 5C , the first path indicator  508  and second path indicator  519  are arranged such that the path of the aircraft is apparent to one or more users. 
       FIG. 5E  provides an exemplary GUI  520  of an exemplary descent screen. As in  FIG. 5C , a flight guide  521  is provided with one or more path indicators illustrated. The concept described with reference to  FIG. 5C  is applicable in this example as well but is directed to a descent, specifically. As previously described, the one or more path indicators may be configured to convey information based on a distance to or from a waypoint, the aircraft, or the like. In a descent situation, the one or more path indicators proximate to the destination will indicate a descent is approaching and may be proximate to a waypoint  522  (e.g., destination airport). Similar to previous examples, this may be illustrated by displaying the path indicators differently to draw attention to them by, for example, using different colors, flashing the path indicators, etc. It is noted that the flight guides provided in  FIGS. 5A-5E  are overlaying a three-dimensional real-time image on the TSIP. 
     One or more airports, as previously described, may be provided in a flight guide as a waypoint, a destination, an origin, or the like. When navigating, it may be useful to have access to airport information associated with said airports, whether it is the destination airport or not, for a variety of reasons.  FIG. 5F  provides an exemplary GUI  523  illustrating an embodiment where detailed information regarding an airport is provided. As with the previous GUI&#39;s described,  FIG. 5F  depicts a flight guide overlaying a real-time image.  FIG. 5F  provides a destination airport indicator  524  along with a user interface panel  525 . The destination airport indicator  524  may be configured such that selection thereof results in the display of the user interface panel  525 . A selection may be hovering over the indicator  525 , touching the indicator  525  with a finger, a stylus, or any other input device, or any other method used for selection of an item on a touch-screen interface. The user interface panel  525  may include detailed information associated with the indicator  524 . In this case, the destination airport indicator  810  is associated with a destination airport so information related to the particular destination is provided such as, for example, the airport code of the airport, an elevation, a distance of the destination airport from the aircraft, a frequency with which to contact the airport, and the like. Any information may be provided in the user interface panel  525  as determined by a user. 
     Airports may be presented within the TSIP when it is determined they are within a predetermined distance from the aircraft. The predetermined distance may be any distance desired by a user and is configurable such that it may be dynamically changed. An exemplary predetermined distance is 150 nautical miles. A current location of the aircraft may be continuously monitored such that the predetermined distance evaluated is constantly changing. For instance 150 nautical miles from the aircraft at Point A is different when the aircraft travels 5 miles east to Point B. Thus, the TSIP may be in constant communication with other aircraft systems to provide updated, real-time data including a current location of the aircraft and any updates to airport information based on changes in the aircraft&#39;s current location. 
     As with airports, there may be situations where detailed information related to traffic may be needed. Traffic, as used herein, refers generally to any vehicle proximate to, or within a predetermined distance of, the aircraft.  FIG. 5G  provides an exemplary GUI  526  illustrating a traffic embodiment of the present invention.  FIG. 5G  illustrates this embodiment where traffic is indicated with a flight instrument display (similar to flight instrument display  120  of  FIG. 1 ) but traffic could be displayed in any part of the TSIP. Here, an item of traffic is detected and represented as traffic icon  527 . Traffic icon  527  may be associated with a traffic information panel  528 . The traffic information panel  528  may include a tail number as a traffic identifier or any other identifying means to identify traffic associated with the traffic icon  527 . In this case, a tail number of the aircraft associated with the traffic icon  527  is provided in the traffic information panel  528 . 
     Traffic icon  527  may be configured such that selection thereof may result in a display of detailed traffic information. The detailed information may be provided in a detailed traffic panel as illustrated in  FIG. 5H .  FIG. 5H  provides an exemplary GUI  529  illustrating a traffic icon  530  and a detailed traffic panel  531 . The detailed traffic panel  531  in this case provides a tail number as a traffic identifier or other identifying means (that may have been displayed in a traffic information panel similar to traffic information panel  528  of  FIG. 5G  prior to selection of the traffic icon  530 ) as well as an elevation of the traffic associated with the traffic icon  530 , a distance away from the aircraft, a speed, and the like. Information displayed may be configured by users to achieve a customized interface. 
     The ability to make a selection of, for example, a traffic icon or a destination airport indicator allows users to obtain a real-time detailed view via the TSIP where users may have otherwise been required to reference several sources to compile information and still would not have the compilation viewable on a touch screen interface with a single selection. Each embodiment of this application (e.g., traffic and airport details, flight guides, etc.) may be provided overlaying a real-time image. 
     Additionally, with each of the airport and traffic embodiments, information may have been previously displayed such as a simple identifier but detailed information including distance, elevation, speed, etc. was not previously displayed. 
     Furthermore, with each of the airport and traffic embodiments, a current location of the aircraft is continuously monitored and updated (via, for example, GPS) such that the airport information, traffic information, waypoint information, etc. is accurate. For example, the flight guide discussed herein is configured to indicate a proximate waypoint. A current location of an aircraft is continuously monitored and updated so that it is known when a waypoint is within a predetermined distance of the aircraft. Similarly, a current location of an aircraft should be known at all times in order to ascertain traffic that is within a predetermined distance of the current location. This real-time monitoring provides up-to-date information. Furthermore, detailed information provided (e.g., detailed airport information, detailed traffic information) may include information that requires updating based on updates to a current location of an aircraft. For instance, in  FIG. 5H , a distance from the aircraft is provided as 4.1. As the aircraft moves, and as the traffic moves, this distance between the two changes and may be updated as updated locations and speeds are identified of both the aircraft and the traffic. 
     Traffic information may be provided to users based on distance levels. A distance level, as used herein, refers generally to distance ranges to organize data. Aircraft users (e.g., pilots, co-pilots) would like to be alerted to traffic but, in some cases, may not need an urgent alert. For example, traffic may be detected that is X distance away from aircraft, where X is a completely normal, safe distance. On the other hand, traffic may be detected that is Y distance from the aircraft, where Y is not necessarily a risk yet but is something that should be monitored or may require action. Lastly, there may situations where traffic is detected at Z distance, where Z is an emergent situation that is a risk and requires action to avoid danger. It makes sense to provide these varying levels of traffic notifications to a user in a different manner. Thus, distance levels may be utilized to organize traffic. Distance levels may be configured by a user and exemplary figures are only used herein for example purposes only. Assume that a predetermined distance from an aircraft to monitor is 100 nautical miles. A first distance level may be 50-75 nautical miles, while a second distance may be 25-50 nautical miles, and further more a third distance may be less than 25 nautical miles. Again, these distances are merely exemplary and may be configured and customized for each user&#39;s preferences. Additionally, the system may be configured to include as many distance levels as desired by users. 
     Thus, when traffic is detected within the first distance level, it may simply be displayed via the TSIP with some identifying information. Alternatively, traffic at other distance levels designated by a user to accompany a notification may be provided via the TSIP along with an alert. The alert may be a separate notification (e.g., a pop-up alert panel) or may be included in or with the traffic icon (e.g., an exclamation point on the traffic icon, the traffic icon appearing in an alert color (e.g., red), and the like). Additionally, the TSIP may be equipped with a master alert system that results in the TSIP (the entire TSIP) indicating an alert is present. In the example of nearby traffic, if an alert is warranted based on the distance level, the TSIP master alert system may initiate and generate an alert by, for example, making a border of the TSIP flash with an alert (e.g., the border may flash a color (red)), switch to an alert state (e.g., the border may switch to an alert color designated by a user), or the like. 
     With reference to  FIG. 5I , a flow diagram is provided showing an exemplary method  532  for providing navigational aids. Initially, at block  533 , an indication of a flight path that includes one or more waypoints is received. A graphical representation of the flight path is generated at block  534 . The graphical representation includes a plurality of planes (path indicators) along the flight path, wherein each plane is associated with a slope and an angle for an orientation of a vehicle navigating the flight path. At block  535  the graphical representation is dynamically updated relative to an updated location of the vehicle. 
     With reference to  FIG. 5J , a flow diagram is provided showing another exemplary method  536  for providing navigational aids. Initially, at block  537 , one or more airports proximate to a location of an aircraft is identified. Information associated with the one or more airports is identified at block  538  and includes, at least, an airport identifier and a distance from the aircraft. An airport icon is generated for each of the one or more airports at block  539  and is provided at block  540 . At block  541 , the one or more airports and airport icons are updated based on an updated location of the aircraft. 
     With reference to  FIG. 5K , a flow diagram is provided showing yet another exemplary method  542  for providing navigational aids. Initially, at block  543 , a location of a first aircraft is identified. At block  544 , any traffic within a predetermined distance of the first aircraft is identified, wherein traffic includes other aircraft. It is then determined that a second aircraft is within the predetermined distance of the first aircraft at block  545 . A traffic user interface panel that includes information associated with the second aircraft including airspeed of the second aircraft is generated at block  546 . The predetermine distance from the first aircraft is monitored and updated according to an updated location of the first aircraft at block  547 . 
     Additional embodiments of the present invention are directed to providing a synthetic vision display in combination with the TSIP. SVS have been used in aircraft for quite some time to improve situational awareness. However, the synthetic vision enhancements were either applied entirely or not at all. SVS are not currently available in a gradient-type application. In other words, synthetic vision enhancements have not been applied to a real-time image to achieve an image that is a combination of a real-time image and a synthetic vision enhancement. For example, rather than turning the SVS on and viewing a 100% synthetic image, a user could, utilizing the present invention, indicate that a synthetic vision enhancement should be applied according to a synthetic vision application value. A synthetic vision application value, as used herein, refers generally to a numerical value with which to apply a synthetic vision enhancement. In embodiments, the synthetic vision application value is a percentage value. In additional embodiments, the synthetic vision application value is a percentage value less than 100% to achieve a combination of a synthetically enhanced image and the real-time original image. 
     In application, a real-time image is captured by, for example, the camera  290  of  FIG. 2 , and displayed via the TSIP  210 . The real-time, unenhanced, image may be referred to as an original image herein.  FIG. 6A  illustrates an exemplary graphical user interface (GUI)  601  in which a real-time image is displayed. The GUI includes, as previously identified, one or more flight instrument displays  602 , one or more navigational displays  603  and the underlying real-time image  604 . As is shown in  FIG. 6A , the real-time image  604  does not include much detail as visibility is low in this example. Thus, one could imagine the view of the real-time image  604  as it is displayed is merely fog, clouds, etc. 
     The original image may be modified to include synthetic vision enhancements upon receiving an indication to apply a synthetic vision application or enhancement to the original image. The indication may be a user selection from a menu of the TSIP or any other means available to activate or apply a synthetic vision enhancement. 
     Once indicated, a synthetic vision application value is identified and applied to an original image. The synthetic vision application value may be user input. Alternatively, a default value may be set in the system to be automatically applied such as, for example, 50%. Any desired value may be set as the default value. 
     The indicated synthetic vision enhancement may be overlaid on the original image to generate a modified image.  FIG. 6B  illustrates an exemplary GUI  605  in which an original image is modified, or overlaid, with a synthetic vision enhancement according to a synthetic vision application value.  FIG. 6B  includes a modified image including a synthetic vision enhancement at a 50% application value. As is clear in  FIG. 6B , the GUI  605  includes a view area  606  that is much clearer and more detailed than that in  FIG. 6A . Note that the images in  FIG. 6A  and  FIG. 6B  are identical and are only different in the amount of synthetic vision applied to illustrate the clarity achieved with the gradient functionality of the synthetic vision application of the present invention.  FIG. 6B  clearly identifies various parts of a landscape including terrain  607 , water  608 , and clouds  609 . The markers identified in  FIG. 6B  (i.e., terrain, water, clouds) are merely exemplary in nature and any identifying markers could be included in a view. 
       FIG. 6C  goes on to include a detailed GUI  610  in which the original image is modified, or overlaid, with a synthetic vision enhancement according to a synthetic vision application value.  FIG. 6C  includes a modified image including a synthetic vision enhancement at a 90% application value. The application values illustrated in  FIGS. 6A, 6B, and 6C  are merely exemplary in nature and any value from 0-100% is possible. Ideally, a value less than 100% is utilized to achieve an image combining both a synthetic, digitally created view with a real-time, original view. Also, as with  FIG. 6B , the image of  FIG. 6C  is identical to that of  FIG. 6A , it is merely illustrating the original image of  FIG. 6A  overlaid with a synthetic enhancement. As is shown in  FIG. 6C , the view area  606  includes the landscape shown in  FIG. 6B , but with a higher degree of clarity. For instance, more details are visible in terrain  611  and clouds  613 . Also present is water  612 . 
     The gradient-type feature of the synthetic vision application provides users the ability to dynamically adjust images. This improves situational awareness by allowing users more power in controlling the image. For example, on a foggy/cloudy day, a user may need more synthetic vision to “see” through the weather but as the fog/clouds lift, the user could reduce the amount of synthetic vision enhancements to bring in real images to better identify landmarks (e.g., roads, rivers, houses, etc.) that the synthetic vision would not show. 
     The TSIP  210  may be further configured to display data in a three-dimensional view. Weather, for instance, may be displayed in a three-dimensional view in combination with the original image. Alternatively, data (e.g., weather) may be displayed in a three-dimensional view in combination with a modified image including the original image and a synthetic vision enhancement. This embodiment is illustrated in  FIG. 6D  where a GUI  614  is provided that illustrates a modified view with a synthetic vision enhancement (note distinction in the view from  FIG. 6A ) and also including a three-dimensional weather representation  615 . Previously, this combination presentation was not achieved since SVS data was typically presented on such a small display and overlaying any information could render the synthetic vision image useless (e.g., too much information in the small screen could overload or confuse the user). In the present invention, the TSIP  110  provides such an expansive view that many data points can be overlaid, including weather and synthetic vision, without overloading or confusing an image or a user. Furthermore, the ability to control the synthetic vision application value allows users to scale back the synthetic vision application when appropriate so that other items such as weather, for instance, may be highlighted when necessary. 
     Furthermore, two-dimensional user interface panels may be provided at any view of the TSIP. For instance, user interface panels may be provided over an original image, a modified image including an original image and a synthetic vision enhancement, or a modified image including an original image, a synthetic vision enhancement, and a three-dimensional representation.  FIG. 6E  provides a GUI  616  illustrating an embodiment where a two-dimensional user interface panel  617  is provided over a modified image (e.g., an original image overlaid with a synthetic vision enhancement) including a three-dimensional representation  618  (e.g., weather). In the illustration of  FIG. 6E , the three-dimensional representation  618  is weather. Additionally, the two-dimensional user interface panel  617  is a weather user interface panel but could be any other panel configured by the system. The two-dimensional user interface panel  617  may be moved to any portion of the TSIP  210  or may be closed by selection of indicator  619 . Additionally, the user interface panel  617  may be pinned to the TSIP such that is may be manipulated with user gestures within the user interface panel  617 . For instance, the user interface panel  617  itself may be pinned to the TSIP such that the user interface panel  617  is stationary. Then a user could manipulate the user interface panel  617  via one or more gestures such as, for example, scrolling within the user interface panel  617 , zooming in or zooming out the user interface panel  617  view via gestures, and the like. 
     In application, a second modified image may be generated upon receiving an indication that weather information (whether two or three-dimensional) is to be included in an image. The second modified image may be a modified image that includes the original image and a synthetic vision enhancement combined with weather information. Alternatively, weather information may be overlaid with an original image. For instance, an original image could be modified to include three-dimensional weather representations without the addition of any synthetic vision enhancements. 
     While various data points (e.g., synthetic vision enhancements, weather, etc.) may overlay an original image (i.e., view) the data can, at any time, be removed from the view. 
     With reference now to  FIG. 6F , a flow diagram is illustrated showing an exemplary method  620  for displaying a real-time view in an aircraft, in accordance with an embodiment of the present invention. As indicated at block  621 , an indication of a synthetic vision application is received. The indication may enable the synthetic vision application for the real-time view. At block  622 , a synthetic vision application value to apply to the real-time view is identified. A synthetic vision enhancement is applied to the real-time view according to the synthetic vision application value at block  623 . A modified real-time view is generated where the modified real-time view is enhanced by synthetic vision as indicated by the synthetic vision application value at block  624 . 
     With reference to  FIG. 6G , a flow diagram is provided showing yet another exemplary method  625  for displaying a real-time view within an aircraft. Initially, at block  626 , an indication to enable synthetic vision is received. Based on the indication to enable synthetic vision, a second image including a synthetic vision enhancement is generated and the second image overlays the real-time image at block  627 . At block  628 , an indication to include weather data in the second image is received. A modified second image that includes each of the synthetic vision enhancement and the weather data is generated and the modified second image overlays the real-time image at block  629 . 
       FIGS. 7A through 7D  depict exemplary aircraft flight-control systems for displaying aircraft surfaces and receiving selections to control aircraft surfaces via TSIP  210 .  FIGS. 7A through 7D  illustrate an exemplary user interface that may be displayed over the real-time image provided by TSIP  210 . 
       FIG. 7A  depicts an exemplary aircraft flight-control system  700 , which includes an abbreviated title (FLT CONT)  701 , and is configured to continuously display numerically and graphically the instantaneous positions of the aircraft&#39;s flight-control surfaces via flight-control surface representations. A menu option displayed on TSIP  210 , such as FLT CONT menu option  737  of  FIG. 7E , for example, may be used to select aircraft flight-control system  700 . 
       FIG. 7A  depicts flight-control surface representations with silhouette images to represent large flight surfaces. For example, a tail image  702  depicts a silhouette of the aircraft tail with a perspective view from the rear of the aircraft. Tail image  702  may display large flight surfaces including a vertical stabilizer image  703  and a horizontal stabilizer image  705 . Smaller flight-control surface representations may be overlaid on the silhouetted images. For example, vertical stabilizer image  703  includes an overlaid representation of a smaller flight-control surface, namely a rudder display  704 . Similarly, horizontal stabilizer image  705  may include overlaid representations of smaller flight-control surfaces, such as a left elevator display  706  and a right elevator display  707 . 
       FIG. 7A  also includes a left wing image  714  and a right wing image  718 , which depict a silhouette of each wing with a perspective view from the rear of the aircraft. Left wing image  714  may include representations of smaller flight-control surfaces, including but not limited to, flaps, ailerons, speed brakes, and slats. Aileron and speed brake graphical indicators are both shown in figures  FIGS. 7C and 7D . Slats are located on the leading edge of the wing and thus are not shown in the perspective view from the rear provided by  FIG. 7A . Slats are typically deployed automatically with flaps but may be controlled independently within an embodiment of aircraft flight-control system  700 . Left wing image  714  includes a left-wing outboard flap display  715 , a left-wing middle flap display  716 , and a left-wing inboard flap display  717 . Similarly, right wing image  718  includes a right-wing outboard flap display  719 , a right-wing middle flap display  720 , and a right-wing inboard flap display  721 . In  FIG. 7A , flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  are configured to indicate that all flaps are located in a fully retracted position. 
     In addition to aircraft flight-control surface representations, aircraft flight-control system  700  continuously monitors aircraft data busses to determine positions and intended movement of the flight-control surfaces and illustrates instantaneous positions of flight-control surfaces with position indicators via TSIP  210 . The aircraft&#39;s data busses continuously receive data from sensors configured to determine actual positions of flight-control surfaces. Position indicators may include graphical and numerical indicators. An exemplary graphical indicator is a rudder graphical indicator  710 , which indicates the aircraft&#39;s rudder position to the left or right of the aircraft&#39;s vertical stabilizer. Specifically,  FIG. 7A  shows an equally balanced rudder graphical indicator  710  to indicate a straight (i.e., unturned) rudder position with respect to the aircraft&#39;s vertical stabilizer. Similarly, a horizontal stabilizer graphical indicator  712  may indicate nose-up or nose-down positions of the aircraft&#39;s horizontal stabilizer with respect to a nominal position.  FIG. 7A  shows horizontal stabilizer graphical indicator  712  indicating a nose-up position of the aircraft&#39;s horizontal stabilizer. Typically aircraft left and right elevators move simultaneously with each other and independently of the horizontal stabilizer. Accordingly, left and right elevator displays  706 ,  707  may represent left and right elevator positions simultaneously with each other and independently of horizontal stabilizer image  705 . 
     Many aircraft flight-control surfaces, including rudders, horizontal stabilizers and elevators, typically receive input for control from a control stick and/or rudder pedals. Aircraft flight-control system  700  is configured to continuously display instantaneous positions regardless of how the flight-control surfaces are controlled. In an embodiment, aircraft flight-control system  700  is configured to receive inputs via TSIP  210  to control aircraft flight-control surfaces including rudders, horizontal stabilizers and elevators. 
       FIG. 7B  depicts an exemplary aircraft flight-control system  726  for displaying aircraft surfaces and receiving selections to control aircraft surfaces via TSIP  210 . Aircraft flight-control system  726  is an example of aircraft flight-control system  700  of  FIG. 7A . Graphical displays may be integrated within silhouette images. For example, graphical displays for flap positions are overlaid on wing images. Specifically,  FIG. 7B  shows left wing image  714  and right wing image  715  with flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  indicating fully deployed flap positions, whereas  FIG. 7A  shows flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  for fully retracted flap positions. Note that the flap displays shown in  FIG. 7B  are larger than the flaps displays shown in  FIG. 7A  to provide a size perspective and an intuitive representation of flap deployment that may be quickly observed. In an embodiment, flap displays for intermediate flap angles (e.g., seven and fifteen degrees) are correspondingly sized to represent intermediate flap angles. In other words, a view of left wing image  714  and right wing image  718  mimics an actual view of the aircraft&#39;s flaps from behind the aircraft. 
     In addition to graphical indicators, aircraft flight-control system  700  includes numerical indicators to continuously display instantaneous positions of flight-control surfaces. For example, a rudder numerical indicator  708  displays a numeric position in degrees with respect to the aircraft&#39;s vertical stabilizer. Specifically,  FIGS. 7A through 7D  show a zero degree position of rudder numerical indicator  708 , indicating that the rudder is straight (i.e., unturned) behind the aircraft&#39;s vertical stabilizer. Similarly, a horizontal stabilizer numerical indicator  711  may display a position in degrees from a nominal level position. Specifically,  FIGS. 7A through 7D  show a minus three degree position of horizontal stabilizer numerical indicator  711  to indicate the aircraft&#39;s horizontal stabilizer position is three degrees below nominal. In an embodiment, aircraft flight-control system  700  includes numerical indicators for left and right elevators  706 ,  707 . 
     In addition to graphical and numerical position indicators used to display aircraft flight-control information, aircraft flight-control system  700  may be configured to receive selections for controlling aircraft surfaces. For example, a series of displayed flap angle options are configured to receive selections of flap angles.  FIGS. 7A through 7D  show exemplary flap angle options including a zero degree flap option  722 , a seven degree flap option  723 , a fifteen degree flap option  724 , and a thirty-five degree flap option  725 .  FIGS. 7A and 7C  show zero degree flap option  722  highlighted, indicating that selection of a zero degree position was received for fully retracted aircraft flaps.  FIGS. 7B and 7D  show thirty-five degree flap option  725  highlighted, indicating that selection of a thirty-five degree position was received for fully deployed aircraft flaps. 
     Controlling flap angles by receiving flap angle selections via TSIP  210  is an improvement over prior art methods that use a monument mounted in the pedestal. An aircraft flap controller is essentially a lever mounted to an electrical resolver, which reads the position of the flap handle lever and converts that position to a digital signal. The signal is interpreted as a command to the flap driver in the wing, which moves the flap surface. Aircraft flight-control system  700  replaces the monument and generates identical digital signals upon receiving selections via TSIP  210 . One advantage of using TSIP  210  is to avoid the need for the pedestal, which removes potential for foot strikes on the flap controller. 
     Aircraft flight-control system  700  displays actual (measured) positions of flight-control surfaces. Thus, if selection is received to deploy the flaps, for example, but one or more flaps does not move, the actual state of each flap is displayed, not the intended position. This provides the flight crew with greater situational awareness in the event of a suspected malfunction with a flight-control surface. 
     During movement of a flight-control surface, corresponding graphical and numerical indicators may display the actual position accordingly. For example, if the aircraft&#39;s rudder moves to the right, rudder graphical indicator  710  indicates a rudder position to the right, and rudder numerical indicator  708  displays a numeric position in degrees, with respect to the aircraft&#39;s vertical stabilizer. In an embodiment, rudder display  704  also graphically indicates a rudder position to the right with respect to the aircraft&#39;s vertical stabilizer. In another embodiment, rudder display  704  is configured to blink to represent rudder movement. 
     When a desired position is not reached by a flight-control surface, one or more warning signals may be displayed via the graphical and numerical indicators. For example, if selection is received for thirty-five degree flap option  725  but one or more flaps does not reach thirty-five degrees below nominal (i.e., fully deployed), the corresponding graphical indicator for each faulty flap may be highlighted in a different shade or color. For example, a nominal graphical indicator may be green, whereas a caution is amber and a warning is red. In an embodiment, a warning includes a flashing graphical indicator to attract attention. In another embodiment, noises are made to attract attention to a warning. If a surface that is supposed to work in unison, such as the three flap panels, malfunctions, the system changes the flight-control surface color from green to amber or red. As an example, selection is received to deploy the flaps to thirty-five degrees, but middle flap panel on the right wing deploys to seven degrees, middle flap display  720  would produce a warning signal. Thus the graphical representation of aircraft flight-control system  700  provides the flight crew with a quick visual guide to the state of each flight-control surface for improved situational awareness. 
       FIG. 7C  depicts an exemplary aircraft flight-control system  727  for displaying aircraft surfaces and receiving selections to control aircraft surfaces via TSIP  210 . Aircraft flight-control system  727  is an example of aircraft flight-control system  700  of  FIG. 7A . Aircraft flight-control system  727  includes a left wing aileron display  728  and a right wing aileron display  729 . Ailerons are flight-control surfaces used to roll an aircraft for banking while turning. Ailerons are typically activated when a pilot makes an input with a control stick but may be controlled via TSIP  210  as an embodiment of aircraft flight-control system  727 . The resulting position of the ailerons may be displayed on TSIP  210  via aircraft flight-control system  727 . For example, when a right banking turn has been initiated, the aircraft&#39;s left wing aileron drops below the wing and the aircraft&#39;s right wing aileron lifts above the wing. Accordingly, aircraft flight-control system  727  displays left wing aileron display  728  below left wing image  714  and right wing aileron display  729  above right wing image  718 , as shown in  FIG. 7C . In certain situations both ailerons of an aircraft may be in a position above the wing for slowing the aircraft without rolling (see for example,  FIG. 7D ). 
       FIG. 7D  depicts an exemplary aircraft flight-control system  730  for displaying aircraft surfaces and receiving selections to control aircraft surfaces via TSIP  210 . Speed brakes are flight-control surfaces used to slow an airplane by creating drag.  FIG. 7D  illustrates exemplary locations of a left wing speed brake display  731  and a right wing speed brake display  732  above middle flap displays  716 ,  720  on top of left and right wing images  714 ,  718 , respectively. Each aircraft speed brake may include one or more panels. For example,  FIG. 7D  shows two panels per left and right speed brake display,  731 ,  732 , respectively. Speed brakes are deployed typically during landing but also during flight, by using a lever next to throttles on the pedestal, and aircraft flight-control system  730  is configured to display the resulting speed brake positions. Specifically,  FIG. 7D  illustrates fully deployed speed brakes with left and right wing speed brake displays  731 ,  732  shown above left and right wing images  714 ,  718 , respectively. In an embodiment, left and right speed brake displays  731 ,  732  are configured to receive selections for controlling positions of the aircraft&#39;s speed brakes. 
       FIG. 7E  depicts an exemplary TSIP  735 , which is an example of TSIP  210  of  FIG. 2 .  FIG. 7E  illustrates a combined mode controller and engine indicator  736  located in the upper middle portion of TSIP  735 . Combined mode controller and engine indicator  736  displays a mode controller for controlling aircraft autopilot options and for visualizing engine information. In an embodiment, combined mode controller and engine indicator  736  is configured to be displayed in a convenient location between the pilot and co-pilot, as shown in  FIG. 7E , but it may be displayed in any location on TSIP  210  without departing from the scope hereof. Aircraft flight-control system  700  may be selected from a menu, such as menu  150  of  FIG. 1 . Specifically, a FLT CONT  737  menu option may be used to select aircraft flight-control system  700 , as shown in  FIG. 7E . 
       FIG. 7F  depicts a combined mode controller and engine indicator  740 , which is an example of combined mode controller and engine indicator  736  of  FIG. 7E . Combined mode controller and engine indicator  740  is designed to represent the shape of an aircraft&#39;s fuselage and engine cowlings, wherein the fuselage portion includes a mode controller  741  and the engine cowlings include a left engine indicator  750  and a right engine indicator  755 . Combined mode controller and engine indicator  736  receives data from the aircraft&#39;s data busses and processes data using onboard computer  201  to determine left and right engine performance and displays the performance data on TSIP  210 . 
     Mode controller  741  includes options for selection of various autopilot control functions via TSIP  210  including, but not limited to, Flight Level Change (FLC)  742 , Autopilot (AP)  743 , Altitude (ALT)  744 , Vertical Speed (VS)  745 , Vertical Navigation (VNV)  746 , and Flight Director (FD)  747 . Once selection of an autopilot mode is made, the respective portion of mode controller  741  may be highlighted, with a different shade or color for example. 
     Left engine indicator  750  and a right engine indicator  755  provide the flight crew with a graphical and numerical representation of engine performance and status.  FIG. 7F  shows an exemplary combined mode controller and engine indicator  740  for a dual-engine aircraft, but combined mode controller and engine indicator  740  could be configured to display engine indicators for a single-engine or triple-engine aircraft, without departing from the scope hereof. 
     Left engine indicator  750  includes a fan speed numerical display  751  and a fan speed graphical display  752 . Similarly, right engine indicator  755  includes a fan speed numerical display  756  and a fan speed graphical display  757 . Fan speed numerical displays  751  and  756  include numerical indicators of fan speed, for example, as a percentage of a pre-determined maximum fan speed, corresponding to the aircraft&#39;s left and right engine fan speeds, respectively. Fan speed graphical displays  752  and  757  include graphical indicators of fan speed, such as a graphical dial for example, corresponding to fan speed of the aircraft&#39;s left and right engines, respectively. Graphical displays  752  and  757  may include various shading or coloring to convey fan speed information. For example, fan speeds less than eighty percent may be colored green, while fan speeds between eighty and eighty-nine percent may be colored amber to indicate caution, and fans speeds of ninety percent or greater may be colored red to provide a warning signal. In an embodiment, fan speed graphical displays  752  and  757  include gradients of shading or coloring between different shades or colors, respectively. In an embodiment, fan speed numerical displays  751  and  756  include coloring or shading that matches fan speed graphical displays  752  and  757 , respectively. 
     Left engine indicator  750  includes an Interstage Turbine Temperature (ITT) numerical display  753  and an ITT graphical display  754 . Similarly, right engine indicator  755  includes an ITT numerical display  758  and an ITT graphical display  759 . ITT numerical displays  753  and  758  include numerical indicators of temperature, for example in degrees Celsius, corresponding to measured temperature of the aircraft&#39;s left and right engines, respectively. ITT graphical displays  754  and  759  include graphical status indicators that change shade or color, for example, corresponding to temperature changes for the aircraft&#39;s left and right engines, respectively, and to provide warnings of anomalous performance. In an embodiment, ITT numerical displays  753  and  758  change shade or color to match the shade or color of ITT graphical displays  754  and  759 , respectively 
     Each of the numerical and graphical displays for the engine indicators, shown in  FIG. 7F  and described above, may be configured to receive selections for responding to warning signals. For example, selection of a numerical or graphical display provides a list of options displayed on TSIP  210 , which may include standard operating procedures and checklists from databases  230  for alleviating anomalous performance. 
       FIG. 7G  depicts an exemplary aircraft flight-control method  770  for controlling aircraft flight-control surfaces via TSIP  210 . In step  771 , a list of menu options is presented. In an example of step  771 , a list of menu options, including a flight-control option  737 , is presented on TSIP  210 , as shown in  FIG. 7E . 
     In step  772 , a selection of an aircraft flight-control function is received. In an example of step  772 , selection of aircraft flight-control system  700  (of  FIG. 7A ) is received via flight-control option  737  of TSIP  210 , as shown in  FIG. 7E . 
     In step  773 , an indication is received to identify a flight-control surface to control. In an example of step  773 , an indication is received to control flaps via flap angle options including zero degree flap option  722 , seven degree flap option  723 , fifteen degree flap option  724 , and thirty-five degree flap option  725 , as shown in  FIGS. 7A through 7D . Note that aircraft flight control system  700  may be configured to continuously display instantaneous positions of flight-control surfaces, before, during and after an indication is received to control flight-control surfaces. 
     In step  774 , a selection is enabled to initiate a position change for the selected flight-control surface. In an example of step  774 , flap angle options are enabled for selection to change flap positions including zero degree flap option  722 , seven degree flap option  723 , fifteen degree flap option  724 , and thirty-five degree flap option  725 , as shown in  FIGS. 7A through 7D . In an embodiment, zero degree flap option  722  is selected, as shown in  FIGS. 7A and 7C . In another embodiment, thirty-five degree flap option  725  is selected, as shown in  FIGS. 7B and 7D . 
     In step  775 , a corresponding movement to a selected position is verified for the aircraft flight-control surface. Example flight-control surfaces include the aircraft&#39;s horizontal stabilizer, elevator, rudder, aileron, speed brake, and flap. Movement of flight-control surfaces may be controlled by aircraft flight-control system  700  or by other automatic or pilot initiated controls such as a control stick or rudder pedals. In an example of step  775 , following selection of zero degree flap option  722 , flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  are configured to indicate fully retracted flap positions and zero degree flap option  722  is highlighted, as shown in  FIGS. 7A and 7C . Fully retracted flap positions are measured, for example, by sensors configured to detect each fully retracted flap and send a corresponding signal to TSIP  210  via onboard computer  201 . In another example of step  775 , following selection of thirty-five degree flap option  725 , flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  are configured to indicate fully deployed flap positions and thirty-five degree flap option  725  is highlighted, as shown in  FIGS. 7B and 7D . Fully deployed flap positions are measured, for example, by sensors configured to detect each fully deployed flap and send a corresponding signal to TSIP  210  via onboard computer  201 . Example sensors include contact switches, magnetic contact switches, resolvers, and non-contact interlock switches. 
     Step  776  is a decision to determine if the selected position deviates from an actual position. If in step  776 , the selected and actual positions are determined to be the same (i.e., they essentially do not deviate from one another), then method  770  proceeds to step  777  to end. In an example of step  776 , following selection of thirty-five degree flap option  725 , fully deployed flap positions are measured, and method  770  proceeds to step  777  to end. Because aircraft flight-control system  700  is configured to continuously display actual flight-control surface positions, step  776  is both simple and intuitive to perform. For example, aircraft flight-control system  726  instantaneously displays the actual position of fully-deployed flaps by highlighting thirty-five degree flap option  725  and showing flap displays  715 ,  716 ,  717 ,  719 ,  720 ,  721  in their fully deployed configuration, as shown in  FIG. 7B . 
     If in step  776 , the selected and actual positions are determined to deviate from one another (i.e., they are not essentially the same position), then method  770  proceeds to step  778  to display a warning signal to indicate that the selected position deviates from the actual position of the control surface. Step  778  is followed by step  779  to present a list of selections for possible responses to the warning signal. Example responses include silencing an audible warning signal, stopping a warning signal from flashing, resetting a flight-control surface to its nominal position, and repeating selection for a desired position. In step  780 , an indication is received of a selected response to the warning signal, after which method  770  returns to step  775  to verify movement of the selected position to the actual position. 
     In embodiments, awareness-enhancing indications are communicated by displaying them on the touch screen instrument panel. In order to provide a frame of reference,  FIG. 8A  shows the touch screen instrument panel  100  in a pre-alert status before any warnings have been triggered. As can be seen, no windows are shown being opened up on the display  800 , and the terrain image and other normal in-flight content are plainly visible. Further, none of the menu buttons  150  are presented in a way that distinguishes them from the others, other than identifying markings. 
     This changes, however, when an alert is received from the aircraft systems. Referring now to  FIG. 8B , a process flow diagram  801  is representative of alert processes which might be executed on the computer  201  to increase crew awareness. In a first step  802 , alert information is received from an aircraft system. In one embodiment, this information might include either TCAS or TAWS information or alerts/warnings from component  280  (See  FIG. 2 ). Alternatively, the message might be received from aircraft flight equipment  250  regarding, e.g. an issue regarding lighting, de-icing equipment, control surfaces, etc. The information could regard any of the aircraft systems shown in  FIG. 2 . Regardless of the source, the type of information, when received, is normally associated with a severity level. More specifically, a level of urgency in which some corrective measures should be taken. Thus, in a step  803 , the level of severity of the information is identified. For example, four levels of severity might be employed. A first level of severity may be called “informational” and colored white for conditions that do not require flightcrew response, but are for informational purposes only. A second level of severity may be called “advisory” and colored cyan (or blue) for conditions that require flightcrew awareness and may require subsequent flightcrew response. A third level of severity may be called “caution” and colored amber (or yellow) for conditions that require immediate flightcrew awareness and subsequent flightcrew response. A fourth level of severity may be called “warning” and colored red for conditions that require immediate flightcrew awareness and immediate flightcrew response. These severity levels may be referred to as part of the aforementioned color coding scheme as will be discussed hereinafter. 
     In a Step  804 , assuming the information regards an alert at a sufficient severity level, the computer  201  causes an awareness-enhancing indication, which, in an embodiment could be a peripheral display made to alert the crew of the existence of a warning. More specifically, in some embodiments, the display is made peripherally at one or more locations. In yet further other embodiments, the display is made substantially around the entire periphery of the touch screen as can be seen in the embodiment disclosed in  FIG. 8C . 
     Referring to  FIG. 8C , it can be seen that the state of the panel shown in FIG.  8 A 3  has changed to include the peripherally displayed graphic  813 . In one embodiment, the awareness-enhancing indication is color-coded, for example, red for an extreme emergency or warning, and amber or yellow for a less extreme emergency or caution. With respect to alert information that is at lower severity levels, a process running on computer  201  may result in no peripheral graphic being displayed at all. In further embodiments, a peripheral warning graphic displayed will pulsate to draw additional extra attention. It should be evident to those skilled in the art that various colors and attraction inducing measures could be selected in order to meet this objective. It should also be evident that because of the peripheral location of the warning indication, that the crew is able to clearly see and maintain the use of most of the display area  813 , while at the same time, the indication pulsing and colored at the margins is impossible to miss. 
     In other embodiments, or in addition to, or instead of the margin-displayed indication, the awareness-enhancing indication is provided in the form of highlighting menu options. “Highlighting” or “highlighted” as used herein means that an item is made to be differentiated from other items, or otherwise modified to increase awareness relative to that item. The use of the term should not be interpreted as requiring any particular color or other further restrictive constructions unless otherwise specified. 
     In terms of the process embodiment disclosed in  FIG. 8B , it can be seen that a crew alert button  805  is subjected to highlighting. In terms of look-and-feel,  FIG. 8C  shows the crew alert button  814  as it might be highlighted on the menu  150  to enhance awareness (e.g., the crew will know that it is a menu item that should be selected to learn more about the problem, and also redress the problem). 
     Aside from the crew-alert button illumination (CAS) shown in  814  of  FIG. 8C  and shown as Step  805  in  FIG. 8B , a Step  806  causes the illumination of one or more system buttons (e.g., menu buttons  815  and  817 , also in  FIG. 8C ). 
     Each of these menu buttons  814 ,  815 , and  817  can be highlighted in a number of different ways. In some embodiments, they are illuminated in a color that is the same of the particular warning level identified in Step  803 . For example, for an extreme alert, a button might be illuminated in red—a color that those skilled in the art recognize as indicating a high level of seriousness. For less serious, but still important situations, the buttons might be illuminated in yellow. For moderately important situations the coloring might be blue, and for less serious items the coloring might be white. 
     Once a crew member identifies an alert exists as described wherein the peripheral area  812  is illuminated, in buttons  814 ,  815 , and  817  are similarly highlighted by illumination, corrective measures can be taken. Button  815  “ELECT” provides, for example, electrical system schematic diagrams (see  FIG. 8  and description below). Button  817  “MAINT” provides, for example, menu options for accessing maintenance issues (see  FIG. 8G  and description below). In order to assist the crew member in this regard, a step  807  provides that when a crew member selects the crew alert button  814 ,  FIG. 8D  shows that this will bring up a window  819  in a Step  807  where bars  821 ,  822 ,  823 , and  824  are displayed. Each of bars  821 ,  822 ,  823 , and  824  represents a system for which an alert exists. 
     Looking more closely at the crew alertness window  819 , the window is initially presented in a collapsed format (as shown in  FIG. 8D ), but is expandable. More specifically, if the user clicks on any of bars  821 ,  822 ,  823 , and  824 , existing in  FIG. 8D  can be expanded as shown in the screen  826  shown in  FIG. 8E . Note that sensed data is continuously displayed providing improved situational awareness for responding to a fault. For example, bar  823  includes a wingtip temperature reading and bar  824  includes battery voltage, current and temperature. 
     Referring to  FIG. 8E , and moving from bottom to top, the “APU ON” bar  821 , e.g., might be color coded white to represent a low priority state of alert. One bar up, the “APU FIRE BOTTLE LOW” Bar  822  might be colored blue to reflect a slightly more concerning alert level. Above that, a bar  823  for “RIGHT WING TIP COLD” is shown in expanded form, a user having selected it. Like with bars  821  and  822 , bar  823 , in the present embodiment, will be color coded with respect to severity level. For example, bar  823 , in embodiments, could be colored yellow, reflecting a serious event, but not an emergency. 
     A crew member concerned about the warning is then able to click on, and thus expand bar  823 , revealing means to correct the situation. Here, temperature sensors have detected a temperature, displayed in bar  823 , that is below a predetermined setpoint. Thus, the expansion of bar  823  displays an appropriate solution, that being “TURN ON RIGHT WING ANTI-ICE” which is displayed next to a button  827  labeled with “RH WING”. In embodiments, action button  827  will also be highlighted in the same color of warning indication (yellow) as has been used to lead the user through the process. If the crew member selects action button  827 , the anti-ice equipment will be activated with respect to the right wing, thus correcting the problem of potential ice buildup. 
     Bar  824 , labelled as “LEFT BATTERY OFF”, would operate in much the same way. For example, it might also be displayed at its respective severity level, e.g. yellow here, indicating a serious situation needing to be dealt with, but not emergency situation. Note that bar  824  may include pertinent information, such as real-time data from sensor measurements for battery voltage, current and temperature, for example. When Bar  824  is expanded as shown in  FIG. 8E , an appropriate solution is displayed. For example, the user is told to “TURN ON LEFT BATTERY”, and provided with a selectable field/button  828  (here “LH BATT”) which when selected will turn the left battery back on, thus correcting the problem. 
     Procedurally speaking, the crew-alert processes enable the reaching of a solution to the warning by increasing awareness (leading the user through menus using color-coded highlighting). In  FIG. 8B , these processes are represented in a Step  807 . Then, when the crew makes the corrective action, the process moves on to a Step  809  where the computer receives the remedial action due to the touch screen selection made (e.g., by activating either of buttons  827  or  828 ). 
     The crew is also offered an alternative approach to reaching the same solution. More specifically, given an alert, highlighting also directs the user to find a solution to the problem by looking at a particular system involved. As will be recalled, from the discussions involving  FIG. 8C , and at the same time reviewing  FIG. 8B , a step  806  causes the highlighting of one or more system items (e.g., menu buttons  814  and  816  also in  FIG. 8C ) as is expressed in the process diagram of  FIG. 8B  as a step  808 . 
     Upon the selection of highlighted menu item  815  (labeled as “ELECT” in  FIG. 8F ), a window  825  will be called up (see  FIG. 8D ). This window is shown in more detail in  FIG. 8 . Looking to  FIG. 8 , it is shown that a schematic of the electrical system is displayed. When the system screen  829  is presented, the particular component of interest will be highlighted. Here, the left-hand-side battery, or “LH BATT”  830  will be highlighted. In some embodiments, the highlighting will be in the color reflective of the warning level. For example, here, yellow just like with the crew-alert processes. If the crew member touches the “LH BATT” button, the battery will be turned back on to correct the error. Thus, this is another, alternative to direct a crew member to an appropriate solution by enhancing awareness. In other words, the system-focused processes expressed in steps  806  and  808  give the crew an alternative guided solution to reaching remedial step  809  aside from the crew-alert processes offered by following steps  805  and  807 . 
     A similar process would also be afforded to a crew member in addressing the problem with the anti-icing system reflected by the highlighting of system button  816  (entitled “ANTI ICE”). Assuming that all the remedial actions have been taken, the computer will then turn off the peripheral warning and remove the highlighting in a Step  810 . 
     Another aspect of the touch-screen instrument panel enables the bringing up of a graphical representation of at least one system component (e.g., possibly a device that is a part of the aircraft flight equipment  250 , see  FIG. 2 ), and then displaying information regarding a real-time value for an aircraft-parameter proximate the device relevant. The terms “graphical” or “graphic” as used herein should not be construed as requiring any particular level of vividness or realism. These terms mean simply that the graphic is identifiable as being a resemblance of something. 
     Referring back to  FIG. 8C , it can be seen that a maintenance “MAINT” button  817  is shown. When a crew member activates this button, a window like that shown in  FIG. 8G  is displayed. On initial opening up, all four of the bars (e.g.,  832  and the three above it) would all be in a collapsed state (see discussions regarding screen  819  in  FIG. 8D ).  FIG. 8G , however, shows two of the bars (the “PRESSURE” and “DIAGNOSTICS” bars) have been expanded by the user. It can be seen that the “PRESSURE” bar  832  has been expanded to reveal a graphic representation of a nose wheel landing gear arrangement symmetrically paired between left and right landing gear. Additionally, the real-time values for tire pressures are shown for each tire in each tire tandem. These graphical representations make it very convenient for the user in that they are able to graphically associate the real-time parameter values (e.g., PSI) with the actual physical components in the proper orientation. For example, it can be seen upon looking at the right wheel  833 , that a value  834  in the right outboard tire  835  is abnormally low (25 PSI versus the normal 45 PSI). The combination of real time parameter values (e.g., tire pressures) along with the physical representations of the components makes it easy for the user to identify the problem. 
     It should also be understood that this maintenance window can also be brought up as a result of an alert issued. This might occur, e.g., when a parameter value (e.g., PSI) is identified as being abnormally low (e.g., the value of 25 PSI value in tire  835 ). Referring back to the process diagram  801  shown in  FIG. 8B , an abnormal pressure level  834  detected in the left tire would trigger a warning from the aircraft systems. This warning would result in the highlighting of maintenance button  817  (according to step  806 ) and then, upon receipt of a selection of that button by a crew member, the maintenance window of  FIG. 8G  would be brought up. Bar  832  would, at that time, be collapsed, but would be highlighted in the relevant color (the same color, e.g., yellow, currently used in the highlighting of the menu item  817  and in the display of the margin warning  812 ). A click on the highlighted bar by a crew member, will expand the “PRESSURE” bar  832  revealing graphical representations of the wheel components as shown in  FIG. 8G . This gives the crew member an additional level of awareness regarding the relative orientations of actual physical device having the problem. 
     Additionally, the warning-causing parameter value display  834  and/or the particular device (e.g., tire  835 ) in which the abnormality is occurring are (in embodiments) highlighted in a color indicating the severity level of the alarm (and consistent with the color currently used in the highlighting of the menu item  817  and margin warning  812 ). The result is that a user, in face of a system abnormality, is quickly navigated to the source of the problem, and can easily identify the real-time value relevant to that problem. 
     Expanding of the “DIAGNOSTICS” bar  836  (as shown) gives the user the ability to examine the states of the inputs and outputs of various PC cards by selecting (i.e. touch) any of the particular cards listed. Additional maintenance items may be retrieved from the maintenance window along with document look-ups stored on databases  230 . This feature provides an aircraft maintenance crew with improved access to relevant maintenance information. 
     In another aspect which enhances crew awareness, processes are provided which give the crew a historical context for parameter values. Referring to  FIG. 8C , selection of the “PROP” button brings up a screen  837  shown in  FIG. 8H . Screen  837  shows one of many other possible arrangements where real time values are displayed in a historical context. These values will be recorded over time by computer  201  utilizing a database (e.g., in one of a number of databases  230  in  FIG. 2 ). Recorded and time-stamped values for parameters (e.g., pressures, temperatures) are then called up and continually displayed as is depicted in an oil temperature chart  838  and an oil pressure chart  839 . In the embodiment disclosed, chart  838  reflects two lines, a first plot  843  representative of an oil temperature for the left hand engine over time, and a second plot  844  representative of an oil temperature for the right hand engine over time. The real time current values  840  are displayed as shown for chart  838 . Chart  838  includes time on an X axis  841 , and includes the relevant parameter value (here, oil temperature) on a Y axis  845 . 
     Similarly, oil pressure chart  839  enables the crew to see not only real-time values  842 , but also to view them in a historical context. The historical nature of these charts is beneficial because the crew member is able to see abnormalities not only in the real time value  840 , but also in the context of the past for those values. 
     Embodiments of the invention have been described to be illustrative rather than restrictive. Alternative embodiments will become apparent to those of ordinary skill in the art to which the present invention pertains without departing from its scope. 
     While the invention is susceptible to various modifications and alternative constructions, certain illustrated embodiments thereof are shown in the drawings and have been described above in detail. It should be understood, however, that there is no intention to limit the invention to the specific forms disclosed but, rather, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention. 
     It will be understood by those of ordinary skill in the art that the order of the steps recited herein is not meant to limit the scope of the present invention in any way and, in fact, the steps may occur in a variety of different sequences within embodiments hereof. Any and all such variations, and any combination thereof, are contemplated to be within the scope of embodiments of the present invention.