Patent Publication Number: US-11046450-B1

Title: Aviation situation awareness and decision information system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application claims the benefit of U.S. application Ser. No. 15/655,623, filed Jul. 20, 2017. U.S. application Ser. No. 15/655,623 is herein incorporated by reference in its entirety. 
     BACKGROUND 
     Pilots are facing a number of issues in the flight deck today. Industry and research organizations have been observing that procedural complexity is pushing past the limits of human capacity and part time automation is creating a crisis in the cockpit and eroding skills. Additionally, the trend has been to add systems and sensors leaving pilots to integrate and monitor information, and airplane system integration is going up while pilot system knowledge is going down. Too much to do without enough time, tools or resources leads to the inability to focus, assess risk, and manage threats and errors. Distractions result in a loss of situational awareness and continue to be the most pervasive human threat to safety. Situation awareness (SA) is being aware of what is happening around you and understanding what that information means to you now and in the future. 
     The underlying trend is that pilots are having greater difficulty in creating and maintaining a sufficient level of situation awareness, especially when it comes to aircraft systems and aircraft intent. The pilot can be severely challenged in rapidly bringing all of the available information together in a form that is manageable for making accurate decisions in a timely manner. It is becoming widely recognized that more data does not equal more information. 
     Currently implemented user interfaces are not designed around situation awareness and do not permit the flight crew to effectively manage the information available to gain a high level of understanding of what is happening. 
     Research indicates that people will act first to classify and understand a situation. The appropriate internal mental model (from training and/or experience) will then trigger a response leading to action. Situation Awareness becomes a key feature that dictates the success of the decision process. Pilots should go beyond simple perception of the state of their environment (both inside and outside the aircraft) and should understand the integrated meaning of what they are perceiving in light of their goals. Currently implemented user interfaces are not effective at creating a high level of situation awareness. 
     The perception of time and the temporal dynamics of information also come into play with situation awareness. Understanding how much time is available until an event occurs or an action is required occupies an important role. The ability to project the current situation into the future requires a highly developed mental model of system behavior, supported by situation awareness. By constantly projecting ahead, the pilot is able to develop a ready set of strategies and responses to potential events. 
     While the underlying information content of today&#39;s flight deck is sufficient for supporting the flight crew&#39;s situation awareness, the architecture and organizational schemes for the information are inadequate. In fact, certain elements of temporal information, as it relates to the flight plan, are currently hidden from the flight crew and only used as “internal” parameters. Currently implemented decision support tools are primarily aimed at avoiding external hazards (e.g., weather, terrain, traffic) and supporting flight plan re-routes rather than supporting flight crew situation awareness. 
     SUMMARY 
     In one aspect, embodiments of the inventive concepts disclosed herein are directed to a system. The system may include a non-avionics computing device, a data network switch, and a plurality of avionics computing devices. The non-avionics computing device may include a display, a non-avionics non-transitory computer-readable medium, and a non-avionics processor communicatively coupled to the non-avionics non-transitory computer-readable medium. The non-avionics computing device may be implemented onboard an aircraft. The non-avionics processor may be configured to execute a situation awareness program stored in the non-avionics non-transitory computer-readable medium. The data network switch may be implemented in the aircraft. The plurality of avionics computing devices may be implemented in the aircraft. Each of the plurality of avionics computing devices may be communicatively coupled to the data network switch. Each of the plurality of avionics computing devices may include a non-transitory computer-readable medium and a processor communicatively coupled to the non-transitory computer-readable medium. The plurality of avionics computing devices may include a first avionics computing device communicatively coupled to the non-avionics computing device. The first avionics computing device may be configured to: receive avionics data from other of the plurality of avionics computing devices; filter the avionics data from the other of the plurality of avionics computing devices based on a predetermined relevance to the situation awareness program; and output the filtered avionics data to the non-avionics computing device. 
     In a further aspect, embodiments of the inventive concepts disclosed herein are directed to a system. The system may include a non-vetronics computing device, a data network switch, and a plurality of vetronics computing devices. The non-vetronics computing device may include a display, a non-vetronics non-transitory computer-readable medium, and a non-vetronics processor communicatively coupled to the non-vetronics non-transitory computer-readable medium. The non-vetronics computing device may be implemented onboard a vehicle. The non-vetronics processor may be configured to execute a situation awareness program stored in the non-vetronics non-transitory computer-readable medium. The data network switch may be implemented in the vehicle. The plurality of vetronics computing devices may be implemented in the vehicle. Each of the plurality of vetronics computing devices may be communicatively coupled to the data network switch. Each of the plurality of vetronics computing devices may include a non-transitory computer-readable medium and a processor communicatively coupled to the non-transitory computer-readable medium. The plurality of vetronics computing devices may include a first vetronics computing device communicatively coupled to the non-vetronics computing device. The first vetronics computing device may be configured to: receive vetronics data from other of the plurality of vetronics computing devices; filter the vetronics data from the other of the plurality of vetronics computing devices based on a predetermined relevance to the situation awareness program; and output the filtered vetronics data to the non-vetronics computing device. 
     In a further aspect, embodiments of the inventive concepts disclosed herein are directed to a method. The method may include receiving, by a processor of an avionics computing device of a plurality of avionics computing devices, avionics data from other of the plurality of avionics computing devices, the plurality of avionics computing devices implemented in an aircraft. The method may include filtering, by the processor of the avionics computing device, the avionics data from the other of the plurality of avionics computing devices based on a predetermined relevance to a situation awareness program stored in at least one non-avionics non-transitory computer-readable medium of a non-avionics computing device. The method may include outputting, by the processor of the avionics computing device, the filtered avionics data to the non-avionics computing device, wherein the non-avionics computing device may be implemented onboard the aircraft. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Implementations of the inventive concepts disclosed herein may be better understood when consideration is given to the following detailed description thereof. Such description makes reference to the included drawings, which are not necessarily to scale, and in which some features may be exaggerated and some features may be omitted or may be represented schematically in the interest of clarity. Like reference numerals in the drawings may represent and refer to the same or similar element, feature, or function. In the drawings: 
         FIG. 1  is a view of an exemplary embodiment of a system including an aircraft, a control station, satellites, global positioning system (GPS) satellites, a network, and a network operations center (NOC) according to the inventive concepts disclosed herein. 
         FIG. 2  is a view of the input/output devices of the aircraft of  FIG. 1  according to the inventive concepts disclosed herein. 
         FIG. 3  is a view of the aircraft sensors of the aircraft of  FIG. 1  according to the inventive concepts disclosed herein. 
         FIG. 4  is a view of exemplary devices of the aircraft of  FIG. 1  communicatively coupled via a data network switch of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 5  is an exemplary view of the display of the non-avionics computing device of  FIG. 1  of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 6A  is an exemplary view of the display of the non-avionics computing device of  FIG. 1  of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 6B  is an exemplary view of the display of the non-avionics computing device of  FIG. 1  of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 7  is an exemplary view of the display of the non-avionics computing device of  FIG. 1  of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 8  is an exemplary view of the display of the non-avionics computing device of  FIG. 1  of an exemplary embodiment according to the inventive concepts disclosed herein. 
         FIG. 9  is a diagram of an exemplary embodiment of a method according to the inventive concepts disclosed herein. 
     
    
    
     DETAILED DESCRIPTION 
     Before explaining at least one embodiment of the inventive concepts disclosed herein in detail, it is to be understood that the inventive concepts are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments of the instant inventive concepts, numerous specific details are set forth in order to provide a more thorough understanding of the inventive concepts. However, it will be apparent to one of ordinary skill in the art having the benefit of the instant disclosure that the inventive concepts disclosed herein may be practiced without these specific details. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the instant disclosure. The inventive concepts disclosed herein are capable of other embodiments or of being practiced or carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting. 
     As used herein a letter following a reference numeral is intended to reference an embodiment of the feature or element that may be similar, but not necessarily identical, to a previously described element or feature bearing the same reference numeral (e.g.,  1 ,  1   a ,  1   b ). Such shorthand notations are used for purposes of convenience only, and should not be construed to limit the inventive concepts disclosed herein in any way unless expressly stated to the contrary. 
     Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by anyone of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present). 
     In addition, use of the “a” or “an” are employed to describe elements and components of embodiments of the instant inventive concepts. This is done merely for convenience and to give a general sense of the inventive concepts, and “a” and “an” are intended to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise. 
     Finally, as used herein any reference to “one embodiment,” or “some embodiments” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the inventive concepts disclosed herein. The appearances of the phrase “in some embodiments” in various places in the specification are not necessarily all referring to the same embodiment, and embodiments of the inventive concepts disclosed may include one or more of the features expressly described or inherently present herein, or any combination of sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure. 
     Broadly, embodiments of the inventive concepts disclosed herein are directed to a system and a method. Some embodiments may include a non-vetronics computing device configured to provide an operator of a vehicle with relevant information, organized in such a way as to improve (e.g., maximize) situation awareness. Some embodiments may include a non-avionics computing device configured to provide flight crew with relevant information, organized in such a way as to improve (e.g., maximize) situation awareness. A non-avionics computing device may include any computing device that is not part of the avionics of an aircraft. The non-avionics computing device may include a situation awareness program (e.g., a situation awareness and decision information program) stored in a non-transitory computer readable medium. Execution of the situation awareness program may cause the non-avionics computing device to enhance situation awareness for any number of goals, such as internal awareness of system health to external awareness of airport conditions. In some embodiments, the non-avionics computing device may be implemented onboard an aircraft as a mobile computing device, such as a laptop computing device or a tablet computing device. The non-avionics computing device may be configured to receive (e.g., receive via a secure wireless connection) a stream of data from an avionics computing device (e.g., a secure server router computing device). The avionics computing device may be configured to filter avionics data (e.g., data from avionics computing devices and/or aircraft sensors) from a plurality of other avionics computing devices and output the filtered avionics data to the non-avionics computing device as the stream of data. In some embodiments, the non-avionics computing device may be configured to receive data (e.g., weather forecast data) from off-board sources in addition to the filtered avionics data. 
     The non-avionics computing device may be configured to organize a portion of the filtered avionics data into situation awareness data structures (e.g., databases, records, files, journals, tables, lists (e.g., linked lists), or a combination thereof). Each of the situation awareness data structures may be configured to contain a portion of the filtered avionics data associated with a situation of a plurality of predetermined situations. For example, the plurality of predetermined situations may include a flight configuration profile during a particular stage of flight, system synoptics, a takeoff, a landing, and/or trajectory conformance. Additionally, the non-avionics computing device may be configured to receive a user input (e.g., a user selection) to display content associated with a particular situation awareness data structure. Further, the non-avionics computing device may be configured to generate a graphical user interface based at least on the particular situation awareness data structure. The graphical user interface may include graphical representation content associated with the particular situation awareness data structure and textual content associated with the particular situation awareness data structure, and the graphical representation content and the textual content may be relevant to the particular situation. Additionally, the non-avionics computing device may be configured to output the graphical user interface to a display of the non-avionics computing device for presentation to a user, such as a flight crew member (e.g., a pilot). For example, execution of the situation awareness program is configured to enhance a situational awareness of a crew member user onboard the aircraft by displaying graphical representation content and the textual content relevant to the particular situation. As such, embodiments improve the field of aviation by enhancing flight crew member situational awareness so as to improve aircraft safety. 
     In some embodiments, regulatory authority certification requirements, such as Federal Aviation Administration (FAA) certification requirements, would be minimized as the situation awareness program running on the non-avionics computing device integrates pre-existing avionics data into information structures that support situation awareness. In an exemplary embodiment, none of the filtered avionics data would be unique to the non-avionics computing device such that, if the non-avionics computing device were to fail, the flight crew could still source all required information from avionics computing devices of the aircraft. In some embodiments, the non-avionics computing device is not and need not be certified by the FAA. For example, in some embodiments, the non-avionics computing device may be restricted from sending data to any of the avionics computing device such that the non-avionics computing device may be configured to only unidirectionally communicate (e.g., receive only) with the avionics computing device. 
     Referring now to  FIG. 1 , an exemplary embodiment of a system  100  according to the inventive concepts disclosed herein includes at least one aircraft  102 , a control station  126 , satellites  132 , global positioning system (GPS) satellites  134 , a network  136 , and a network operations center (NOC)  138 . Some or all of the aircraft  102 , the control station  126 , the satellites  132 , the GPS satellites  134 , the network  136 , and the NOC  138  may be communicatively coupled at any given time. 
     The aircraft  102  includes at least one communication system  104 , a plurality of computing devices  112  (which may also be referred to as aircraft computing devices, helicopter computing devices, or vehicular computing devices as may be appropriate), a GPS device  120 , aircraft sensors  122 , input/output devices  124 , and a computing device  140  (e.g., a non-avionics computing device), as well as other systems, equipment, and devices commonly included in aircraft. Some or all of the communication system  104 , the computing devices  112 , the GPS device  120 , the aircraft sensors  122 , the input/output devices  124 , the computing device  140 , and any other systems, equipment, and devices commonly included in the aircraft  102  may be communicatively coupled. While not shown, in some embodiments, the aircraft  102  may optionally include a NOC or include components (e.g., at least one computing device  112  and/or the communication system  104 ) configured to perform functionality similar to the NOC  138 . The aircraft  102  may be implemented as any suitable aircraft, such as a helicopter or airplane. While the system  100  is exemplarily shown as including the aircraft  102 , in some embodiments the inventive concepts disclosed herein may be implemented in or on non-vetronics computing devices and vetronics computing devices of any suitable vehicle (e.g., an automobile, train, submersible craft, watercraft, or spacecraft) or in any suitable environment. 
     The communication system  104  includes one or more antennas  106  (e.g., two antennas  106 , as shown), a processor  108 , and memory  110 , which are communicatively coupled. The communication system  104  (such as via one or more of the antennas  106 ) is configured to send and/or receive signals, data, messages, and/or voice transmissions to and/or from the control station  126 , other vehicles, the satellites  132 , the NOC  138 , and combinations thereof, as well as any other suitable devices, equipment, or systems. That is, the communication system  104  is configured to exchange (e.g., bi-directionally exchange) signals, data, messages, and/or voice communications with any other suitable communication system (e.g., which may be implemented similarly and function similarly to the communication system  104 ). Additionally, for example, the communication system  104  may be configured to exchange, send, and/or receive (e.g., via a wireless connection, a cabled connection, and/or a wired connection, a passenger broadband service connection, a safety services connection, or a combination thereof) signals, data, messages, and/or voice communications with, to, and/or from any suitable onboard device(s). 
     The communication system  104  may include at least one processor  108  configured to run or execute various software applications, computer code, and/or instructions stored (e.g., maintained) in at least one non-transitory computer-readable medium (e.g., at least one computer-readable medium implemented as hardware; e.g., at least one non-transitory processor-readable medium, at least one memory  110  (e.g., at least one nonvolatile memory, at least one volatile memory, or a combination thereof; e.g., at least one random-access memory, at least one flash memory, at least one read-only memory (ROM) (e.g., at least one electrically erasable programmable ROM (EEPROM)), at least one on-processor memory (e.g., at least one on-processor cache, at least one on-processor buffer, at least one on-processor flash memory, at least one on-processor EEPROM, or a combination thereof), or a combination thereof), at least one storage device (e.g., at least one hard-disk drive, at least one tape drive, at least one solid-state drive, at least one flash drive, at least one readable and/or writable disk of at least one optical drive configured to read from and/or write to the at least one readable and/or writable disk, or a combination thereof), or a combination thereof). Some or all of the at least one computer-readable medium may be communicatively coupled. For example, the processor  108  may be configured to receive data from the computing devices  112  and execute instructions configured to cause a particular antenna of the antennas  106  to transmit the data as a signal(s) to another communication system (e.g.,  128 ) of the system  100 . Likewise, for example, the processor  108  may be configured to route data received as a signal(s) by a particular antenna of the antennas  106  to one or more of the computing devices  112 . In some embodiments, the processor  108  may be implemented as one or more radiofrequency (RF) processors. 
     Each of the antennas  106  may be implemented as or may include any suitable antenna or antenna device. For example, the antennas  106  may be implemented as or include at least one electronically scanned array (ESA) (e.g., at least one active ESA (AESA)), at least one radio (e.g., at least one software defined radio (SDR)), at least one transmitter, at least one receiver, at least one transceiver, or a combination thereof. 
     While the communication system  104  is shown as having two antennas  106 , one processor  108 , and memory  110 , the communication system  104  may include any suitable number of antennas  106 , processors  108 , and memory  110 . Further, the communication system  104  may include other components, such as a storage device (e.g., solid state drive or hard disk drive), radio tuners, and controllers. 
     Each of the computing devices  112  of the aircraft  102  may include at least one processor  114 , memory  116 , and storage  118 , as well as other components, equipment, and/or devices commonly included in a computing device, all of which may be communicatively coupled to one another. Each of the computing devices  112  may be configured to route data to each other as well as to the communication system  104  for transmission to an off-board destination (e.g., satellites  132 , NOC  138 , control station  126 ). Likewise, each computing device  112  may be configured to receive data from another computing device  112  as well as from the communication system  104  transmitted from off-board sources (e.g., satellites  132 , NOC  138 , control station  126 ). The computing device  112  may include or may be implemented as and/or be configured to perform the functionality of any suitable aircraft system, such as an engine indication and crew alerting system (EICAS) computing device (e.g.,  112 - 2 ), a flight management system (FMS) computing device (e.g.,  112 - 3 ), an integrated flight information system (IFIS) computing device (e.g.,  112 - 4 ), an information management system (IMS) computing device (e.g.,  112 - 5 ), an onboard maintenance system (OMS) computing device (e.g.,  112 - 6 ), a terrain awareness and warning system (TAWS) computing device (e.g.,  112 - 7 ), and a secure server router computing device (e.g.,  112 - 8 ). (See, e.g.,  FIG. 4 .) The processor  114  may be configured to run various software applications or computer code stored (e.g., maintained) in a non-transitory computer-readable medium (e.g., memory  116  or storage  118 ) and configured to execute various instructions or operations. Additionally, for example, the computing devices  112  or the processors  114  may be implemented as special purpose computers or special purpose processors configured (e.g., programmed) to execute instructions for performing any or all of the operations disclosed throughout. In some embodiments, the aircraft  102  may include any suitable number of computing devices  112 . 
     The GPS device  120  receives location data from the GPS satellites  134  and may provide vehicular location data (e.g., aircraft location data) to any of various equipment/systems of the aircraft  102  (e.g., the communication system  104 , the computing devices  112 , the aircraft sensors  122 , the input/output devices  124 , and the computing device  140 ). The GPS device  120  may include a GPS receiver and a processor. For example, the GPS device  120  may receive or calculate location data from a sufficient number (e.g., at least four) of GPS satellites  134  in view of the aircraft  102  such that a GPS solution may be calculated. In some embodiments, the GPS device  120  may be implemented as or as part of a computing device  112 , the communication system  104 , navigation sensors of the aircraft sensors  122 , and/or one of the input/output devices  124 . The GPS device  120  may be configured to provide the location data to any of various equipment/systems of a vehicle. For example, the GPS device  120  may provide location data to the computing devices  112 , the communication system  104 , and the input/output devices  124 . Further, while  FIG. 1  depicts the GPS device  120  implemented in the aircraft  102 , in other embodiments, the GPS device  120  may be implemented in or on any type of vehicle, such as automobiles, spacecraft, trains, watercraft, or submersible craft. 
     The computing device  140  of the aircraft  102  may include a display  142  (e.g., a touchscreen display), at least one processor  144 , memory  146 , and storage  148 , as well as other components, equipment, and/or devices commonly included in a computing device, all of which may be communicatively coupled to one another. The computing device  140  may be implemented as a non-vetronics computing device (e.g., a non-avionics computing device). The computing device  140  may be configured to receive (e.g., receive via a secure wireless connection) a stream of filtered avionics data from an avionics computing device (e.g.,  112 ). Additionally, the computing device  112  may be configured to receive data (e.g., weather forecast data) from off-board sources. The computing device  140  may include a situation awareness program stored in a non-transitory computer readable medium (e.g., memory  146  and/or storage  148 ), and the processor  144  of the computing device  140  may be configured to execute the situation awareness program. The computing device  140  may be implemented as any suitable computing device, such as a wearable computing device and/or a mobile computing device (e.g., a laptop computing device, a tablet computing device, or a smart phone). The processor  144  may be configured to run various software applications (e.g., the situation awareness program) or computer code stored (e.g., maintained) in a non-transitory computer-readable medium (e.g., memory  146  and/or storage  148 ) and configured to execute various instructions or operations. Additionally, for example, the computing device  140  or the processor  144  may be implemented as a special purpose computer or a special purpose processor configured (e.g., programmed) to execute instructions for performing any or all of the operations disclosed throughout. In some embodiments, the aircraft  102  may include any suitable number of computing devices  140 . 
     While the communication system  104 , the computing devices  112 , the GPS device  120 , the aircraft sensors  122 , the input/output devices  124 , and the computing device  140  of the aircraft  102  have been exemplarily depicted as being implemented as separate devices or systems, in some embodiments, some or all of the communication system  104 , the computing devices  112 , the GPS device  120 , the aircraft sensors  122 , and/or the input/output devices  124  may be implemented as a single integrated system or device or as any number of integrated and/or partially integrated systems and/or devices. 
     The control station  126  includes at least one communication system  128  and at least one computing device  130 , as well as other systems, equipment, and devices commonly included in a control station. Some or all of the communication system  128 , the computing device  130 , and other systems, equipment, and devices commonly included in a control station may be communicatively coupled. The control station  126  may be implemented as a fixed location ground control station (e.g., a ground control station of an air traffic control tower, or a ground control station of a network operations center (e.g.,  138 )) located on the ground of the earth. In some embodiments, the control station  126  may be implemented as a mobile ground control station (e.g., a ground control station implemented on a non-airborne vehicle (e.g., an automobile or a ship) or a trailer). In some embodiments, the control station  126  may be implemented as an air control station implemented on an airborne vehicle (e.g., aircraft). The control station  126  may include a NOC or be communicatively coupled to the NOC  138  (e.g., via the network  136 ). 
     The communication system  128  and components thereof (such as antenna  106 ) of the control station  126  may be implemented similarly to the communication system  104  except that, in some embodiments, the communication system  128  may be configured for operation at a fixed location. The computing device  130  and components thereof (such as a processor (not shown) and memory (not shown)) of the control station  126  may be implemented similarly to the computing devices  112 . 
     While the antennas  106  are exemplarily depicted as being implemented in the aircraft  102  and the control station  126 , in some embodiments, antennas  106  may be implemented in, on, or coupled to any other suitable device, equipment, or system, such as a computing device (e.g., a laptop computing device, a mobile computing, a wearable computing device, or a smart phone), a mobile communication system (e.g., a man pack communication system), or satellites  132 . 
     The network  136  may be implemented as any suitable network or combination of networks. For example, the network  136  may include or be implemented as the internet, a portion of the internet (such as a secured optical fiber network), an intranet, a wide area network (WAN), a local area network (LAN), and/or a mobile telecommunications network (e.g., a third generation (3G) network or a fourth generation (4G) network)). While the system  100  is exemplarily shown as including the network  136 , the system  100  or various components of the system  100  may include or be communicatively coupled via any suitable number and any suitable types of networks. 
     The NOC  138  may connect a particular type of communications (e.g., satellite communications with the satellites  132  and/or aircraft communications with the aircraft  102 ) with the network  136 . 
     While  FIG. 1  exemplarily includes elements as shown, in some embodiments, one or more of the elements of the system  100  may be omitted, or the system  100  may include other elements. For example, one or more of the GPS satellites  134 , satellites  132 , the control station  126 , the network  136 , or the NOC  138  may be optional. Additionally, while an embodiment has been depicted as including one control station (e.g., the control station  126 ), other embodiments may include any number of control stations of various types positioned or moving anywhere in the system  100 . 
     Referring now to  FIG. 2 , the input/output devices  124  of the aircraft  102  of  FIG. 1  may include one or more displays (e.g., at least one head-up display (HUD), at least one adaptive flight display (AFD), or a combination thereof), at least one eye tracking system  206 , speakers  216 , flight controls  218 , at least one keyboard  220 , at least one microphone  222 , or a combination thereof, some or all of which may be communicatively coupled at any given time. While  FIG. 2  depicts the various exemplary input/output devices  124 , the input/output devices  124  may include any suitable input/output devices. For example, the input/output devices  124  may include an electronic flight bag (EFB). 
     For example, the displays of the input/output devices  124  may include two HUDs  202 - 1 ,  202 - 2  (which may collectively be referred to as HUDs  202 ) and four AFDs  204 - 1 ,  204 - 2 ,  204 - 3 ,  204 - 4  (which may collectively be referred to as AFDs  204 ). Each of the HUDs  202  and the AFDs  204  may be configured to present streams of images (e.g., as video or still images) to a user (e.g., a pilot or an operator). In some embodiments, the HUDs  202  and/or AFDs  204  may be implemented as or include a touchscreen display. In some embodiments, one or more of the HUDs  202  and the AFDs  204  may include an integrated computing device (which may be implemented and function similarly to one of the computing devices  112  of  FIG. 1 ) and/or integrated computing device components (which may be implemented and function similarly to components of one of the computing devices  112  of  FIG. 1 ). Each of the HUDs  202  and the AFDs  204  may be communicatively coupled to one or more of the computing devices  112 , the communication system  104 , the GPS device  120 , other of the input/output devices  124 , and/or the aircraft sensors  122  of  FIG. 1 . 
     The eye tracking system  206  is configured to track eye gestures, track movement of a user&#39;s eye, track a user&#39;s gaze, and/or otherwise receive inputs from a user&#39;s eyes. The eye tracking system  206  may be configured for performing fully automatic eye tracking operations of users in real time. The eye tracking system  206  may include at least one sensor  208 , at least one processor  210 , a memory  212 , and a storage  214 , as well as other components, equipment, and/or devices commonly included in an eye tracking system. The sensor  208 , the processor  210 , the memory  212 , and the storage  214 , as well as the other components, equipment, and/or devices commonly included in the eye tracking system  206  may be communicatively coupled. 
     Each sensor  208  may be implemented as any of various sensors suitable for an eye tracking system. For example, the at least one sensor  208  may include or be implemented as one or more optical sensors (e.g., at least one camera configured to capture images in the visible light spectrum and/or the infrared spectrum). In some embodiments, the at least one sensor  208  is one or more dedicated eye tracking system sensors. While the sensor  208  has been exemplarily depicted as being included in the eye tracking system  206 , in some embodiments, the sensor  208  may be implemented external to the eye tracking system  206 . For example, the sensor  208  may be implemented as an optical sensor (e.g., of the optical sensors  316  of the aircraft sensors  122 ) located within the aircraft  102  and communicatively coupled to the processor  210 . 
     The processor  210  may be configured to process data received from the sensor  208  and output processed data to one or more onboard devices or onboard systems (e.g., the communication system  104 , the computing devices  112 , the aircraft sensors  122 , other of the input/output devices  124 , or a combination thereof). For example, the processor  210  may be configured to generate eye tracking data and output the generated eye tracking data to one of the computing devices  112 . The processor  210  of the eye tracking system  206  may be configured to run various software applications or computer code stored (e.g., maintained) in a non-transitory computer-readable medium (e.g., memory  212  and/or storage  214 ) and configured to execute various instructions or operations. The processor  210  may be implemented as a special purpose processor configured to execute instructions for performing any or all of the operations disclosed throughout. 
     In some embodiments, some or all of the input/output devices  124  may include an integrated computing device (which may be implemented and function similarly to one of the computing devices  112  of  FIG. 1 ) and/or integrated computing device components (which may be implemented and function similarly to components of one of the computing devices  112  of  FIG. 1 ). 
     Referring now to  FIG. 3 , the aircraft sensors  122  of  FIG. 1  are shown. Each of the aircraft sensors  122  may be configured to sense a particular condition(s) external to the aircraft  102  or within the aircraft  102  and output data associated with particular sensed condition(s) to one or more onboard devices or onboard systems (e.g., the communication system  104 , the computing devices  112 , the aircraft sensors  122 , the input/output devices  124 , or a combination thereof). For example, the aircraft sensors  122  may include an inertial measurement unit  302 , a radio altimeter  304 , weather radar  306 , airspeed sensors  308 , flight dynamic sensors  310  (e.g., configured to sense pitch, roll, and/or yaw), air temperature sensors  312 , air pressure sensors  314 , optical sensors  316  (e.g., cameras configured to capture images in the visible light spectrum and/or the infrared spectrum), surveillance sensors  318 , equipment sensors  320  (e.g., electrical system sensors, hydraulic system sensors, bleed air sensors, environmental conditioning sensors, fuel sensors, and/or fire warning/suppression sensors), and engine speed sensors  322 , some or all of which may be communicatively coupled at any given time. Additionally, the GPS device  120  may be considered as one of the aircraft sensors  122 . 
     For example, at least some of the aircraft sensors  122  may be implemented as navigation sensors (e.g., the GPS device  120 , the inertial measurement unit  302 , a radio altimeter  304 , weather radar  306 , airspeed sensors  308 , flight dynamic sensors  310 , air temperature sensors  312 , and/or air pressure sensors  314 ) configured to sense any of various flight conditions or aircraft conditions typically used by aircraft and output navigation data (e.g., aircraft location data, aircraft orientation data, aircraft direction data, aircraft speed data, and/or aircraft acceleration data). For example, various flight conditions or aircraft conditions may include altitude, aircraft location (e.g., relative to the earth), aircraft orientation (e.g., relative to the earth), aircraft speed, aircraft acceleration, aircraft trajectory, aircraft pitch, aircraft roll, aircraft yaw, air temperature, and/or air pressure. For example, the GPS device  120  and the inertial measurement unit  302  may provide aircraft location data and aircraft orientation data, respectively, to a processor (e.g., a processor of the GPS device  120 , processor  114 , processor  114 - 1 , processor  108 , processor  210 , or a combination thereof). 
     In some embodiments, some or all of the aircraft sensors  122  may include an integrated computing device (which may be implemented and function similarly to one of the computing devices  112  of  FIG. 1 ) and/or integrated computing device components (which may be implemented and function similarly to components of one of the computing devices  112  of  FIG. 1 ). 
     Further, while the aircraft sensors  122  are implemented in or on the aircraft  102 , some embodiments may include vehicle sensors implemented on any suitable vehicle according to the inventive concepts disclosed herein. 
     Referring now to  FIG. 4 , various exemplary devices of the aircraft  102  of  FIG. 1  communicatively coupled via a data network switch  404  (e.g., an avionics full-duplex Ethernet (AFDX) switch) are shown. For example, a plurality of computing devices  112  (e.g., avionics computing devices), the input/output devices  124 , the communication system  104 , vehicular sensors (e.g., the aircraft sensors  122 ), and the GPS device  120  may be communicatively coupled via the data network switch  404 . Each of the plurality of avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ), the input/output devices  124 , the communication system  104 , vehicular sensors (e.g., the aircraft sensors  122 ), and the GPS device  120  may be configured to exchange (e.g., send and/or receive) avionics data with one another via the data network switch  404 . While the plurality of computing devices  112 , the input/output devices  124 , the communication system  104 , the aircraft sensors  122 , and the GPS device  120  are exemplarily shown as being communicatively coupled via the data network switch  404 , in some embodiments some or all of the plurality of computing devices  112 , the input/output devices  124 , the communication system  104 , the vehicular sensors (e.g., the aircraft sensors  122 ), and the GPS device  120  may be communicatively coupled via any suitable data networks and via any suitable data networking components (e.g., at least one bus (e.g., Aeronautical Radio, Incorporated (ARINC)  429  busses), at least one data concentrator, at least one switch, at least one router, or a combination thereof). 
     The plurality of computing devices  112  may be implemented as and/or include a plurality of vetronics computing devices, such as a plurality of avionics computing devices (e.g., which may be implemented in one or more integrated modular avionics (IMA) cabinets). The plurality of avionics computing devices may include a first avionics computing device  112 - 1 , a crew alerting system (CAS) computing device (e.g., an engine indication and crew alerting system (EICAS) computing device  112 - 2 ), a flight management system (FMS) computing device  112 - 3 , an integrated flight information system (IFIS) computing device  112 - 4 , an information management system (IMS) computing device  112 - 5 , an onboard maintenance system (OMS) computing device  112 - 6 , a terrain awareness and warning system (TAWS) computing device  112 - 7 , a secure server router computing device  112 - 8 , an automatic dependent surveillance (ADS) computing device (not shown), and a traffic collision avoidance system (TCAS) computing device (not shown), as well as other avionics computing devices commonly implemented in an aircraft. Additionally, the input/output devices  124 , the communication system  104 , the aircraft sensors  122 , the data network switch  404 , and the GPS device  120  may be considered to be devices of the plurality of avionics computing devices and may be implemented similarly as and function similarly as avionics devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ) as disclosed throughout. Each of the plurality of avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ) may include components, which may be implemented and function similarly as the components of the computing device  112  shown and described with respect to  FIG. 1 . As such, each of the plurality of avionics computing devices may include at least one processor, memory, and storage, which may be implemented and function similarly as the processor  114 , the memory  116 , and the storage  118 , respectively, of the computing device  112  shown and described with respect to  FIG. 1 . For example, the first avionics computing device  112 - 1  may include a processor  114 - 1 , memory  116 - 1 , and storage  118 - 1 , which may be implemented and function similarly as the processor  114 , the memory  116 , and the storage  118 , respectively, of the computing device  112  shown and described with respect to  FIG. 1 . 
     The plurality of avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ) and/or processors thereof (e.g.,  114 - 1 ) may be implemented as special purpose computers (e.g., the first avionics computing device  112 - 1 , the EICAS computing device  112 - 2 , the FMS computing device  112 - 3 , the IFIS computing device  112 - 4 , the IMS computing device  112 - 5 , the OMS computing device  112 - 6 , the TAWS computing device  112 - 7 , and the secure server router computing device  112 - 8 ) and/or special purpose processors (e.g., the processor  114 - 1  of the first avionics computing device  112 - 1  programmed to execute instructions for operations as disclosed throughout, a processor of the EICAS computing device  112 - 2  programmed to execute instructions for performing EICAS operations as disclosed throughout, a processor of the FMS computing device  112 - 3  programmed to execute instructions for performing FMS operations as disclosed throughout, a processor of the IFIS computing device  112 - 4  programmed to execute instructions for performing IFIS operations as disclosed throughout, a processor of the IMS computing device  112 - 5  programmed to execute instructions for performing IMS operations as disclosed throughout, a processor of the OMS computing device  112 - 6  programmed to execute instructions for performing OMS operations as disclosed throughout, a processor of the TAWS computing device  112 - 7  programmed to execute instructions for performing TAWS operations as disclosed throughout, and a processor of the secure server router computing device  112 - 8  programmed to execute instructions for performing secure server router operations as disclosed throughout) configured to execute instructions for performing any or all of the operations disclosed throughout. 
     The EICAS computing device  112 - 2  may be configured to provide aircraft crew with information (e.g., as annunciations (e.g., as messages and/or alerts) and instrumentation (e.g., which may be graphically displayed on any suitable display)) about engines and other systems of the aircraft  102 . A processor of the EICAS computing device  112 - 2  may be configured to perform any of various, suitable operations, which are commonly performed by EICASs, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. For example, the EICAS computing device  112 - 2  may be configured to send avionics data (e.g., EICAS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include a processor of the EICAS computing device  112 - 2  being configured (e.g., programmed) to perform additional operations. 
     The FMS computing device  112 - 3  may be configured to automate various in-flight tasks, such as managing a flight plan of the aircraft  102 . A processor of the FMS computing device  112 - 3  may be configured to perform any of various, suitable operations, which are commonly performed by FMSs, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. For example, the FMS computing device  112 - 3  may be configured to send avionics data (e.g., FMS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include the processor of the FMS computing device  112 - 3  being configured (e.g., programmed) to perform additional operations. 
     A processor of the IFIS computing device  112 - 4  may be configured to perform any of various, suitable operations, which are commonly performed by IFISs, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. For example, the IFIS computing device  112 - 4  may be configured to send avionics data (e.g., IFIS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include the processor of the IFIS computing device  112 - 4  being configured (e.g., programmed) to perform additional operations. 
     A processor of the IMS computing device  112 - 5  may be configured to perform any of various, suitable operations, which are commonly performed by IMSs, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. For example, the IMS computing device  112 - 5  may be configured to send avionics data (e.g., IMS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include the processor of the IMS computing device  112 - 5  being configured (e.g., programmed) to perform additional operations. 
     A processor of the OMS computing device  112 - 6  may be configured to perform any of various, suitable operations, which are commonly performed by OMSs, as would be appreciated by those skilled in the art, such as collecting and monitoring health data and sending and/or receiving messages. For example, the OMS computing device  112 - 6  may be configured to send avionics data (e.g., OMS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include the processor of the OMS computing device  112 - 6  being configured (e.g., programmed) to perform additional operations. 
     A processor of the TAWS computing device  112 - 7  may be configured to perform any of various, suitable operations, which are commonly performed by TAWSs, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. For example, the TAWS computing device  112 - 7  may be configured to send avionics data (e.g., TAWS data) to the secure server router computing device  112 - 8 . In addition to performing commonly performed operations, some embodiments include the processor of the TAWS computing device  112 - 7  being configured (e.g., programmed) to perform additional operations. 
     The secure server router computing device  112 - 8  may be configured to access, receive, and/or collect avionics data from any of the avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ), the input/output devices  124 , the communication system  104 , vehicular sensors (e.g., the aircraft sensors  122 ), and the GPS device  120 . For example, the processor of the secure server router computing device  112 - 8  may be configured to receive messages from other devices (e.g., another computing device  112  (e.g., another avionics computing device), the input/output devices  124 , the communication system  104 , the aircraft sensors  122 , the GPS device  120 , the data network switch  404 , an off-board device, or a combination thereof). For example, such messages may be transmitted by another device, routed over network components (e.g., busses) through the data network switch  404 , and received by the secure server router computing device  112 - 8 . 
     In some embodiments, the secure server router computing device  112 - 8  may be configured to establish secure wireless connections to electronic flight bag (EFB) devices in a cockpit of the aircraft  102 . Additionally, for example, the secure server router computing device  112 - 8  may be configured to exchange data with a ground communication system by using dual cellular, Wi-Fi, and/or satellite communication (SATCOM) networks. The secure server router computing device  112 - 8  may be configured to utilize ARINC-834-4 service to provide secure server router status and to rebroadcast avionics data (e.g., avionic parameters). Further, the secure server router computing device  112 - 8  may be configured to interface with avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ) to access live avionics data (e.g., avionics parameters). In an exemplary embodiment, the secure server router computing device  112 - 8  may be implemented as a flight operation and maintenance exchange (FOMAX) computing device. 
     Additionally, the secure server router computing device  112 - 8  may be configured to filter (e.g., select relevant portions of) available avionics data based at least on a predetermined relevance to the situation awareness program stored in and executed by the non-avionics computing device  140 . The secure server router computing device  112 - 8  may be programmed with data indicative of which avionics data is relevant to the situation awareness program. Further, the secure server router computing device  112 - 8  may be configured to output the filtered avionics data to the non-avionics computing device  140 . For example, the secure server router computing device  112 - 8  may be configured to output the filtered avionics data to an antenna (e.g., a WIFI antenna  406 ) for transmission via a secure wireless connection to the non-avionics computing device  140 . A processor of the secure server router computing device  112 - 8  may be configured to perform any of various, suitable operations, which are commonly performed by secure server routers, as would be appreciated by those skilled in the art, such as sending and/or receiving messages. In addition to performing commonly performed operations, some embodiments include the processor of the secure server router computing device  112 - 8  being configured (e.g., programmed) to perform additional operations. 
     While exemplary functionality of the secure server router computing device  112 - 8  has been described with respect to an exemplary embodiment, in some embodiments processor(s) of any or all of the plurality of avionics computing devices (e.g.,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ) may be configured (e.g., programmed) similarly as the processor of the secure server router computing device  112 - 8  to perform similar operations. 
     In addition to performing commonly performed operations, some embodiments include one or more of the plurality of computing devices (e.g., the plurality of avionics computing devices (e.g.,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ) being configured (e.g., programmed) to perform additional operations. 
     While the first avionics computing device  112 - 1 , the EICAS computing device  112 - 2 , the FMS computing device  112 - 3 , the IFIS computing device  112 - 4 , the IMS computing device  112 - 5 , the OMS computing device  112 - 6 , the TAWS computing device  112 - 7 , and the secure server router computing device  112 - 8  of the aircraft  102  have been exemplarily depicted as being implemented as separate avionics computing devices, in some embodiments, some or all of the first avionics computing device  112 - 1 , the EICAS computing device  112 - 2 , the FMS computing device  112 - 3 , the IFIS computing device  112 - 4 , the IMS computing device  112 - 5 , the OMS computing device  112 - 6 , the TAWS computing device  112 - 7 , and the secure server router computing device  112 - 8  may be implemented as a single integrated computing device or as any number of integrated and/or partially integrated computing devices. 
     Additionally, in some embodiments, the data network switch  404  may be implemented similarly as and function similarly to one of the avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 , or  112 - 8 ) or include components that function similarly to components of one of the avionics computing devices. For example, the data network switch  404  may include an integrated computing device (which may be implemented and function similarly to one of the computing devices  112  (e.g., one of the avionics computing devices (e.g.,  112 - 1 ,  112 - 2 ,  112 - 3 ,  112 - 4 ,  112 - 5 ,  112 - 6 ,  112 - 7 ,  112 - 8 ))) and/or integrated computing device components (which may be implemented and function similarly to components of one of the computing devices  112  of  FIG. 1 ). 
     Further, while the plurality of avionics computing devices has been exemplarily depicted and described with respect to  FIG. 4  as including the first avionics computing device  112 - 1 , the EICAS computing device  112 - 2 , the FMS computing device  112 - 3 , the IFIS computing device  112 - 4 , the IMS computing device  112 - 5 , the OMS computing device  112 - 6 , the TAWS computing device  112 - 7 , and the secure server router computing device  112 - 8 , in some embodiments, the plurality of avionics computing devices may omit one or more of the described and depicted avionics computing devices, include additional numbers of such avionics computing devices, and/or include other types of suitable avionics computing devices. 
     The non-avionics computing device  140  may be configured to receive the filtered avionics data via a wireless connection (e.g., a secure wireless connection) from one of the avionics computing devices (e.g., the secure server router computing device  112 - 8 ). Additionally, the processor  144  of the non-avionics computing device  140  may be configured to execute a situation awareness program stored in the at least one non-avionics non-transitory computer-readable medium (e.g., memory  146  and/or storage  148 ). Additionally, the processor  144  of the non-avionics computing device  140  may be configured to organize at least a portion of the filtered avionics data into situation awareness data structures. Each of the situation awareness data structures may be configured to contain a portion of the filtered avionics data associated with a situation of a plurality of predetermined situations. For example, the plurality of predetermined situations may include a flight configuration profile during a particular stage of flight, system synoptics, a takeoff, a landing, and/or trajectory conformance. Additionally, the processor  144  may be configured to receive a user input (e.g., a user selection) to display content associated with a particular situation awareness data structure. Further, the processor  144  may be configured to generate a graphical user interface based at least on the particular situation awareness data structure. The graphical user interface may include graphical representation content associated with the particular situation awareness data structure and textual content associated with the particular situation awareness data structure, and the graphical representation content and the textual content may be relevant to the particular situation. Additionally, the processor  144  may be configured to output the graphical user interface to the display  142  of the non-avionics computing device  140  for presentation to a user, such as a flight crew member (e.g., a pilot). 
     Referring now to  FIG. 5 , an exemplary view of the display  142  of the non-avionics computing device  140  according to the inventive concepts disclosed herein is shown. The processor  144  of the non-avionics computing device  140  may be configured to generate a graphical user interface (GUI)  502  and output the GUI  502  as data for presentation by the display  142 . The GUI  502  may include a plurality of user-selectable GUI elements (e.g.,  504 ,  506 ,  508 ,  510 ), each of which may be associated with a situation of a plurality of predetermined situations and/or with a particular situation awareness data structure. 
     For example, a plurality of user-selectable GUI elements (e.g.,  504 ,  506 ,  508 ,  510 ) may include a user-selectable flight configuration GUI element  504  (e.g., “flight profile configuration”), a user-selectable system synoptics GUI element  506  (e.g., “holistic health system”), a user-selectable takeoff and/or landing GUI element  508  (e.g., “takeoff/landing advisor”), and a user-selectable trajectory conformance GUI element  510  (e.g., “trajectory conformance”). A user&#39;s selection of a particular user-selectable flight configuration GUI element (e.g.,  504 ,  506 ,  508 ,  510 ) may cause the processor  144  to generate and output a GUI based at least on the particular situation awareness data structure associated with the selected particular user-selectable flight configuration GUI element. The GUI may include graphical representation content associated with the particular situation awareness data structure and/or textual content associated with the particular situation awareness data structure. The graphical representation content and/or the textual content may be relevant to the particular situation. The processor  144  may be configured to output the GUI to the display  142  of the non-avionics computing device  140  for presentation to a user. 
     A user&#39;s selection of the user-selectable flight configuration GUI element  504  may cause the processor  144  to generate and output a flight configuration GUI (e.g.,  802  of  FIG. 8 ), which may include graphical representation content associated with the flight configuration situation awareness data structure and textual content associated with the flight configuration situation awareness data structure. The flight configuration situation awareness data structure may be configured to contain a portion of the filtered avionics data (e.g., FMS data and/or other aircraft system data) associated with a flight configuration profile during a particular stage of flight. The graphical representation content and/or the textual content may be relevant to the particular situation of a flight configuration profile during a particular stage (e.g., takeoff, landing, approach, and/or cruise) of flight. At all stages in the flight profile, but particularly for takeoff and landing, the aircraft  102  needs to be configured appropriately. The processor  144  may be configured to receive and process (e.g., aggregate) portions of the filtered avionics data from various aircraft systems (e.g., avionics computing devices  112 ) and the FMS computing device  112 - 3 , to generate the flight configuration GUI for presentation to the flight crew with integrated graphical representation content and/or the textual content associated with flight configuration information. Additionally, the flight configuration GUI may be configured to advise the flight crew if any of the configuration items (e.g., landing gear, spoilers) were close to an operational limitation (e.g., speed for deployment). For example, content (e.g., graphical representation content and/or the textual content) of the flight configuration GUI may be associated with information of landing gear, flaps, slats, spoilers, trims, center of gravity, aircraft weight, anti-ice system status, and/or thrust (e.g., thrust mode, target value, and/or actual value). 
     A user&#39;s selection of the user-selectable system synoptics GUI element  506  may cause the processor  144  to generate and output a system synoptics GUI (e.g.,  602 A of  FIG. 6A, 602B  of  FIG. 6B, 702  of  FIG. 7 ), which may include graphical representation content associated with the system synoptics situation awareness data structure and textual content associated with the system synoptics situation awareness data structure. The system synoptics situation awareness data structure may be configured to contain a portion of the filtered avionics data associated with aircraft systems and operational states of the aircraft systems. The processor  144  may be configured to receive and process (e.g., aggregate) portions of the filtered avionics data from various aircraft systems and to generate the system synoptics GUI for presentation to the flight crew with integrated graphical representation content and/or the textual content associated with system synoptics information. The system synoptics GUI may be configured to provide an integrated graphical representation of the aircraft and the operational state of one or more aircraft systems, such as an electrical system, a hydraulic system, a bleed air system, an environmental conditioning system, a fuel system, and/or a fire warning/suppression system. Additionally, system synoptics GUI may include user-selectable GUI elements that allow the user to select one or more specific systems, and in response to such user selection, the processor may be configured to generate a system specific synoptics GUI (e.g.,  602 B). For example, the system specific synoptics GUI may be configured to provide indications of key parameter trends, which may help pilots spot any impending faults prior to triggering a crew alerting system (CAS) message. In the case of a system fault, additional information from flight and equipment manuals could be accessed directly from the page by selecting a flight and equipment manual GUI element (e.g.,  618 ). 
     A user&#39;s selection of the user-selectable takeoff and/or landing GUI element  508  may cause the processor  144  to generate and output a takeoff and/or landing GUI, which may include graphical representation content associated with the takeoff and/or landing situation awareness data structure and textual content associated with the takeoff and/or landing situation awareness data structure. The takeoff and/or landing situation awareness data structure may be configured to contain a portion of the filtered avionics data associated with departure and/or arrival airport parameters, aircraft capabilities, and a departure and/or approach procedure. The processor  144  may be configured to receive and process (e.g., aggregate) portions of the filtered avionics data from various aircraft systems and to generate the takeoff and/or landing GUI for presentation to the flight crew with integrated graphical representation content and/or the textual content associated with takeoff and/or landing information. In preparation for takeoff and landing, the processor  144  may be configured to access all available information concerning the departure or arrival airport, and compare the airport parameters against aircraft capabilities and/or limitations and the selected approach or departure procedure. Such parameters may include altimeter setting, ceiling, visibility, temperature, temperature compensation (e.g., requirement and selected state), precipitation type, surface wind and gusts, significant meteorological information (SIGMET), runway information and condition, runway lighting, procedures (e.g., noise abatement), obstacles (e.g., departure limitations), and/or pilot reports. Likewise, the processor  144  may be configured to generate and output the takeoff and/or landing GUI based at least on such accessed information. 
     A user&#39;s selection of the user-selectable trajectory conformance GUI element  510  may cause the processor  144  to generate and output a trajectory conformance GUI, which may include graphical representation content associated with the trajectory conformance situation awareness data structure and textual content associated with the trajectory conformance situation awareness data structure. The trajectory conformance situation awareness data structure may be configured to contain a portion of the filtered avionics data associated with conformance of an aircraft trajectory to a flight plan. The processor  144  may be configured to receive and process (e.g., aggregate) portions of the filtered avionics data from various aircraft systems and to generate the trajectory conformance GUI for presentation to the flight crew with integrated graphical representation content and/or the textual content associated with trajectory conformance information. The trajectory conformance GUI may allow a pilot to monitor conformance of the aircraft trajectory to a flight plan (e.g., past, current and projected). The trajectory conformance GUI may also provide for monitoring of available margins between aircraft state and operational limitations (e.g. speed, altitude). For example, conformance parameters may include airspeed, altitude, track and/or heading, fuel burn and quantity, and/or schedule (e.g., estimated time of arrival (ETA) and/or required time of arrival (RTA)). The trajectory conformance GUI may include one or both of spatial- and time-based graphical representations. For example, such time-based graphical representations may provide indications as to when in time the aircraft will reach a waypoint or execute a lateral, vertical, or speed maneuver. 
     Referring now to  FIG. 6A , an exemplary view of the display  142  of the non-avionics computing device  140  according to the inventive concepts disclosed herein is shown. The display  142  may be configured to display a system synoptics GUI  602 A, which may include graphical representation content associated with the system synoptics situation awareness data structure and textual content associated with the system synoptics situation awareness data structure. For example, the system synoptics GUI  602 A may include a graphical representation  604  of the aircraft  102  and a plurality of CAS messages at least some of which may be positioned relative to an affected location of the aircraft. For example, at least some of the CAS messages may grouped (e.g., in CAS message boxes  606 ,  608 ,  610 ,  612 ,  614 ) based at least on an affected aircraft location and/or a relation to a specific aircraft system. For example, engine CAS messages may be grouped in the CAS message box  612  and hydraulic system CAS messages may be grouped in the CAS message box  614 . 
     For example, CAS messages (e.g., “IPC 4 Fail”, “TCAS Fail”, “ADS Fault”) relating to the cockpit may be grouped in CAS message box  606  displayed near the cockpit of the graphical representation  604  of the aircraft  102 . For example, CAS messages (e.g., “Brake Fault”) relating to the landing gear may be grouped in CAS message box  608  displayed near the landing gear of the graphical representation  604  of the aircraft  102 . For example, CAS messages (e.g., “Fuel Leak Suspect”, “Fuel Fault”) relating to the fuel system may be grouped in CAS message box  610  displayed near the fuel system of the graphical representation  604  of the aircraft  102 . For example, CAS messages (e.g., Left Engine Fire, Left Engine Exceedance, Engine Vibration, Engine BTL 1 Low) relating to the engines may be grouped in CAS message box  612  displayed near the engines of the graphical representation  604  of the aircraft  102 . For example, CAS messages (e.g., Hydraulic system 1 low pressure, Hydraulic Fault) relating to the hydraulic system may be grouped in CAS message box  614  displayed near a portion of the hydraulic system of the graphical representation  604  of the aircraft  102 . In some embodiments, one or more CAS messages and/or a CAS message box (e.g.,  606 ,  608 ,  610 ,  612 , and/or  614 ) may be selected by a user. Based on such a user selection, the processor  144  may be configured to generate a system specific synoptics GUI (e.g.,  602 B). 
     In some embodiments, the CAS messages may be colored based at least on a severity of the message; for example, cyan or green CAS messages may have a lowest severity, yellow CAS messages may be moderately severe, and red CAS messages may have a highest severity. 
     Referring now to  FIG. 6B , an exemplary view of the display  142  of the non-avionics computing device  140  according to the inventive concepts disclosed herein is shown. The display  142  may be configured to display a system specific synoptics GUI  602 B, which may include graphical representation content associated with a specific system of the system synoptics situation awareness data structure and textual content associated with the specific system of the system synoptics situation awareness data structure. For example, the system specific synoptics GUI  602 B is a hydraulic system synoptics GUI. The system specific synoptics GUI  602 B may include a graphical representation  604  of the aircraft  102 , one or more CAS messages, and/or fault icons positioned near an affected location of the aircraft  102 . For example, at least some of the CAS messages may be grouped in CAS message box  616 . For example, alert icons  620 ,  622  may be positioned near affected portions of the graphical representation  604  of the aircraft  102 . Each of the distinct alert icons  620 ,  622  may be associated with a particular CAS message. 
     Referring now to  FIG. 7 , an exemplary view of the display  142  of the non-avionics computing device  140  according to the inventive concepts disclosed herein is shown. The display  142  may be configured to display a system synoptics GUI  702 , which may include graphical representation content associated with the system synoptics situation awareness data structure and textual content associated with the system synoptics situation awareness data structure. For example, the system synoptics GUI  702  may include graphical representation content and textual content associated with various aircraft systems, such as an electrical system, a hydraulic system, and an environmental conditioning system. Information about the various aircraft systems may be grouped by system. The graphical representation content and textual content for each system may indicate an operational state of a particular system with respect to one or more parameters. 
     Referring now to  FIG. 8 , an exemplary view of the display  142  of the non-avionics computing device  140  according to the inventive concepts disclosed herein is shown. The display  142  may be configured to display a flight configuration GUI  802 , which may include graphical representation content associated with the flight configuration situation awareness data structure and textual content associated with the flight configuration situation awareness data structure. For example, the flight configuration GUI  802  may include graphical representation content and textual content associated with various aircraft equipment, such as landing gear, flaps, slats, spoilers, trims, cargo and weight, anti-ice system status, and thrust. 
     Referring now to  FIG. 9 , an exemplary embodiment of a method  900  according to the inventive concepts disclosed herein may include one or more of the following steps. Some embodiments may include performing one or more steps of the method  900  iteratively, concurrently, sequentially, and/or non-sequentially. Additionally, for example, some embodiments may include performing one or more instances of the method  900  iteratively, concurrently, and/or sequentially. 
     A step  902  may include receiving, by at least one processor of an avionics computing device of a plurality of avionics computing devices, avionics data from other of the plurality of avionics computing devices, the plurality of avionics computing devices implemented in an aircraft. 
     A step  904  may include filtering, by the at least one processor of the avionics computing device, the avionics data from the other of the plurality of avionics computing devices based at least on a predetermined relevance to a situation awareness program stored in at least one non-avionics non-transitory computer-readable medium of a non-avionics computing device. 
     A step  906  may include outputting, by the at least one processor of the avionics computing device, the filtered avionics data to the non-avionics computing device, the non-avionics computing device implemented onboard the aircraft. 
     A step  908  may include receiving, by the non-avionics computing device, the filtered avionics data. 
     A step  910  may include executing, by at least one non-avionics processor of the non-avionics computing device, the situation awareness program. 
     A step  912  may include organizing, by the at least one non-avionics processor of the non-avionics computing device, at least a portion of the filtered avionics data into situation awareness data structures, each of the situation awareness data structures being configured to contain a portion of the filtered avionics data associated with a situation of a plurality of predetermined situations. 
     A step  914  may include receiving, by the at least one non-avionics processor of the non-avionics computing device, a user input to display content associated with a particular situation awareness data structure. 
     A step  916  may include generating, by the at least one non-avionics processor of the non-avionics computing device, a graphical user interface based at least on the particular situation awareness data structure, the graphical user interface including graphical representation content associated with the particular situation awareness data structure and textual content associated with the particular situation awareness data structure, wherein the graphical representation content and the textual content is relevant to the particular situation. 
     A step  918  may include outputting, by the at least one non-avionics processor of the non-avionics computing device, the graphical user interface to a display of the non-avionics computing device for presentation to a user. 
     Further, the method  900  may include any of the operations disclosed throughout. 
     As will be appreciated from the above, embodiments of the inventive concepts disclosed herein may be directed to a method, a system, and devices configured to providing an operator of a vehicle with relevant information, organized in such a way as to improve (e.g., maximize) situation awareness. 
     As used throughout and as would be appreciated by those skilled in the art, “at least one non-transitory computer-readable medium” may refer to as at least one non-transitory computer-readable medium (e.g., memory  110 , memory  116 , memory  146 , memory  212 , memory  116 - 1 , storage  118 , storage  148 , storage  214 , storage  118 - 1 , or a combination thereof; e.g., at least one computer-readable medium implemented as hardware; e.g., at least one non-transitory processor-readable medium, at least one memory (e.g., at least one nonvolatile memory, at least one volatile memory, or a combination thereof; e.g., at least one random-access memory, at least one flash memory, at least one read-only memory (ROM) (e.g., at least one electrically erasable programmable read-only memory (EEPROM)), at least one on-processor memory (e.g., at least one on-processor cache, at least one on-processor buffer, at least one on-processor flash memory, at least one on-processor EEPROM, or a combination thereof), or a combination thereof), at least one storage device (e.g., at least one hard-disk drive, at least one tape drive, at least one solid-state drive, at least one flash drive, at least one readable and/or writable disk of at least one optical drive configured to read from and/or write to the at least one readable and/or writable disk, or a combination thereof), or a combination thereof). 
     As used throughout, “at least one” means one or a plurality of; for example, “at least one” may comprise one, two, three, . . . , one hundred, or more. Similarly, as used throughout, “one or more” means one or a plurality of; for example, “one or more” may comprise one, two, three, . . . , one hundred, or more. Further, as used throughout, “zero or more” means zero, one, or a plurality of; for example, “zero or more” may comprise zero, one, two, three, . . . , one hundred, or more. 
     In the present disclosure, the methods, operations, and/or functionality disclosed may be implemented as sets of instructions or software readable by a device. Further, it is understood that the specific order or hierarchy of steps in the methods, operations, and/or functionality disclosed are examples of exemplary approaches. Based upon design preferences, it is understood that the specific order or hierarchy of steps in the methods, operations, and/or functionality can be rearranged while remaining within the scope of the inventive concepts disclosed herein. The accompanying claims may present elements of the various steps in a sample order, and are not necessarily meant to be limited to the specific order or hierarchy presented. 
     It is to be understood that embodiments of the methods according to the inventive concepts disclosed herein may include one or more of the steps described herein. Further, such steps may be carried out in any desired order and two or more of the steps may be carried out simultaneously with one another. Two or more of the steps disclosed herein may be combined in a single step, and in some embodiments, one or more of the steps may be carried out as two or more sub-steps. Further, other steps or sub-steps may be carried in addition to, or as substitutes to one or more of the steps disclosed herein. 
     From the above description, it is clear that the inventive concepts disclosed herein are well adapted to carry out the objects and to attain the advantages mentioned herein as well as those inherent in the inventive concepts disclosed herein. While presently preferred embodiments of the inventive concepts disclosed herein have been described for purposes of this disclosure, it will be understood that numerous changes may be made which will readily suggest themselves to those skilled in the art and which are accomplished within the broad scope and coverage of the inventive concepts disclosed and claimed herein.