Patent Description:
A flight display system for providing time-based overlays on a positional map display as defined in claim <NUM> is provided.

In some embodiments, the time-domain range indicators including a first indicator or indicator set based on a set subsequent time and additional indicators based on a multiple of the subsequent time.

In some embodiments, the flight display system receives wind vectoring information indicative of wind speed and direction proximate to the aircraft or in its flight path. The flight display system adjusts the time-based ranging indicators to account for the variable time range of the aircraft with a tailwind and/or into a headwind.

In some embodiments, the flight display system includes manual controls for increasing or decreasing the subsequent time upon which time-based ranging indicators are based.

In some embodiments, the manual controls including rotatable controls (e.g., dials, trackballs) and/or buttons for adjusting the subsequent time.

In some embodiments, each time-displacement vector includes a terminator indicating a future contact of the ownship with the associated time-displaced object in the time domain.

In some embodiments, each time-displacement vector is orthogonal to the time-based ranging indicators.

In some embodiments, time-displaced objects include proximate mobile aircraft reporting position information, the position information received by the flight display system via traffic reports (e.g., TCAS, ADS-B, other traffic control/surveillance services) received by the controlling avionics.

In some embodiments, time-displaced objects include weather systems, and the flight display system receives via the controlling avionics weather reports indicative of the positions and/or relative velocities of the weather systems or elements thereof.

In some embodiments, time-displaced objects include ground-based waypoints associated with predicted overflight times provided to the flight display system via the aircraft flight plan.

In some embodiments, the flight display system includes a cursor adjustable to the pilot (e.g., via manual controls) and capable of highlighting time-displaced objects; the flight display system displays numeric time-based ranging information (e.g., time of imminent contact) associated with highlighted time-displaced objects.

In some embodiments, the subsequent time is associated with a time-domain proximity zone; the flight display system provides time-displacement vectors for any time-displaced objects whose time-displaced contacts with the aircraft lie inside the proximity zone.

In a further aspect, a method for providing time-based overlays for positional maps as defined in claim <NUM> is also provided.

In some embodiments, the method includes receiving wind vector information indicative of wind speed and direction proximate to the aircraft or its direct flight path. The method includes adjusting the time-domain range indicators to account for variations in the time range of the aircraft when flying with a tailwind and/or into a headwind.

Broadly speaking, embodiments of the inventive concepts disclosed herein are directed to a system and method for superimposing dynamic time-based ranging information on an aircraft-based moving map, e.g., correlated with distance-based ranging. In addition to distance ranging to waypoints, airports, and other fixed objects (and, e.g., distance-based spatial separation from air traffic and other moving objects), the moving map enhances situational awareness by providing accurate time-based ranging of fixed and moving objects in real time that accounts for wind patterns and other dynamic factors.

Referring to <FIG>, a moving map <NUM> is disclosed. The moving map <NUM> may include compass indicator <NUM>, groundspeed indicator <NUM>, airspeed (e.g., true airspeed/indicated airspeed (TAS/IAS)) indicator <NUM>, distance-based ranging <NUM>, time-based ranging <NUM>, and time-displacement vectors <NUM>.

In embodiments, the moving map <NUM> may include, but is not limited to, a Traffic Collision Avoidance System (TCAS), Terrain Awareness Warning System (TAWS), Electronic Horizontal Situation Indicator (EHSI), and/or approach chart displayable via an electronic display unit, e.g., within the cockpit of an aircraft or other mobile platform or via electronic flight bag (EFB) equipment displayed via mobile computing/communications device. For example, the moving map <NUM> may include or may be compatible with other airborne collision avoidance and/or surveillance systems, e.g., Automatic Dependent Surveillance-Broadcast (ADS-B)).

In embodiments, the moving map <NUM> may be connected to controlling avionics of the embodying aircraft (e.g., ownship) and may thereby receive positioning data relevant to the ownship, e.g., the aircraft aboard which the moving map is embodied and/or for which the moving map is providing positioning information. For example, the moving map <NUM> may portray the ownship as a simulated aircraft <NUM>, relative to which other fixed and mobile objects may shift position based on the vector heading of the ownship. In embodiments, controlling avionics may include positioning sensors onboard the ownship (e.g., absolute or relative positioning systems and/or altimeters) configured to continuously determine a position and altitude of the ownship.

Similarly, controlling avionics may determine the absolute positions of fixed objects such as airport runways <NUM> (e.g., KCLT, or Charlotte/Douglas International Airport) or radar navigation (RNAV) beacons and waypoints <NUM> (e.g., FOSSE, CEDOX, DOSSE, IKICO, NIVSE, GLAST, KRDS) and provide this information to graphics generation processors (GGP) such that the moving map <NUM> tracks and depicts these objects as the position of the ownship (e.g., simulated aircraft <NUM>) changes relative to the positions of these objects. For example, the ownship may be on a heading to contact the CEDOX waypoint <NUM> (e.g., overfly the waypoint at a predetermined altitude or within a predetermined altitude range, as provided by the aircraft flight plan). The moving map <NUM> may include a course display <NUM>, e.g., providing alphanumeric indication that the CEDOX waypoint <NUM> lies, relative to the ownship, at a heading of <NUM> degrees (i.e., the current ownship heading) and a distance of <NUM> nautical miles (NM) (~<NUM>), and that contact will occur at <NUM>:<NUM> local time based on the current airspeed (TAS <NUM>).

In embodiments, the distance-based ranging <NUM> may depict relative distance in terms of circular arcs. The moving map <NUM> may provide distance-based ranging <NUM> as an overlay, superimposing concentric indicators of the approximate relative distance of all objects having a known position relative to the ownship. For example, the distance-based ranging <NUM> may overlay concentric arcs of <NUM>, <NUM>, and <NUM> (~<NUM>, <NUM>, <NUM>) to clearly indicate relative distance from the ownship, some or all of which arcuate indicators may be labeled (108a). The GLAST waypoint <NUM>, for example, may lie just inside a <NUM> radius relative to the ownship, while the NIVSE waypoint may lie just outside the <NUM> radius.

In embodiments, the moving map <NUM> may further process positioning information received from the controlling avionics to generate time-based ranging <NUM> and time-displacement vectors <NUM> superimposed over the moving map, e.g., by graphics generation processors. For example, time-based ranging <NUM> may superimpose indicators of the projected position of the ownship at a subsequent time, e.g., based on the current position and velocity vector (e.g., heading, and airspeed) of the ownship. In embodiments, the precise number of time-based ranging indicators <NUM> displayed (e.g., one, two, three, or more) may be dependent on the currently selected subsequent times as well as the current range of the moving map <NUM>. Additionally or alternatively, the precise number of time-based ranging indicators displayed may be selected by the pilot/operator. For example, the current subsequent time may be set to +<NUM> minutes, accordingly, time-based ranging <NUM> may include an indicator corresponding to all possible positions of the ownship five minutes subsequent to the current time. In embodiments, time-based ranging <NUM> may include additional indicators corresponding to possible positions of the ownship at a multiple of the subsequent time (e.g., +<NUM> minutes, or other integer or non-integer multiples), as space within the moving map <NUM> permits or as selected by the pilot or operator.

In embodiments, the subsequent time may be absolute or relative (e.g., to the current time). If, for example, the current local time aboard the ownship is <NUM>:<NUM>, the moving map <NUM> may determine, based on a current ownship heading of <NUM>° (per course display <NUM>) and an airspeed of <NUM>/h ("knots") (TAS <NUM>; ~<NUM>/h), all possible positions of the ownship +<NUM> minutes and +<NUM> minutes subsequent to the current time (e.g., <NUM>:<NUM>, <NUM>:<NUM>) and superimpose these possible positions as arcuate indicators as shown by <FIG>. In embodiments, the arcuate indicators produced by time-based ranging <NUM> may be selectably colored and/or displayed (e.g., via broken lines of width, pattern, and/or color distinct from the distance-based ranging <NUM>) and may be labeled accordingly. For example, labels may selectably indicate a subsequent time that is absolute (110a; <NUM>:<NUM>, or <NUM> minutes after the current time, <NUM>:<NUM>) or relative (110b; ":<NUM>"/"<NUM>:<NUM>", or <NUM> minutes subsequent to the current time (i.e., <NUM>:<NUM>)). In embodiments, the moving map <NUM> may be set to provide any number of time-based ranging indicators <NUM> at any desired subsequent times or multiples thereof, as noted above. Time-based ranging indicators <NUM> may provide the pilot, at a glance, with approximate arrival times for airport runways <NUM> and waypoints <NUM> as well as proximate air traffic <NUM>, weather systems <NUM>, and other mobile objects proximate to the ownship.

The moving map <NUM> additionally provides time-displacement vectors <NUM> corresponding to <NUM>) mobile objects (e.g., proximate aircraft <NUM>, weather systems <NUM>) for which relative velocity information can be determined; and <NUM>) time-displaced fixed objects (e.g., the DOSSE and IKICO waypoints <NUM>). (Time-displacement vectors <NUM> will be disclosed in greater detail below.

In some embodiments, certain time-displaced objects, whether mobile or fixed-location, may not be associated with a time-displacement vector <NUM> (e.g., if no relative velocity can be determined or if a relative velocity is negligible or nonexistent). For example, the aircraft 122a may be close enough spatially to the ownship (simulated aircraft <NUM>) to trigger a TCAS alert (e.g., the aircraft 122a is represented by the mobile map <NUM> as a red square, as opposed to other proximate aircraft <NUM> represented by diamond shapes). However, the heading and airspeed of the aircraft 122a may be sufficiently aligned with the velocity vector of the ownship for there to be negligible or no relative velocity between the two aircraft (and, accordingly, no imminent contact between the two aircraft due to their substantially parallel headings). Accordingly, the moving map <NUM> may not provide a time-displacement vector for the aircraft 122a.

In embodiments, time-based ranging <NUM> may differ from distance-based ranging <NUM> in that, for example, the arcuate indicators produced by time-based ranging may not correspond to precise circular arcs, but may instead be modified based on a variety of dynamic factors. For example, the moving map <NUM> may include a windspeed indicator <NUM> indicating as accurately as possible a wind speed and direction at or near the current position and altitude of the ownship or in its direct path (e.g., <NUM>/h in a roughly south-southwesterly direction). In embodiments, a wind vector indicating wind speed and direction may be derived from a wind speed and/or heading measured on the ground and received by the controlling avionics, or the wind speed may be calculated by the controlling avionics based on airspeed (<NUM>) and ground speed (<NUM>).

In embodiments, due to the influence of the wind upon the ownship, targets, destinations, and objects in a leeward direction relative to the ownship may be reached in a shorter time (e.g., with a tailwind) than corresponding targets at the same relative distance in a windward direction (e.g., into a headwind). Accordingly, in embodiments, the time-based ranging <NUM> may produce arcuate indicators skewed in the leeward direction (<NUM>) and indicative of the increased time range of the ownship when flying with a tailwind rather than into a headwind. In some embodiments, the calculation of time-based ranging <NUM> and/or time-displacement vectors <NUM> may account for variations in wind speed and/or direction at different altitudes corresponding to a geographical location (e.g., latitude and longitude).

Referring also to <FIG>, the moving map <NUM> is shown.

In embodiments, time-based ranging <NUM> may be scaled up or down to select larger or smaller subsequent times relative to the current time. For example, the moving map <NUM> of <FIG> depicts time-based ranging indicators <NUM> at +<NUM> minutes and +<NUM> minutes relative to the current time. The moving map <NUM> of <FIG>, however, may depict time-based indicators <NUM> at +<NUM> minutes and +<NUM> minutes relative to the current time while maintaining scale with respect to the moving map, reflecting a change in subsequent time from +<NUM> minutes to +<NUM> minutes (note that distance-based ranging indicators <NUM> remain at <NUM>, <NUM>, and <NUM>, comparable with the moving map <NUM> of <FIG>). In some embodiments, referring to <FIG>, the distance-based scale of the moving map <NUM> may be adjusted, and the time-based ranging indicators <NUM> may automatically adjust in response to a corresponding scaling up or down of the subsequent time. For example, the moving map <NUM> of <FIG> may scale down to a fraction of the area shown by the moving map <NUM> of <FIG> (note the distance-based ranging indicators <NUM> at <NUM> and <NUM>), and the time-based ranging indicators <NUM> may scale down to +<NUM> minutes (<NUM>:<NUM>) and +<NUM> minutes (:<NUM>), e.g., to represent a <NUM>% scaling down of the subsequent time.

Referring now to <FIG>, an aircraft <NUM> is shown. The aircraft <NUM> may include flight display system <NUM>, controlling avionics <NUM>, display processors <NUM> (e.g., graphics generation processors), memory <NUM>, and manual controls <NUM>.

In embodiments, the moving map <NUM> may be provided by a flight display system <NUM> aboard the aircraft <NUM> (e.g., ownship). Alternatively, in some embodiments the flight display system <NUM> may be embodied remotely from the aircraft <NUM> (e.g., in a ground-based control facility) but driven by ownship positioning information corresponding to the aircraft <NUM> (and air traffic data, terrain data, etc. proximate to the position of the aircraft <NUM>), so as to provide enhanced situational awareness to a remote pilot in control (RPIC) of the aircraft.

In embodiments, controlling avionics <NUM> of the aircraft <NUM> monitor the position of the aircraft <NUM>, e.g., via absolute positioning systems (e.g., satellite-based navigational receivers) and/or relative positioning systems (e.g., inertial measurement units (IMU)) and provide updated positioning information to the display processors <NUM> (e.g., graphics generation processors). Further, the controlling avionics <NUM> monitor traffic reports <NUM> received by the aircraft <NUM> from external sources <NUM>. For example, external sources <NUM> may include proximate aircraft reporting position information (periodically (e.g., via ADS-B Out broadcasts to ground control and any proximate aircraft (<NUM>, <FIG>)) capable of receiving them) and/or in response to transponder interrogations e.g., (via TCAS, Traffic Information Service-Broadcast (TIS-B), and/or other traffic control or surveillance services). In embodiments, external sources <NUM> may additionally include weather radar services (e.g., Flight Information Service-Broadcast (FIS-B)) and/or ground control transmissions including wind vector information (windspeed indicator <NUM>, <FIG>) and/or the likely position, heading, and speed of weather systems (<NUM>, <FIG>).

In embodiments, display processors <NUM> may receive, in addition to positioning information from the controlling avionics <NUM>, terrain data and other data relevant to ground control facilities, airport runways (<NUM>, <FIG>), waypoints (<NUM>, <FIG>) and other ground-based fixed objects from memory <NUM>, e.g., via lookup tables. For example, the display processors <NUM> may use this information to generate, via the flight display system <NUM>, the moving map <NUM> including distance-based ranging <NUM>.

In embodiments, the display processors <NUM> may further process position, heading, and airspeed data of the aircraft <NUM> (ownship) received from the controlling avionics <NUM> to project the position of the aircraft forward in time, e.g., relative to underlying terrain, weather systems <NUM>, fixed objects (e.g., waypoints <NUM>), and time-displaced mobile objects whose positions are known to the controlling avionics. For example, the display processors <NUM> may generate time-based ranging indicators <NUM> and/or time-displacement vectors <NUM> (which may be affected by wind speed and direction or other dynamic factors) for superposition by the flight display system <NUM> over the moving map <NUM> and distance-based ranging indicators <NUM>.

In embodiments, the pilot or operator of the aircraft <NUM> may activate, deactivate, or adjust the time-based ranging indicators <NUM> via control input provided through controls <NUM>. For example, controls <NUM> may include a rotatable dial 310a or trackball, e.g., configured for increasing or decreasing the subsequent times to which the time-based ranging indicators <NUM> correspond (as shown by <FIG> above). Similarly, the controls <NUM> may include buttons 310b for increasing or decreasing the corresponding subsequent times.

Referring now to <FIG>, the moving map <NUM> is shown.

In embodiments, time-based ranging indicators <NUM> may include time-displacement vectors 112a-c indicating future contacts of the aircraft <NUM> of mobile objects proximate to the ownship in the time domain. For example, time-displacement vectors 112a-c may be colored (e.g., dashed, styled) similarly to the time-based ranging indicators <NUM> in order to rapidly and clearly distinguish both as time-domain information. For example, proximate air traffic <NUM> may include aircraft 122a-c currently within a <NUM> radius of the aircraft <NUM>. As previously noted, the aircraft 122a may have a velocity vector sufficiently aligned with that of the aircraft <NUM> (e.g., similar airspeeds, parallel headings) for there to be negligible or no relative velocity between the two aircraft (and no likely future contact), and thus no time-displacement vector may be associated with the aircraft 122a. Each aircraft 122b-c may follow a distinct velocity vector (e.g., heading and airspeed) and may continually report its position, e.g., via TCAS, ADS-B, and/or other like collision avoidance or surveillance services accessible to the controlling avionics (<NUM>, <FIG>). Based on information reported by each aircraft 122a-c (e.g., aircraft identifiers, airspeeds, positions, altitudes (e.g., relative altitude indicators <NUM>, headings), the display processors (<NUM>, <FIG>) may monitor relative velocities of each aircraft 122a-c relative to the aircraft sources <NUM><NUM> and project each aircraft forward in the time domain.

Accordingly, referring also to <FIG>, in embodiments each time-displacement vector 112a-c may include a terminator 404a-c corresponding to a time-displaced contact (e.g., a contact of the ownship and the time-displaced object) associated with the time-displacement vector. For example, terminators 404a-c may serve to indicate a future point in time (e.g., relative to the time-based ranging indicators <NUM>) where the aircraft <NUM> may contact (e.g., overfly, collide with, meet) a time-displaced object given the current velocity vector of the ownship (and, if the time-displaced object is a mobile aircraft <NUM> or weather system <NUM>, the current velocity vector of the mobile object).

In embodiments, terminators 404a-c presented by the moving map <NUM> may allow the pilot to clearly distinguish between different types of time-displaced objects. For example, terminators 404a of time-displacement vectors 112a corresponding to proximate aircraft <NUM> may include arrowheads, the tips of which may correspond to a time-displaced contact between the aircraft <NUM> and the proximate aircraft. Similarly, terminators 404b of time-displacement vectors 112b corresponding to weather systems <NUM> (e.g., to core elements (124a, <FIG>) of the weather system that may be associated with sufficiently strong winds or other atmospheric conditions as to present a potential hazard to the aircraft <NUM>, and which the ownship may modify its flight plan to evade) may include orthogonal line segments or other like broad terminators indicative of, e.g., a weather front of considerable breadth or of a degree of uncertainty or volatility associated with the core element (or with the weather system generally). In embodiments, terminators 404c of time-displacement vectors 112c associated with time-displaced fixed objects (e.g., waypoints <NUM>) may include diamonds, rhomboids, circles, or other indicators of a time-displaced fixed object as opposed to a mobile object (e.g., symbology similar to that representing the time-displaced fixed object on the mobile map <NUM>).

In embodiments, each time-displacement vector 112a-c may include a vector shaft <NUM> connecting the respective terminator 404a-c to the corresponding time-displaced object (aircraft <NUM>, weather system <NUM>, waypoint <NUM>). For example, vector shafts <NUM> may be presented by the mobile map <NUM> as not only similarly colored and styled to, but orthogonal to (406a) the time-based ranging indicators <NUM>, in order to emphasize that the time-displacement vectors 112a-c correspond not to physical orientations or positions of the respective time-displaced objects, but to time-displaced contacts of each time-displaced object with the aircraft <NUM> in the time domain (e.g., relative to the indicated time ranges, and accounting for wind vectors and/or other dynamic factors). For example, referring back to <FIG>, the time-displacement vector <NUM> associated with the aircraft 122b may indicate contact with the aircraft <NUM> in <NUM>-<NUM> minutes given the relative velocities of the aircraft 122b, <NUM>. Similarly, the time-displacement vector <NUM> associated with the aircraft 122c may indicate contact in <NUM>-<NUM> minutes given the relative velocities of the aircraft 122c, <NUM>, and the time-displacement vector <NUM> associated with the core element 124a of the weather system <NUM> may indicate contact by the aircraft <NUM> with the core element in <NUM>-<NUM> minutes.

In embodiments, the time-displacement vectors <NUM> associated with the DOSSE and IKICO waypoints <NUM> reflect that these waypoints may be included within the flight plan of the aircraft <NUM>. For example, the flight plan of the aircraft <NUM> may provide for predicted arrival times (e.g., predicted times for overflight of the DOSSE and IKICO waypoints <NUM> respectively), and the display processors <NUM> may receive these predicted arrival times and other flight plan information from the controlling avionics <NUM>. However, the DOSSE and IKICO waypoints <NUM> may be time-displaced objects in that these waypoints are not (or at least not currently) directly in the current flight path <NUM> of the aircraft <NUM>. Accordingly, the physical distance between the aircraft <NUM> and these waypoints <NUM> is less significant than an indication of future overflight in the time domain. For example, as shown by the moving map <NUM>, the aircraft <NUM> may be on course to overfly the CEDOX waypoint <NUM> in approximately <NUM> minutes (e.g., <NUM>:<NUM>), at which time the aircraft will change heading and overfly the DOSSE and IKICO waypoints before changing heading once more to overfly the NIVSE and GLASI waypoints on its approach path <NUM> to land at KCLT runway <NUM> (<NUM>). It can also be seen that the physical distances of the DOSSE and IKICO waypoints from the aircraft <NUM> are approximately <NUM> and <NUM> respectively. However, as the aircraft <NUM> is not directly flying to either waypoint <NUM> (but instead overflying via the CEDOX waypoint), the time-displacement vectors <NUM> (and their respective terminators <NUM>) associated with each waypoint do not align with the physical distances to each waypoint. In embodiments, the time-displacement vectors <NUM> may instead indicate time-displaced contact of the ownship with the DOSSE and IKICO waypoints <NUM> (e.g., overflight of each waypoint) within approximately <NUM>-<NUM> and <NUM>-<NUM> minutes of the current time respectively. For example, as the aircraft <NUM> nears the CEDOX waypoint <NUM>, the time-displacement vectors <NUM> associated with the DOSSE and IKICO waypoints may shrink in size until the ownship reaches the CEDOX waypoint. When the aircraft <NUM> makes contact with the CEDOX waypoint <NUM> and changes heading, the DOSSE and IKICO waypoints may be in the direct flight path (<NUM>) of the ownship and may therefore no longer be time-displaced objects (as the overflight time for each waypoint may be a product of the velocity vector of the aircraft <NUM> and the physical distance of each waypoint). Accordingly, the moving map <NUM> may discontinue presentation of time-displacement vectors <NUM> associated with the DOSSE and IKICO waypoints <NUM>.

Further, it may be noted that while the NIVSE and GLASI waypoints <NUM> may also be on the approach path <NUM> to the KCLT runway <NUM> (<NUM>), the approach path <NUM> may not yet be synchronized with the flight paths <NUM>, <NUM>. Accordingly, no predicted times of arrival may currently be associated with the NIVSE and GLASI waypoints <NUM> (or the predicted times of arrival may be outside a useful time range of the moving map <NUM>), and no time-displacement vectors <NUM> may currently be associated with the NIVSE and GLASI waypoints.

In embodiments, the moving map <NUM> may include a cursor <NUM> configured for selection of time-displaced objects (e.g., waypoints <NUM>, proximate aircraft <NUM>, weather systems <NUM>) for "tool tip" display of time-based ranging information <NUM>. For example, a pilot or operator may select a time-displaced object (e.g., aircraft <NUM>) via the cursor <NUM>. When the aircraft <NUM> is "highlighted" by the cursor <NUM>, time-based ranging information <NUM> corresponding to the aircraft <NUM> (and optionally, e.g., distance-based ranging information (<NUM>, <FIG>)) may be displayed in a dialog box <NUM>. For example, the distance-based ranging information may indicate the aircraft <NUM> at a distance of <NUM> from the ownship, and project the aircraft <NUM> at a time-displaced contact with the aircraft <NUM> (corresponding to the terminator <NUM> of the time-displacement vector <NUM>) in approximately <NUM> minutes (<NUM>:<NUM>).

In embodiments, the cursor <NUM> may be moved (e.g., via control input provided via controls <NUM>, <FIG>) throughout the moving map <NUM>. Alternatively, the cursor <NUM> may be toggled through a sequence of time-displaced objects (e.g., reflective of any time-displaced waypoints <NUM>, proximate aircraft <NUM>, and weather systems <NUM> known to the flight display system (<NUM>, <FIG>)). For example, the cursor <NUM> may be used to highlight the weather system <NUM> and display, via dialog box <NUM>, time-based ranging information projecting a time-displaced contact of the aircraft <NUM> with the weather system according to its time-displacement vector <NUM>.

Referring to <FIG>, the moving map <NUM> is shown.

In embodiments, the subsequent time associated with time-based ranging <NUM> may (e.g., as selected by the pilot or operator, via the flight display system (<NUM>, <FIG>) or controls (<NUM>, <FIG>)) correspond to a time-domain proximity range <NUM> (e.g., proximity zone) surrounding the aircraft <NUM>. For example, the moving map <NUM> may display time-based ranging <NUM> based on a subsequent time of +<NUM> minutes (as well as additional time-based ranging corresponding to a subsequent time of +<NUM> minutes). In embodiments, the moving map <NUM> may display time-displacement vectors <NUM> associated with any time-displaced objects (e.g., waypoints <NUM>, aircraft <NUM>, core elements 124a of weather systems <NUM>) corresponding to a time-displaced contact (terminators <NUM>) within the time-domain proximity range <NUM> (e.g., corresponding to a time-displaced contact within <NUM> minutes of the current time). For example, the moving map <NUM> may suppress display of time-displacement vectors <NUM> associated with any time-displaced objects whose time-displaced contacts lie outside the time-domain proximity range <NUM>.

Referring now to <FIG>, the method <NUM> may be implemented by the moving map <NUM> and may include the following steps.

At a step <NUM>, an aircraft-based flight display system (e.g., physically embodied aboard an ownship or incorporated into a simulation thereof) provides a distance-based moving map including a current position of the ownship, a velocity vector of the ownship (e.g., airspeed and heading information) and time-displaced objects proximate to the ownship and/or provided for by the aircraft flight plan. For example, time-displaced objects may include mobile objects, e.g., proximate aircraft and/or weather systems whose position information is reported to the ownship or relayed by traffic, surveillance, and/or weather radar systems. Time-displaced objects may also include fixed objects, e.g., ground-based waypoints included in the aircraft flight plan.

At a step <NUM>, the flight display system projects one or more time ranges of the ownship, each time range corresponding to a set of time-displaced positions of the ownship at a subsequent time given its current position and velocity vector. For example, time ranges may correspond to a selected subsequent time and/or multiples thereof (or, in some embodiments, a scaled-up or scaled-down time range corresponding to a resized moving map).

At a step <NUM>, the flight display system determines relative velocities between the ownship and time-displaced mobile objects (e.g., aircraft and weather systems) and predicted contact times with time-displaced fixed objects that are overflight times predicted by the aircraft flight plan.

At a step <NUM>, the flight display system superimposes on the moving map time-based ranging information corresponding to the range of future positions of the ownship. In some embodiments, the display processors may superimpose time-displacement vectors corresponding to positions of air traffic, weather systems, and other time-displaced mobile objects of which relative velocities can be determined, projected forward in the time domain. For example, time-displacement vectors may include terminators indicative of a time-displaced contact with the ownship (e.g., overflight of waypoints, collision with aircraft or weather systems).

Referring also to <FIG>, the method may include additional steps <NUM> and <NUM>. At the step <NUM>, the flight display system receives wind vector information indicative of a wind speed and wind direction (e.g., wind patterns proximate to the ownship or directly in its flight path).

At the step <NUM>, the flight display system may modify time-based ranging based on wind vector information to reflect the change in potential time range of the aircraft into a headwind or with a tailwind.

Claim 1:
A flight display system (<NUM>) for providing time-based overlays for a positional map display, the flight display system comprising:
one or more graphics processors (<NUM>) coupled to controlling avionics (<NUM>) of an aircraft (<NUM>), the controlling avionics including a memory configured for storage of a flight plan under execution by the aircraft;
at least one display unit configured for display of a distance-based moving map (<NUM>) comprising:
a current position (<NUM>) of the aircraft at a current time;
a velocity vector of the aircraft (<NUM>, <NUM>); and
one or more time-displaced objects including:
a time-displaced mobile object (122a-c) traveling relative to the aircraft;
and
a time-displaced fixed object (<NUM>) associated with the flight plan;
wherein
the flight display system is configured to:
determine (<NUM>) at least one time range of the aircraft based on the velocity vector, each time range indicative of a time-displaced position of the aircraft at a subsequent time;
determine (<NUM>) a relative velocity of the time-displaced mobile
object relative to the aircraft;
determine an overflight time predicted by the flight plan associated with the time-displaced fixed object;
and
superimpose (<NUM>) on the distance-based moving map:
a time-domain range indicator (<NUM>, 110a-b) based on the at least one time range;
and
a time-displacement vector (<NUM>, 112a-c) corresponding to each time-displaced object and indicative of a time-displaced contact of the aircraft and the time-displaced object, the time-displacement vector based on the relative velocity or the overflight time.