System and method for improving contextual awareness of aircraft in airspace

Abstract

Systems and methods for improving contextual awareness of an aircraft within an airspace are disclosed. A system and method includes a control unit configured to determine contextual information about a plurality of aircrafts within an airspace. The control unit is configured to determine contextual information based on broadcast automatic dependent surveillance (ADS-B) signals output by the plurality of aircrafts and received by the ADS-B receiver of the tracking subsystem.

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to systems and methods for improving situational awareness of aircraft within airspace. Background Art

[0002] Aircraft are used to transport passengers and cargo between various locations. Many aircraft depart from and arrive at a typical airport every day.

[0003] Various aircraft within a particular airspace are monitored by air traffic control, such as may be located at an airport. Aircraft operating in unmonitored airspace are often kept at non-optimal flight altitudes due to traffic conflicts at optimal flight altitudes and flight altitudes between the current and optimal flight altitudes. During peak travel periods, air traffic may create local congestion at commonly used cruising altitudes. Therefore, some aircraft may need to fly at altitudes that are not requested, resulting in reduced fuel efficiency. Large procedural separation standards used in non-monitored airspaces (such as oceanic airspace) typically exacerbate this problem. In addition, distance minimums are higher in oceanic areas, which typically limits the number of aircraft that can fly in such areas at the same time. In addition, because pilots of such aircraft are seldom aware of other flights, aircraft typically follow separation minimums.

[0004] In addition, according to Air Navigation Services Document 4444ATM / 501 (Section 15.2.2.3), in oceanic airspace, if ATC clearance cannot be obtained, the pilot is advised to take the following actions: (a) leave the assigned route or track and first turn 90 degrees left or right, (b) perform a turn climb or descent to select a flight altitude that is 150 meters (500 feet) different from the normal flight altitude, (c) establish communication with nearby aircraft and alert them to their presence, (d) pay attention to conflicting aircraft through visual observation and reference to the Air Collision Avoidance System (ACAS), (e) turn on all aircraft external lights, (f) keep the secondary surveillance radar (SSR) transponder on at all times, and (g) take necessary actions to ensure the safety of the aircraft. With regard to (a) and (b), the pilot is usually not aware of the surrounding aircraft because the aircraft usually loses communication with ATC during this time.

[0005] An Inter-Altitude Procedure (ITP) is a method of using precise Automatic Dependent Surveillance-Broadcast (ADS-B) position data that allows for changes in an aircraft's altitude. Flight crews operating ITP-equipped aircraft use a dedicated algorithm that calculates the crew's ITP distance. ITP-equipped and trained flight crews can request an ITP maneuver to their preferred flight altitude, and due to ADS-B accuracy, ITP maneuvers require smaller separations. However, the ITP algorithm calculates the ITP distance based on position data received from other flights with onboard ADS-B transmitters. Aircraft without ADS-B receivers generally cannot use ITP.

[0006] Paired Track Management (PTM) is an advanced method that combines airborne ADS-B and ground-based capabilities to achieve airborne pairwise separation capabilities in oceanic areas. Air traffic controllers using ground-based systems issue specific pairwise PTM clearances to PTM-equipped aircraft.

[0007] A prerequisite for ITP and PTM is that the aircraft must generally have onboard ADS-B IN capability. That is, for both ITP and PTM, the aircraft must generally have an ADS-B receiver configured to receive ADS-B signals output from other aircraft. It is worth noting that there is currently no requirement for aircraft to have onboard ADS-B IN capability. Therefore, there are a large number of aircraft that do not have ADS-B IN capability. Because some aircraft lack this capability, these aircraft generally lack situational awareness of other aircraft in the airspace. In addition, installing an ADS-B receiver on an aircraft is expensive and generally requires recertification. Summary of the invention

[0008] There is a need for systems and methods that provide improved situational awareness to aircraft within an airspace. In addition, there is a need for systems and methods that transmit optimal altitudes to aircraft flying within an airspace, which in turn increases fuel efficiency and improves situational awareness.

[0009] In view of these needs, some embodiments of the present disclosure provide a system including a control unit configured to determine situational information about a plurality of aircraft within an airspace. The control unit is configured to determine the situational information based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft and received by an ADS-B receiver of a tracking subsystem.

[0010] In at least one embodiment, the control unit is further configured to output one or more context signals. The one or more context signals include at least a portion of the context information. In at least one embodiment, the control unit is configured to output the one or more context signals to one or more of the plurality of aircraft.

[0011] In at least one embodiment, the one or more situational signals include one or more flight aspects recommended for the one or more aircraft based on the tracked positions of the plurality of aircraft within the airspace. The one or more recommended flight aspects may include a recommended altitude.

[0012] One or more of the plurality of aircraft may be configured to be automatically controlled based on the one or more context signals.

[0013] In at least one embodiment, one or more of the plurality of aircraft are not capable of receiving ADS-B signals.In at least one embodiment, the control unit is configured to determine the situational information independently of any of the plurality of aircraft having the capability to receive ADS-B signals.

[0014] In at least one embodiment, the control unit is an artificial intelligence or machine learning system.

[0015] Some embodiments of the present disclosure provide a method including determining, by a control unit, situational information about a plurality of aircraft within an airspace, wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft and received by an ADS-B receiver of a tracking subsystem.

[0016] Some embodiments of the present disclosure provide a non-transitory computer-readable storage medium comprising executable instructions that, in response to execution, cause one or more control units including a processor to perform operations, the operations comprising: determining situational information about multiple aircraft within an airspace, wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the multiple aircraft and received by an ADS-B receiver of a tracking subsystem; and outputting one or more situational signals, wherein the one or more situational signals include at least a portion of the situational information, and wherein the one or more situational signals include one or more flight aspects recommended for the one or more aircraft based on the tracked positions of the multiple aircraft within the airspace. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic block diagram of a system for providing situational awareness to aircraft within an airspace according to an embodiment of the present disclosure is shown.

[0018] Figure 2 A flow chart of a method for providing situational awareness to aircraft within an airspace according to an embodiment of the present disclosure is shown.

[0019] Figure 3 A schematic block diagram of a control unit according to an embodiment of the present disclosure is shown.

[0020] Figure 4 A perspective front view of an aircraft according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0021] When reading in conjunction with the accompanying drawings, the following detailed description of the above overview and some embodiments will be better understood. As used herein, elements or steps stated in singular form and preceded by the word "one" or "a kind of" should be understood to not necessarily exclude the plural number of elements or steps. In addition, reference to "an embodiment" is not intended to be interpreted as excluding the existence of additional embodiments that also combine the features. In addition, unless explicitly pointed out to the contrary, the embodiment of "including" or "having" an element or multiple elements with a specific condition may include additional elements that do not have the condition.

[0022] ADS-B IN is the ability of an aircraft to receive information from other aircraft that have ADS-B OUT capability. ADS-BIN is the ability to receive ADS-B signals, while ADS-B OUT is the ability to output ADS-B signals. Many aircraft have ADS-B OUT capability but not ADS-BIN capability. While some regulatory agencies mandate ADS-B OUT capability, ADS-BIN capability is not currently mandatory. Therefore, aircraft typically broadcast their position and other information via ADS-B OUT signals, while only aircraft with ADS-B IN capability are able to receive that information. Knowing the position information of other aircraft within the airspace will not only assist the pilot with situational awareness, but also allow for informed decisions in situations where the pilot needs to deviate from the intended path.

[0023] Embodiments of the present disclosure provide systems and methods for providing virtual ADS-B IN capabilities to aircraft that do not have an actual ADS-B receiver configured to receive ADS-B IN signals.

[0024] Figure 1 A schematic block diagram of a system 100 for providing situational awareness to an aircraft 102 within an airspace 104 in accordance with an embodiment of the present disclosure is shown. The airspace 104 may be within a particular area, such as over an ocean. As another embodiment, the airspace 104 may be within a predetermined distance of a particular location, such as within 100 miles of one or more airports. As another embodiment, the airspace 104 may be over land. As another embodiment, the airspace 104 may be over a state or a group of states. As another embodiment, the airspace 104 may be a hemisphere. As another embodiment, the airspace 104 may involve the entire earth.

[0025] A plurality of aircraft 102 are within the airspace 104. The aircraft 102 fly within the airspace 104 at a particular heading, speed, altitude, etc. Each aircraft 102 includes a controller 106 that is operated by one or more crew members to control the operation of the aircraft 102. The aircraft 102 also includes a user interface 108, which may be part of a flight computer or otherwise communicate with the flight computer. As another embodiment, the user interface 108 may be part of a stand-alone computer workstation on the aircraft 102. As another embodiment, the user interface 108 may be a handheld device within the aircraft 102, such as a smartphone, tablet computer, etc. The user interface 108 includes a display 110 (such as an electronic monitor) that communicates with an input device 112 (such as one or more of a keyboard, mouse, stylus, touch screen interface, etc.). For example, the aircraft 102 also includes a communication device 114, such as one or more antennas, transceivers, radios, etc., such as to allow the aircraft 102 to communicate with air traffic control.

[0026] Aircraft 102 also include ADS-B transmitter 116. ADS-B transmitter 116 is configured to output ADS-B OUT signals 118. ADS-B OUT signals 118 provide information about aircraft 102 within airspace 104. For example, ADS-B OUT signals 118 provide location, heading, speed, altitude, etc. for aircraft 102 within airspace 104. In at least one embodiment, at least one of aircraft 102 within airspace 104 does not include an ADS-B receiver. Therefore, at least one aircraft 102 is unable to receive ADS-B IN signals from other aircraft 102 within airspace 104.

[0027] The system 100 includes a tracking subsystem 120 that is configured to receive an ADS-B OUT signal 118 from an aircraft 102. The tracking subsystem 120 includes an ADS-B receiver 122 that is configured to receive the ADS-B OUT signal 118 from the aircraft 102. Thus, the tracking subsystem 120 has ADS-B IN capability because it is configured to receive and monitor the ADS-B OUT signal 118 from the aircraft 102 within the airspace 104. Neither the tracking subsystem 120 nor the ADS-B receiver 122 are on the aircraft 102. Instead, the tracking subsystem 120, including the ADS-B receiver 122, is in a separate and distinct monitoring location from the aircraft 102 within the airspace 104.

[0028] The tracking subsystem 120 is an ADS-B tracking subsystem that determines the current position of the aircraft 102 via satellite navigation through a position signal of the aircraft 102 (i.e., ADS-B OUT signal 118) output by the ADS-B transmitter 116 and received by the ADS-B receiver 122. The ADS-B transmitter 116 periodically outputs the ADS-B OUT signal 118, which includes information about the aircraft 102, such as identification details, current position, current altitude, and current speed. The tracking subsystem 120 receives the ADS-B OUT signal 118 and determines the current and real-time position, heading, speed, etc. of the aircraft 102.

[0029] The tracking subsystem 120 receives ADS-B OUT signals 118 from all aircraft 102 in the airspace 104 via the ADS-B receiver 122, and tracks the position, heading, speed, altitude, etc. of each aircraft 102 through the received ADS-B OUT signals 118. The control unit 124 communicates with the tracking subsystem 120, for example, through one or more wired or wireless connections. In at least one embodiment, the control unit 124 can be part of the tracking subsystem 120. As another embodiment, the control unit 124 is separate and distinct from the tracking subsystem 120. The control unit 124 can communicate with the tracking subsystem 120 through direct communication, a network, the Internet, etc.

[0030] The control unit 124 also communicates with the communication device 126, such as through one or more wired or wireless connections. In at least one embodiment, the control unit 124 includes the communication device 126. As another embodiment, the control unit 124 is separate and distinct from the communication device 126. The communication device 126 may be one or more antennas, transceivers, etc. The communication device 126 is configured to allow the control unit 124 to communicate with the aircraft 102, such as by outputting communication signals that are received by the communication device 114 of the aircraft 102.

[0031] In operation, the tracking subsystem 120 receives the ADS-B OUT signals 118 via the ADS-B receiver 122 and tracks the aircraft 102 within the airspace 104. For example, the tracking subsystem 120 is capable of tracking the current position, heading, speed, altitude, etc. of each aircraft 102 within the airspace 104. The control unit 124 determines the position of the aircraft 102 within the airspace 104 by analyzing the tracked aircraft 102 determined by the tracking subsystem 120. The control unit 124 then outputs one or more situational signals 128 to one or more aircraft 102 within the airspace 104. The one or more situational signals 128 include situational information about the aircraft 102 within the airspace 104 relative to other aircraft 102. For example, the situational signal 128 includes a separation distance between the aircraft 102 and other aircraft within the airspace 104. In at least one embodiment, the situational signal 128 also includes the altitude of the other aircraft 102 relative to the aircraft 102.

[0032] Alternatively, the control unit 124 may output the situational signal 128 to a specific medium or location, such as a cloud-based server, accessible to operators of the aircraft 102. Thus, rather than outputting the signal to each aircraft 102, the control unit 124 may output the signal to a centralized location accessible to operators of the aircraft 102.

[0033] As described herein, control unit 124 provides virtual ADS-B IN capabilities to aircraft 102 within airspace 104, such as aircraft 102 that do not have ADS-B receivers. In particular, control unit 124 compiles the tracking positions of aircraft 102 within airspace 104 as determined by tracking subsystem 120, and communicates such information to aircraft 102 within airspace 104.

[0034] In at least one further embodiment, the situational signal(s) 128 also include one or more flight aspects recommended for a particular aircraft 102 within the airspace 104. For example, the control unit 124 may determine separation distances, altitudes, etc. of aircraft 102 within the airspace and, based on such information, provide recommendations to the aircraft 102 regarding optimal separation distances, optimal altitudes, etc. using the situational signal 128. Such information may be used to improve fuel efficiency, allow for an increased number of aircraft 102 within the airspace 104, etc.

[0035] Information about situational signals 128 may be displayed and / or broadcast via user interface 108 of aircraft 102. For example, display 110 may display the separation distances, altitudes, etc. of other aircraft 102 relative to a particular aircraft 102. Display 110 may also display recommended separation distances and altitudes for aircraft 102.

[0036] In at least one embodiment, the aircraft 102 may be automatically controlled, such as without human intervention, based on the contextual signals 128. For example, the contextual signal(s) 128 may be received by the aircraft 102, and the controller 106 may automatically operate according to the contextual signal(s) 128. Alternatively, the aircraft 102 is not automatically controlled based on the contextual signals 128.

[0037] In at least one embodiment, the control unit 124 provides the situational signals 128 for all aircraft 102 in a medium accessible to the aircraft 102. For example, the situational signals 128 may be provided in a cloud-based server that the aircraft 102 may access. The control unit 124 may store the situational signals 128 for all aircraft 102 in the cloud-based server. For example, the information in the situational signals 128 may be used by pilots of the aircraft 102 to correlate the positions and trajectories of all aircraft 102 within the airspace 104 and allow the pilots to identify a flight altitude (i.e., altitude) that is beneficial for fuel efficiency. In at least one embodiment, the situational signals 128 may be sent to the aircraft 102 via an aircraft communications addressing and reporting system (ACARS).

[0038] Embodiments of the present disclosure provide systems and methods that significantly enhance pilots' situational awareness and reduce air traffic controller workload. In addition, for example, by determining an optimal altitude, the fuel efficiency of the aircraft 102 can be increased and CO2 emissions can be reduced. Further, the systems and methods described herein allow pilots to make informed decisions during periods when communications with air traffic control may be lost, such as when flying in oceanic airspace. In addition, the systems and methods described herein improve airspace efficiency and enable higher density of aircraft within a particular airspace without compromising safety.

[0039] As described herein, the system 100 includes a control unit 124 configured to determine situational information (e.g., separation distance, altitude, speed, etc.) about a plurality of aircraft 102 within an airspace 104. The control unit 124 is configured to determine the situational information based on automatic dependent surveillance-broadcast (ADS-B) signals (e.g., ADS-B OUT signals 118) output by the plurality of aircraft 102 and received by an ADS-B receiver 122 of the tracking subsystem 120. In at least one embodiment, the control unit 124 is further configured to output one or more situational signals 128. The one or more situational signals 128 include at least a portion of the situational information. In at least one embodiment, the control unit 124 is configured to output the one or more situational signals 128 to one or more of the plurality of aircraft 102. As another embodiment, the control unit 124 is configured to output the one or more situational signals 128 to an accessible medium, such as a cloud-based server. In at least one embodiment, the situational signals 128 include flight aspects recommended for the one or more aircraft 102 based on the tracked positions of the plurality of aircraft 102 within the airspace 104. The recommended flight aspects may include, for example, a recommended altitude. In at least one embodiment, one or more of the plurality of aircraft 102 is not capable of receiving ADS-B signals. That is, such aircraft does not include an ADS-B receiver.

[0040] In at least one embodiment, the control unit 124 is configured to determine the situational information independently of any of the plurality of aircraft 102 having the capability to receive ADS-B signals. That is, the control unit 124 determines the situational information whether the aircraft 102 has an ADS-B receiver (in contrast to ITP and PTM as described above). The situational awareness determined by the control unit 124 is not relayed on any aircraft 102 having an ADS-B receiver that receives ADS-B signals from other aircraft.

[0041] Figure 2 A flow chart of a method for providing situational awareness to aircraft within an airspace according to an embodiment of the present disclosure is shown. Figure 1 and Figure 2At 200, the ADS-B receiver 122 of the tracking subsystem 120 receives an ADS-B OUT signal 118 from an aircraft 102 within the airspace 104. At 202, the tracking subsystem 120 determines the location (including altitude and relative distance) of the aircraft 102 within the airspace 104 via the ADS-B OUT signal 118. At 204, the control unit 124 outputs a situational signal 128, for example, to the aircraft 102 within the airspace 104. The situational signal 128 includes information indicating the location of the aircraft 102 as determined by the tracking subsystem 120. In this manner, the system and method provide ADS-B situational awareness even for aircraft 102 that do not include an ADS-B receiver configured to receive ADS-B signals. The situational signal 128 may also include flight-related recommendations, such as a recommended altitude and / or separation distance relative to one or more other aircraft 102.

[0042] Figure 3 A schematic block diagram of a control unit 124 according to an embodiment of the present disclosure is shown. In at least one embodiment, the control unit 124 includes at least one processor 300 in communication with a memory 302. The memory 302 stores instructions 304, received data 306, and generated data 308. Figure 3 The control unit 124 shown in FIG. 1 is exemplary only and not limiting.

[0043] As used herein, the terms "control unit," "central processing unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application specific integrated circuits (ASICs), logic circuits, and any other circuit or processor, including hardware, software, or a combination thereof, capable of performing the functions described herein. This is exemplary only, and thus is not intended to limit the definition and / or meaning of such terms in any way. For example, the control unit 124 may be or include one or more processors configured to control operations, as described herein.

[0044] The control unit 124 is configured to execute instruction sets stored in one or more data storage units or elements (such as one or more memories) to process data. For example, the control unit 124 may include or be coupled to one or more memories. The data storage unit may also store data or other information as desired or required. The data storage unit may be in the form of an information source or physical memory element within the processing machine.

[0045] The instruction set may include various commands that instruct the control unit 124 to perform specific operations as a processor, such as the methods and processes of various embodiments of the subject matter described herein. The instruction set may be in the form of a software program. The software may be in various forms, such as system software or application software. Further, the software may be in the form of a collection of independent programs, a subset of programs within a larger program, or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of the input data by the processor may be in response to user commands, or in response to the results of previous processing, or in response to a request made by another processor.

[0046] The diagrams of the embodiments herein may show one or more control or processing units, such as control unit 124. It should be understood that a processing or control unit may represent a circuit, circuit, or portion thereof that may be implemented as hardware (e.g., software stored on a tangible and non-transitory computer-readable storage medium such as a computer hard drive, ROM, RAM, etc.) with associated instructions to perform the operations described herein. The hardware may include a state machine circuit that is hardwired to perform the functions described herein. Alternatively, the hardware may include an electronic circuit that includes and / or is connected to one or more logic-based devices such as a microprocessor, a processor, a controller, etc. Optionally, control unit 124 may represent a processing circuit, such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a microprocessor, etc. The circuits in different embodiments may be configured to execute one or more algorithms to perform the functions described herein. Whether or not explicitly identified in a flowchart or method, one or more algorithms may include aspects of the embodiments disclosed herein.

[0047] As used herein, the terms "software" and "firmware" are interchangeable and include any computer program stored in a data storage unit (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are exemplary only and therefore do not limit the types of memory that can be used to store computer programs.

[0048] See also Figure 1-Figure 3, embodiments of the present disclosure provide systems and methods that allow large amounts of data to be quickly and efficiently analyzed by a computing device. For example, a control unit 124 may analyze various aspects of many aircraft 102 within an airspace 104 during a particular time period. As such, large amounts of data that may not be discernible to a human being are being tracked and analyzed. Large amounts of data are efficiently organized and / or analyzed by the control unit 124 as described herein. The control unit 124 analyzes the data in a relatively short period of time in order to quickly and efficiently determine situational information for all aircraft 102 within the airspace 104. A human being cannot efficiently analyze such a large amount of data in such a short period of time. As such, embodiments of the present disclosure provide improved and efficient functionality, as well as greatly superior performance, compared to humans analyzing large amounts of data.

[0049] In at least one embodiment, components of system 100, such as control unit 124, provide and / or enable the computer system to operate as a specialized computer system for providing situational awareness information to aircraft 102 within airspace 104. Control unit 124 improves upon standard computing devices by determining such information in an efficient and effective manner.

[0050] In at least one embodiment, all or part of the systems and methods described herein may be or otherwise include an artificial intelligence (AI) or machine learning system that can automatically perform the operations of the methods also described herein. For example, the control unit 124 may be an artificial intelligence or machine learning system. These types of systems may be trained with external information and / or self-trained to repeatedly improve the accuracy of how to analyze data to determine the situational information of the aircraft 102 within the airspace 104. Over time, these systems may be improved by determining such information with increased accuracy and speed, thereby significantly reducing the likelihood of any potential errors. For example, an AI or machine learning system may learn and determine the optimized separation distance and altitude of the aircraft 102 within the airspace 104. The AI ​​or machine learning system described herein may include technology enabled by adaptive predictive capabilities, and it exhibits at least some degree of autonomous learning to automate and / or enhance pattern detection (e.g., identifying irregularities or regularities in data), customization (e.g., generating or modifying rules to optimize record matching), etc. Feedback from one or more previous analyses of data, aggregate data, and / or other such data may be used to train and retrain the system. Based on the feedback, the system may be trained by adjusting one or more parameters, weights, rules, criteria, etc. used in the analysis system. This process may be performed using data and collection data instead of training data, and may be repeated multiple times to repeatedly improve the determination of situational information. Training minimizes conflicts and interference by executing an iterative training algorithm in which the system is retrained using updated data sets (e.g., data received before, during, and / or after each flight of the aircraft 102) and based on feedback examined prior to the most recent training of the system. This provides a robust analytical model that is capable of better determining situational information in a cost-effective and efficient manner.

[0051] Figure 4 A perspective front view of an aircraft 102 according to an embodiment of the present disclosure is shown. The aircraft 102 includes a propulsion system 412 including, for example, engines 414. Optionally, the propulsion system 412 may include more engines 414 than shown. The engines 414 are carried by wings 416 of the aircraft 102. In other embodiments, the engines 414 may be carried by a fuselage 418 and / or a tail 420. The tail 420 may also support a horizontal stabilizer 422 and a vertical stabilizer 424. The fuselage 418 of the aircraft 102 defines an interior cabin 430 that includes a cockpit or cabin, one or more work sections (e.g., a galley, a personnel carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and second class sections), one or more lavatories, etc. Figure 4 An embodiment of an aircraft 102 is shown. It should be understood that the size, shape, and configuration of the aircraft 102 may vary. Figure 4 The difference shown in .

[0052] Furthermore, the present disclosure includes embodiments according to the following items:

[0053] Item 1. A system comprising:

[0054] A control unit is configured to determine situational information about a plurality of aircraft within an airspace, wherein the control unit is configured to determine the situational information based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft and received by an ADS-B receiver of the tracking subsystem.

[0055] Item 2. The system of Item 1, wherein the control unit is further configured to output one or more context signals, wherein the one or more context signals include at least a portion of the context information.

[0056] Item 3. The system of Item 2, wherein the control unit is configured to output one or more context signals to one or more aircraft of the plurality of aircraft.

[0057] Item 4. A system according to Item 2 or 3, wherein the one or more situational signals include one or more flight aspects recommended for one or more aircraft based on tracked positions of multiple aircraft within the airspace.

[0058] Item 5. A system according to Item 4, wherein the recommended one or more flight aspects include a recommended altitude.

[0059] Item 6. The system of any of Items 2-5, wherein one or more of the plurality of aircraft are configured to be automatically controlled based on the one or more context signals.

[0060] Item 7. The system of any of Items 1-6, wherein one or more of the plurality of aircraft are unable to receive ADS-B signals.

[0061] Item 8. The system of any one of Items 1-7, wherein the control unit is configured to determine the situational information independently of any one of a plurality of aircraft having the capability to receive ADS-B signals.

[0062] Item 9. A system according to any one of items 1-8, wherein the control unit is an artificial intelligence or machine learning system.

[0063] Item 10. A method comprising:

[0064] Situational information about a plurality of aircraft within the airspace is determined by a control unit, wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft and received by an ADS-B receiver of the tracking subsystem.

[0065] Item 11. The method according to Item 10 further includes outputting one or more context signals through the control unit, wherein the one or more context signals include at least a portion of the context information.

[0066] Item 12. The method of Item 11, wherein the outputting comprises outputting one or more context signals to one or more aircraft of the plurality of aircraft.

[0067] Item 13. The method of Item 11 or 12, wherein the one or more situational signals include one or more flight aspects recommended for one or more aircraft based on the tracked positions of multiple aircraft within the airspace.

[0068] Item 14. The method of Item 13, wherein the recommended one or more flight aspects include a recommended altitude.

[0069] Item 15. The method of any one of Items 11-14, further comprising automatically controlling one or more of the plurality of aircraft based on one or more context signals.

[0070] Item 16. The method of any one of Items 10-15, wherein one or more of the plurality of aircraft are unable to receive ADS-B signals.

[0071] Item 17. The method of any one of Items 10-16, wherein the determining comprises determining the situational information independently of any aircraft of a plurality of aircraft having the capability to receive ADS-B signals.

[0072] Item 18. A method according to any one of items 10-17, wherein the control unit is an artificial intelligence or machine learning system.

[0073] Item 19. A non-transitory computer-readable storage medium comprising executable instructions that, in response to being executed, cause one or more control units including a processor to perform operations comprising:

[0074] determining situational information about a plurality of aircraft within the airspace, wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft and received by an ADS-B receiver of the tracking subsystem; and

[0075] One or more situational signals are output, wherein the one or more situational signals include at least a portion of the situational information, and wherein the one or more situational signals include one or more flight aspects recommended for one or more of the aircraft based on the tracked positions of the plurality of aircraft within the airspace.

[0076] Item 20. The non-transitory computer-readable storage medium of claim 19, wherein one or more of the plurality of aircraft are unable to receive ADS-B signals, and wherein the determining comprises determining the situational information independently of any of the plurality of aircraft having the capability to receive ADS-B signals.

[0077] As described herein, embodiments of the present disclosure provide systems and methods for providing improved situational awareness to aircraft within an airspace. In addition, embodiments of the present disclosure provide systems and methods for transmitting optimal altitudes to aircraft flying within an airspace, which in turn increases fuel efficiency and improves situational awareness.

[0078] Although various spatial and directional terms (such as, top, bottom, lower, middle, lateral, horizontal, vertical, front, etc.) may be used to describe embodiments of the present disclosure, it should be understood that these terms are used only relative to the orientation shown in the drawings. The orientation may be reversed, rotated or otherwise changed so that upper is lower and vice versa, horizontal becomes vertical, etc.

[0079] As used herein, a structure, limitation, or element "configured to" perform a task or operation is specifically structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For clarity and avoidance of doubt, an object that can merely be modified to perform a task or operation is not "configured for" performing a task or operation as used herein.

[0080] It should be understood that the above description is intended to be illustrative rather than restrictive. For example, the above embodiments (and / or aspects thereof) can be used in combination with each other. In addition, without departing from the scope of the present disclosure, many modifications can be made to adapt specific situations or materials to the teachings of various embodiments of the present disclosure. Although the size and type of materials described herein are intended to limit the aspects of various embodiments of the present disclosure, the embodiments are by no means restrictive, but exemplary embodiments. After reviewing the above description, many other embodiments will be apparent to those skilled in the art. Therefore, the scope of each embodiment of the present disclosure should be determined with reference to the attached claims and the full range of equivalents granted by these claims. In the attached claims and the detailed description herein, the terms "including" and "wherein" are used as the plain English equivalents of the corresponding terms "including" and "wherein". In addition, the terms "first", "second" and "third" etc. are used only as labels, and are not intended to impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in the format of device plus function, and are not intended to be interpreted according to Section 112 of Chapter 35 of the United States Code. Unless and until such claim limitations explicitly use the phrase "device for..." after the functional statement to avoid additional structures.

[0081] This written description uses embodiments to disclose various embodiments of the present disclosure, including the best mode, and also enables any person skilled in the art to practice the various embodiments of the present disclosure, including making and using any device or system and performing any combined methods. The patentable scope of the various embodiments of the present disclosure is defined by the claims, and may include other embodiments that occur to those skilled in the art. If the embodiments have structural elements that do not differ from the literal language of the claims, or if the embodiments include equivalent structural elements that do not differ substantially from the literal language of the claims, these other embodiments are intended to fall within the scope of the claims.

Claims

1. A system (100), comprising: A control unit (124) is configured to determine situational information about a plurality of aircraft (102) within an airspace (104), wherein the control unit (124) is configured to determine the situational information based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft (102) and received by an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver (122) of a tracking subsystem (120).

2. The system (100) according to claim 1, wherein: The control unit (124) is further configured to output one or more context signals (128), wherein the one or more context signals (128) include at least a portion of the context information.

3. The system (100) according to claim 2, wherein: The control unit (124) is configured to output the one or more context signals (128) to one or more aircraft of the plurality of aircraft (102).

4. The system (100) according to claim 2, wherein: The one or more situational signals (128) include one or more flight aspects recommended for one or more of the plurality of aircraft (102) based on the tracked positions of the plurality of aircraft (102) within the airspace (104).

5. The system (100) according to claim 4, wherein: The one or more recommended flight aspects include a recommended altitude.

6. The system (100) of claim 2, wherein: One or more of the plurality of aircraft (102) are configured to be automatically controlled based on the one or more context signals (128).

7. The system (100) of claim 1, wherein: One or more of the plurality of aircraft (102) are unable to receive the ADS-B signal (118).

8. The system (100) of claim 1, wherein: The control unit (124) is configured to determine the situational information independently of any one of the plurality of aircraft (102) having the capability to receive the ADS-B signal (118).

9. The system (100) of claim 1, wherein: The control unit (124) is an artificial intelligence or machine learning system.

10. A method comprising: Situational information about a plurality of aircraft (102) within an airspace (104) is determined by a control unit (124), wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft (102) and received by an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver (122) of a tracking subsystem (120).

11. The method according to claim 10, further comprising: One or more context signals (128) are outputted by the control unit (124), wherein the one or more context signals (128) include at least a portion of the context information.

12. The method according to claim 11, wherein: The outputting includes outputting the one or more situational signals (128) to one or more aircraft of the plurality of aircraft (102).

13. The method according to claim 11, wherein: The one or more situational signals (128) include one or more flight aspects recommended for one or more of the plurality of aircraft (102) based on the tracked positions of the plurality of aircraft (102) within the airspace (104).

14. The method according to claim 13, wherein: The one or more recommended flight aspects include a recommended altitude.

15. The method according to claim 11, further comprising: One or more of the plurality of aircraft (102) are automatically controlled based on the one or more context signals (128).

16. The method according to claim 10, wherein: One or more of the plurality of aircraft (102) are unable to receive the ADS-B signal (118).

17. The method according to claim 10, wherein: The determining includes determining the situational information independently of any aircraft in the plurality of aircraft (102) having the capability to receive the ADS-B signal (118).

18. The method according to claim 10, wherein: The control unit (124) is an artificial intelligence or machine learning system.

19. A non-transitory computer-readable storage medium comprising executable instructions that, in response to being executed, cause one or more control units (124) including a processor (300) to perform operations comprising: determining situational information about a plurality of aircraft (102) within an airspace (104), wherein the determination is based on Automatic Dependent Surveillance-Broadcast (ADS-B) signals output by the plurality of aircraft (102) and received by an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver (122) of a tracking subsystem (120); as well as Outputting one or more situational signals (128), wherein the one or more situational signals (128) include at least a portion of the situational information, and wherein the one or more situational signals (128) include one or more flight aspects recommended for one or more of the plurality of aircraft (102) based on the tracked positions of the plurality of aircraft (102) within the airspace (104).

20. The transitory computer-readable storage medium of claim 19, wherein: One or more of the plurality of aircraft (102) are unable to receive ADS-B signals (118), and wherein the determining comprises determining the situational information independently of any of the plurality of aircraft (102) having the capability to receive the ADS-B signals (118).

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