Method and computing system for providing inbound traffic alerts

Abstract

The invention relates to a method of providing inbound traffic alerts and a computing system. The method includes receiving position sensor data of an aircraft. Location data for the target traffic is also received. A position, velocity, and direction of travel of the aircraft are determined based on position sensor data of the aircraft. And determining the position, speed and advancing direction of the target traffic based on the position data of the target traffic. The method also includes determining that the aircraft is on the runway, and determining that the aircraft is a native aircraft. The method also includes determining that the target traffic satisfies one or more target traffic alert criteria. An inbound traffic alert is output based on determining that the aircraft is on the runway, the aircraft is native, and the target traffic satisfies one or more target traffic alert criteria.

Description

Technical Field

[0001] The present disclosure relates to the field of aircraft flight, and more particularly to an inbound traffic alert that coordinates the movement of an aircraft and a ground vehicle to avoid conflicts during airport operations. Background Art

[0002] Air traffic controllers, ground controllers, pilots, and airport ground vehicle operators monitor the movement of aircraft and ground vehicles to ensure safe and efficient aviation operations. Traffic monitoring can include visual tracking, as well as radar- or satellite-based systems to monitor aircraft and ground vehicles. In this way, air traffic controllers, ground controllers, pilots, and vehicle operators can coordinate the movement of aircraft and ground vehicles to avoid conflicts during airport operations. Summary of the Invention

[0003] According to one aspect of the present disclosure, a method for providing an inbound traffic alert is provided. The method includes receiving position sensor data of an aircraft from a position sensor onboard the aircraft. Position data for a target traffic is also received. Based on the position sensor data of the aircraft, the position, speed, and direction of travel of the aircraft are determined. Based on the position data of the target traffic, the position, speed, and direction of travel of the target traffic are determined. The method further includes determining that the aircraft is on a runway and that the aircraft is the home aircraft based at least on the position of the aircraft. The method also includes determining that the target traffic meets one or more target traffic alert criteria. An inbound traffic alert is output based on determining that the aircraft is on the runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria.

[0004] This simplified summary of the specification is provided to provide a basic understanding of some aspects of the specification. This summary is not an extensive overview of the specification. It is neither intended to identify key or important elements of the specification nor to delineate any scope of a particular implementation of the specification or any claims. Its sole purpose is to present some concepts of the specification in a simplified form as a prelude to the more detailed description presented in the present disclosure. Brief Description of the Drawings

[0005] Figure 1 A block diagram of an exemplary system for providing an inbound traffic alert is shown.

[0006] Figure 2 A schematic example of an operating environment including an aircraft is shown.

[0007] Figure 3 An example of a tablet computing device having a graphical user interface (GUI) that can be used by an aircraft operator is schematically shown.

[0008] Figure 4Schematic example showing a final approach envelope including a runway for another operating environment.

[0009] Figure 5 Schematic example showing another operating environment.

[0010] Figure 6 Schematically shows a Figure 3 tablet computing device configured to output inbound traffic alerts.

[0011] Figure 7A 、 Figure 7B Block diagram showing an exemplary method for providing inbound traffic alerts.

[0012] Figure 8 Block diagram showing an exemplary computing system. Detailed Description

[0013] As described above, air traffic controllers, ground controllers, pilots, and other vehicle operators can coordinate the movement of aircraft and ground vehicles to avoid conflicts during airport operations. However, in some cases, an aircraft or ground vehicle may accidentally or erroneously enter a runway. For example, a pilot may inadvertently enter an active runway without clearance, or may erroneously give a pilot clearance to use the runway. This is commonly referred to as a runway incursion. Runway incursions represent a serious safety risk as they can lead to collisions.

[0014] Radar can be used by air traffic controllers and ground controllers to monitor the position of aircraft on the ground and / or in the air to prevent runway incursions. However, radar can have blind spots. Tracking aircraft or vehicles on the ground using radar can also be challenging.

[0015] Visual observation is another technique that can prevent runway incursions and avoid collisions. Runway markings and lighting patterns also distinguish different areas of the airport (e.g., runways and taxiways) and vehicles. However, visual observation can be difficult under adverse weather and other low visibility conditions. Additionally, oral reports and transmissions of traffic positions may be less reliable than an automated alert system. For example, miscommunication can potentially lead to dangerous situations. Furthermore, delayed instructions may not provide an aircraft with sufficient advance notice to initiate a loop around the runway or clear the runway.

[0016] To address the above problems, examples of providing inbound traffic alerts are disclosed. Briefly, position sensor data of an aircraft is received from a position sensor onboard the aircraft. Position data for target traffic is also received. Based on the aircraft's position sensor data and the position data of the target traffic, the positions, speeds, and directions of travel of the aircraft and the target traffic are determined. An inbound traffic alert is output based on determining that the aircraft is on a runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria. The pilot is warned about the positions and movements of other aircraft and ground vehicles, allowing the pilot to take preventive measures to ensure the safety of its passengers and equipment. The system has the potential to significantly reduce the risk of runway incursions, for example, at busy airports handling a large volume of traffic, or when instrument meteorological conditions prevent visual identification of the approach runway. This can help prevent collisions or sudden flight deviations.

[0017] Figure 1 An example of a system 100 for providing inbound traffic alerts is shown. System 100 includes a computing system 102. The computing system 102 includes a processor and a memory that stores instructions executable by the processor. The instructions are executable to implement the methods and processes described herein. Refer to the following Figure 8 for a more detailed description of additional aspects of the computing system 102.

[0018] In some examples, the computing system 102 includes a tablet computing device, a laptop computing device, a mobile computing device (e.g., a smart phone), or a wearable computing device (e.g., a smart watch) operated by an end user 104 (e.g., an aircraft pilot or another vehicle operator). For example, at least a portion of the computing system 102 can be implemented at a tablet computing device 106 operated by the end user 104. In other examples, the computing system 102 includes a server computing device. For example, aspects of the methods and processes described herein can be implemented at a server computing device that executes a web application operated by the end user 104 via a user computing device such as the tablet computing device 106. In this way, at least a portion of the computing system 102 can be implemented onboard an aircraft and / or a ground vehicle. For example, Figure 2 An example of an aircraft 224 in which a computing device of the computing system 102, such as Figure 1 can be located, is shown.

[0019] As described above, the computing system 102 is capable of taking actions such as Figure 1in the form of a user computing device of the tablet computing device 106 rather than in the form of a computing system integrated with the avionics of the aircraft. By providing the computing system independently of the avionics, the computing system can output notifications to aircraft operators in addition to those typically included in integrated avionics in accordance with aviation regulations (e.g., Federal Aviation Administration regulations and notices). It should also be understood that, where permitted, one or more aspects of the computing system may be integrated into the aircraft and / or ground vehicle (e.g., as part of a glass cockpit system or other avionics).

[0020] Referring again to Figure 1 , the computing system 102 is configured to receive position sensor data 110 of the aircraft from a position sensor 108 on board the aircraft. In some examples, the position sensor data 110 is obtained from a sensor coupled to the aircraft. For example, a tablet computing device on board the aircraft may obtain position sensor data from a position sensor integrated with the aircraft. In other examples, the tablet computing device may include one or more integrated position sensors configured to provide position sensor data of the tablet computing device. When the tablet computing device is on board the aircraft, such position sensor data may replace or augment the data obtained from the aircraft system.

[0021] In some examples, the position sensor 108 includes a GPS sensor 112, and the position sensor data 110 includes GPS data 114 from the GPS sensor 112. The position sensor may additionally or alternatively include an accelerometer 116 (e.g., as one or more components of an inertial measurement unit or IMU). The position sensor data 110 may include accelerometer data 118 from the accelerometer 116.

[0022] The computing system 102 is also configured to receive position data 120 of the target traffic. Figure 2 An example of the target traffic in the form of a second aircraft 202 is shown. It should also be understood that the target traffic may include any other suitable type of traffic, such as another aircraft. In some examples, the position data 120 of the target traffic includes Automatic Dependent Surveillance - Broadcast (ADS - B) data 122 received from an ADS - B receiver 124 communicatively coupled to the computing system 102. In some examples, the ADS - B receiver 124 is integrated with the aircraft (e.g., as an antenna located on the outer surface of the aircraft fuselage). In other examples, the ADS - B receiver 124 is a peripheral ADS - B receiver device that may be coupled to the computing system (such as Figure 1 the tablet computing device 106). The ADS - B receiver 124 is configured to receive the altitude and position of the target traffic in accordance with ADS - B output device performance standards (e.g., 14 CFR 91.227).

[0023] In other examples, the location data 120 of the target traffic includes flight alert data 148 received from the target traffic. For example, the target traffic may include a flight data transmitter 150. The flight data transmitter 150 is configured to send the location data 120 from the target traffic to the computing system 102. For example, the flight data transmitter 150 can send GPS data, barometric data, etc., which can alert the computing system 102 and other traffic near the target traffic if the target traffic represents a potential conflict.

[0024] The computing system 102 is configured to determine the position 126, speed 128 (e.g., ground speed or airspeed), and direction of travel 130 of the aircraft based on the position sensor data 110 of the aircraft. In some examples, the position 126, speed 128, and direction of travel 130 are output to the operator of the aircraft. For example, the position 126, speed 128, and direction of travel 130 can be output for display to the end user 104.

[0025] Figure 3 An example of a tablet computing device 302 that can be used by an aircraft operator is shown. The tablet computing device 302 includes a display 304 configured to display a plurality of graphical user interface (GUI) elements. The GUI elements include an altimeter 306, an airspeed indicator 308, a heading indicator 310, and a course deviation indicator 312. These elements are arranged around the simulated attitude indicator 314 of the aircraft.

[0026] In some examples, Figure 1 the computing system 102 includes map data 132. The map data 132 can additionally or alternatively be output for display to the end user 104 via the tablet computing device 106. In Figure 3 the example, the map data 316 is displayed on the tablet computing device 302 in the form of an instrument approach procedure plate. In other examples, any other suitable map data can be provided. Other examples of suitable map data include airport surface diagrams, sectional charts, helicopter charts, route charts, and departure procedure plates.

[0027] Referring again to Figure 1 , the computing system 102 is also configured to determine the position 134, speed 136, and direction of travel 138 of the target traffic based on the location data 120 of the target traffic. However, information about the target traffic may not be output without determining that the position 134, speed 136, and direction of travel 138 of the target traffic meet one or more target traffic alert criteria 140 and the position 126, speed 128, and direction of travel 130 meet one or more of its own alert criteria 142. Suppression of the output regarding the target traffic can prevent distraction of the aircraft operator and / or other vehicle operators.

[0028] The following paragraphs describe examples of the ownship alert criteria 142. In some examples, one or more of the ownship alert criteria 142 include determining that the aircraft is the ownship. The term "ownship" generally refers to one's own aircraft. For example, the ownship can include an aircraft operated by the end user 104, or an aircraft in which the computing system 102 is located, accesses, or operates. In some examples, the explicit identity of the ownship is provided to the computing system 102. In other examples, the computing system 102 is configured to determine the identity of the ownship based on the position sensor data 110 and the position data 120 of the target traffic. Determining that the target traffic corresponds to the ownship suppresses the output of an inbound traffic alert, as shown at 144. This prevents the computing system 102 from outputting irrelevant alerts. On the other hand, determining that the aircraft is the ownship enables the output of an inbound traffic alert, as indicated at 146.

[0029] In some examples, one or more of the ownship alert criteria 142 or one or more of the target traffic alert criteria 140 additionally or alternatively include determining that the map data 132 includes the following criteria for a runway that the aircraft is approaching: a base latitude, a base longitude, a base heading (e.g., as a true heading), a reciprocal latitude relative to the runway threshold, a reciprocal longitude relative to the runway threshold, and a reciprocal heading (e.g., a heading relative to the runway).

[0030] In some examples, one or more of the ownship alert criteria 142 additionally or alternatively include determining that the aircraft is on a runway based at least on the position of the aircraft. For example, and now referring to Figure 4 , to determine whether an aircraft 224 is on a runway 212, the latitude and longitude of each end of the runway 212 and the published width of the runway 212 can be used to create a wireframe rectangle 226. In the case where the runway does not have a width, a default width value can be used. In some examples, the default width includes a width in the range of 10 - 200 feet. In some more specific examples, the default width includes a width in the range of 25 - 100 feet. In further more specific examples, the default width includes a width in the range of 50 - 75 feet. These boundaries help the computing system distinguish whether the aircraft is on the runway or near the runway (e.g., waiting for runway clearance or leaving the runway).

[0031] Parallel runways (e.g., Figure 2The centerlines of runways 212 and 222) can be close enough together such that it is challenging to distinguish each runway before the aircraft is in short final. To prevent warning the pilot of the aircraft approaching one or more adjacent runways, the output of the inbound traffic alert can be prohibited for parallel runways where the distance between the centerlines of each runway is less than a threshold distance. In some examples, the threshold distance includes a distance in the range of 0 - 2500 feet. In some more specific examples, the threshold distance includes a distance in the range of 0 - 1000 feet. In further more specific examples, the threshold distance includes a distance in the range of 0 - 850 feet.

[0032] Referring again to Figure 1 , the computing system is further configured to determine whether the target traffic meets one or more target traffic alert criteria 140. The following paragraphs describe examples of target traffic alert criteria.

[0033] In some examples, one or more target traffic alert criteria 140 include determining that the location data 120 for the target traffic does not originate from the Internet. Internet traffic information can be delayed (e.g., due to network latency), which can result in inaccurate alerts. For example, Internet traffic information can indicate that an aircraft is at the end when it has already reached the airport in the real world. Instead, using location data that is closer to real - time can provide a more accurate picture of the traffic situation.

[0034] Additionally or alternatively, in some examples, one or more target traffic alert criteria 140 include determining that the target traffic is airborne. For example, Figure 2 aircraft 202 is approaching runway 212 in short final, and aircraft 224 is on the ground on runway 212. By ensuring that the target traffic is airborne, the computing system does not erroneously warn the pilot due to the proximity of other grounded traffic.

[0035] In some examples, one or more target traffic alert criteria 140 additionally or alternatively include determining that the target traffic is at or above a threshold altitude. Figure 2An example relative to the threshold altitude 206 of the aircraft 202 is shown. In some examples, the threshold altitude 206 includes an altitude in the range of 100 - 5000 feet above ground level (AGL). In some more specific examples, the threshold altitude 206 includes an altitude in the range of 200 - 1000 feet AGL. In further more specific examples, the threshold altitude 206 includes an altitude in the range of 300 - 1000 feet AGL. It should also be understood that any other suitable altitude may be used. For example, determining that the target traffic meets one or more target traffic alert criteria may additionally or alternatively include determining that the target traffic is within the threshold altitude range of the aircraft or within the threshold altitude range of the aircraft, rather than the threshold altitude AGL. The threshold altitude can be selected to prevent prematurely warning the pilot of traffic that has not descended to or below the threshold altitude.

[0036] Additionally or alternatively, in some examples, one or more target traffic alert criteria 140 include determining that the aircraft is descending at or within a threshold descent rate. Figure 2 The threshold descent rate 208 of the aircraft 202 is shown. The threshold descent rate can be selected to reflect a descent rate lower than the glide path used for the selected method. In some examples, the threshold descent rate is above 100 feet per minute (FPM). In some more specific examples, the threshold descent rate is above 200 FPM. In further more specific examples, the threshold descent rate is above 300 FPM. In this way, if the target traffic does not commit to landing, the threshold descent rate can prevent the computing system from warning the pilot of the aircraft 224. For example, Figure 2 A schematic example of the glide path 210 of the aircraft 202 is also shown, which is lower than the theoretical glide path at or above the threshold descent rate 208. In other examples, the threshold descent rate can be equal to or steeper than the glide path used for the method. This can allow for a wider range of situations in which an alert can be output.

[0037] Furthermore or alternatively, in some examples, one or more target traffic alert criteria 140 include determining that the aircraft is at or within a threshold heading in the runway direction. The runway direction can be determined based on the map data 132. For example, Figure 2Illustrated is an aircraft 202 approaching a runway 212. The aircraft 202 has a heading 214. The heading 214 is within a threshold heading of the runway 212. In some examples, the threshold heading includes a heading within a range below 45 degrees. In some more specific examples, the threshold heading is in a range below 25 degrees. In further more specific examples, the threshold heading is in a range below 15 degrees. In this way, if the target traffic is not traveling in the general direction of the runway (e.g., when the target traffic is on an approaching crosswind leg), the threshold heading can prevent the computing system from warning the pilot.

[0038] In some examples, one or more target traffic alert criteria 140 additionally or alternatively include determining that the target traffic is at or within a threshold distance from the runway entrance. Figure 2 An example of a threshold distance 216 relative to the aircraft 202 and the runway 212 is illustrated. In some examples, the threshold distance 216 is a direct distance metric. For example, the threshold distance 216 can be a distance within a range of 0 - 5 nm. In some more specific examples, the threshold distance 216 is in a range of 1 - 4 nm. In further more specific examples, the threshold distance 216 is in a range of 2 - 3 nm. In other examples, the threshold distance is a function of the speed of the aircraft 202. For example, the threshold distance 216 can be the distance that the aircraft 202 travels within a range of 0 - 5 minutes. In some more specific examples, the threshold distance 216 includes the distance that the aircraft 202 travels within a range of 1 - 3 minutes. In further more specific examples, the threshold distance 216 includes the distance that the aircraft 202 travels within a range of 1 - 2 minutes. The threshold distance can be selected to prevent warning the pilot prematurely.

[0039] Additionally or alternatively, in some examples, one or more target traffic alert criteria 140 include determining that the aircraft is within a final approach envelope extending from the runway entrance. In some examples, the final approach envelope includes an envelope formed by a cone having an angle within a range of 0 - 10 degrees, the cone extending from the runway entrance. For example, Figure 5 An example of a final approach envelope 218 extending from the entrance of the runway 212 is illustrated. The final approach envelope 218 includes a cone having an angle 220. In some more specific examples, the angle is in a range of 1 - 5 degrees. In further more specific examples, the angle is in a range of 2 - 4 degrees. The final approach envelope allows the computing system to identify whether the aircraft is in the final approach to the runway.

[0040] In some examples, Figure 1 one or more of the target traffic alert criteria 140 additionally or alternatively include determining that the aircraft does not meet the qualifications for more than one runway. For example, and referring again to Figure 3, if the aircraft 202 meets one or more target traffic alert criteria for the runway 212 and the second runway 222, then no inbound traffic alert will be output. In this way, if the computing system cannot reliably identify which runway the aircraft intends to land on, the target traffic alert criteria prevent the computing system from outputting inaccurate alerts.

[0041] In some examples, one or more target traffic alert criteria 140 additionally or alternatively include determining that the target traffic is not deviating from the aircraft. Deviation can be established based at least on target traffic having a greater ground speed than the local aircraft and also having a heading in another direction from the local aircraft (e.g., traveling away from the local aircraft). Traffic deviating from the local aircraft position may not trigger an inbound traffic alert. Instead, traffic not deviating from or converging with the local aircraft may trigger an inbound traffic alert. For example, if the aircraft 224 takes off in the direction of the runway 212 and ultimately has a greater ground speed than the aircraft 202, then the inbound traffic alert may not be triggered. However, if the aircraft 224 does not deviate from the other aircraft 202, then the inbound traffic alert 228 may be output to the pilot of the aircraft 224. In this way, the pilot can determine whether the other aircraft 202 poses a risk to its ground position and can respond accordingly.

[0042] As introduced above, based on determining that the aircraft is on a runway, the aircraft is the local aircraft, and the target traffic meets one or more target traffic alert criteria, Figure 1 the computing system 102 is configured to output an inbound traffic alert 146. Figure 6 Illustrates different forms of inbound traffic alerts that can be output by Figure 3 the tablet computing device 302. In some examples, the inbound traffic alert includes a visual notification 316 on the display 304. In Figure 6 the example, the visual notification 316 takes the form of the text "Short Final Traffic" superimposed on the attitude indicator 314. In other others, the visual notification 316 can have any other suitable form (e.g., different text or a color change on the display 304). The inbound traffic alert may additionally or alternatively include any other suitable information. For example, the inbound traffic alert can include the runway number and the airport identifier (e.g., KSEA or KPDX).

[0043] Additionally or alternatively, the inbound traffic alert includes an auditory notification 318. In Figure 6 the example, the auditory notification 318 includes an oral output saying "Short Final Traffic". In other examples, the auditory notification 318 can have any other suitable form (e.g., an alarm or other suitable sound).

[0044] Additionally or alternatively, the inbound traffic alert includes haptic feedback. For example, the tablet computing device 302 can vibrate, as inFigure 6 as indicated at 320A and 320B in. The tablet computing device 302 may additionally or alternatively transmit instructions to cause a wearable computing device (such as a smartwatch worn by a vehicle operator) to vibrate. In this way, the tablet computing device 302 can warn the pilot and / or other vehicle operators of traffic.

[0045] In some examples, and referring again to Figure 1 , the inbound traffic alert 146 may be repeated and / or remain active for a threshold time. In some examples, the inbound traffic alert 146 may be output once per minute or at any other suitable rate. The inbound traffic alert 146 may additionally or alternatively be dismissed by the user (e.g., by tapping Figure 6 the display 304 of the tablet computing device 302). In some examples, the inbound traffic alert 146 is dismissed when one or more native alert criteria 142 and / or target alert criteria 140 are no longer met. For example, if the aircraft begins to deviate from the target traffic, the computing system 102 may stop outputting the inbound traffic alert 146.

[0046] Figure 7A and Figure 7B FIG. shows a flowchart depicting an example method 700 for providing an inbound traffic alert. Referring to the above Figures 1 to 6 and the following Figure 8 to provide the following description of method 700. It will be appreciated that method 700 may also be performed in other contexts.

[0047] Referring first to Figure 7A , at 702, method 700 includes receiving position sensor data of an aircraft from a position sensor onboard the aircraft. In some examples, at 704, receiving the position sensor data of the aircraft includes receiving one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer onboard the aircraft.

[0048] At 706, method 700 includes receiving position data of target traffic. As shown at 708, in some examples, the target traffic includes another aircraft. For example, Figure 2 FIG. shows an example of target traffic in the form of an aircraft 202. At 710, in some examples, receiving the position data of the target traffic includes receiving ADS-B data from an ADS-B receiver communicatively coupled to the computing system and determining the position of the target traffic using the ADS-B data. ADS-B can provide more accurate and timely position data than position data obtained from other sources (such as the Internet).

[0049] Method 700 also includes, at 712, determining the position, speed, and direction of travel of the aircraft based on the aircraft's position sensor data. At 714, method 700 also includes determining the position, speed, and direction of travel of the target traffic based on the position data of the target traffic. In this way, the aircraft's position sensor data and the position data of the target traffic can be used to identify inbound traffic.

[0050] Now referring to Figure 7B , at 716, method 700 includes determining that the aircraft is the host aircraft. Method 700 includes, at 718, determining that the aircraft is on the runway based at least on the position of the aircraft. For example, Figure 2 aircraft 224 of

[0051] Method 700 also includes, at 720, determining that the target traffic meets one or more target traffic alert criteria. Steps 722 - 732 describe examples of target traffic alert criteria. In some examples, at 722, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is airborne. For example, Figure 2 aircraft 202 of

[0052] In some examples, at 724, determining that the aircraft meets one or more host aircraft alert criteria includes determining that the aircraft is at or above a threshold altitude. Figure 2 An example of the threshold altitude relative to aircraft 202 is shown as 206. The threshold altitude can be selected to ensure that the aircraft has sufficient time to respond to potential traffic on the runway and to prevent premature warning of the pilot. In other examples, as indicated at 726, method 700 additionally or alternatively includes determining that the target traffic is at or within a threshold altitude range of the aircraft or at the threshold altitude of the aircraft.

[0053] At 728, in some examples, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold heading of the runway direction. For example, Figure 2 is shown as aircraft 202 approaching runway 212 at heading 214 within the threshold heading of runway 212. The threshold heading ensures that the aircraft is traveling generally in the direction of the runway before an inbound traffic alert is provided.

[0054] In some examples, at 730, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold distance from the runway entrance. For example, Figure 2 is shown as the threshold distance 216 relative to aircraft 202 and runway 212. The threshold distance can be selected to avoid providing premature alerts.

[0055] At 732, in some examples, determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is not deviating from the aircraft. For example, if Figure 5 aircraft 224 takes off in the direction of runway 212 and has a greater ground speed than aircraft 202, then aircraft 224 may not receive an inbound traffic alert. In this way, when the traffic poses no risk to its aircraft, the pilot may not be warned.

[0056] Method 700 further includes, at 734, outputting an inbound traffic alert based on determining that the aircraft is on a runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria. In some examples, at 736, outputting an inbound traffic alert includes providing one or more of visual, auditory, or tactile feedback to the aircraft operator. Figure 6 Several examples of inbound traffic alerts are shown, including visual notification 316, auditory notification 318, and tactile feedback 320. In this way, the tablet computing device can warn the pilot and / or other vehicle operators of inbound traffic.

[0057] Providing an automatic inbound traffic alert can allow the pilot to respond to surrounding traffic. The alert system provides an additional measure of situational awareness under low visibility conditions (e.g., adverse weather), and can continuously or periodically scan the traffic in the aircraft's surrounding environment, even at airports without tower control or radar coverage. As described above, the location data is processed using one or more home alert criteria and one or more target traffic alert criteria. This enables accurate alerts to be output early enough for the pilot to communicate with the target traffic and / or air traffic controller, or to wait for runway clearance or vacate the runway. This complements human judgment and communication, reduces reliance on human factors, and ensures situational awareness.

[0058] In some implementations, the methods and processes described herein can be incorporated into the computing system of one or more computing devices. Specifically, such methods and processes can be implemented as a computer application or service, an application programming interface (API), a library, and / or other computer program products.

[0059] Figure 8 A non-limiting implementation of a computing system 800 that can execute one or more of the above methods and processes is schematically shown. Computing system 800 is shown in a simplified form. Computing system 800 can embody the above-described and in Figure 1The computing system 102 shown in. The components of the computing system 800 may be included in one or more personal computers, server computers, tablet computers, home entertainment computers, network computing devices, video game devices, mobile computing devices, mobile communication devices (e.g., smart phones), flight control computers, flight management computers, and / or other computing devices, and wearable computing devices (such as smart watches and head-mounted augmented reality devices).

[0060] The computing system 800 includes processing circuitry 802, volatile memory 804, and non-volatile storage device 806. The computing system 800 may optionally include a display subsystem 808, an input subsystem 810, a communication subsystem 812, and / or Figure 8 other components not shown in.

[0061] The processing circuitry 802 generally includes one or more logical processors, which are physical devices configured to execute instructions. For example, a logical processor may be configured to execute instructions that are part of one or more applications, programs, routines, libraries, objects, components, data structures, or other logical constructs. Such instructions may be implemented to perform tasks, implement data types, transform the state of one or more components, achieve a technical effect, or otherwise obtain a desired result.

[0062] The logical processor may include one or more physical processors configured to execute software instructions. Additionally or alternatively, the logical processor may include one or more hardware logic circuits or firmware devices configured to execute hardware-implemented logic or firmware instructions. The processors of the processing circuitry 802 may be single-core or multi-core, and the instructions executed thereon may be configured for sequential, parallel, and / or distributed processing. Optionally, the various components of the processing circuitry may be distributed among more than two separate devices, which may be located remotely and / or configured for cooperative processing. For example, aspects of the computing systems disclosed herein may be virtualized and executed by remotely accessible networked computing devices configured in a cloud computing configuration. In such a case, it will be understood that these virtualized aspects run on different physical logical processors of various different machines. These different physical logical processors of different machines will be understood to be collectively covered by the processing circuitry 802.

[0063] The non-volatile storage device 806 includes one or more physical devices configured to hold instructions that may be executed by the processing circuitry to implement the methods and processes described herein. When implementing such methods and processes, the state of the non-volatile storage device 806 may be transformed, for example, to hold different data.

[0064] The non-volatile storage device 806 may include removable and / or built-in physical devices. The non-volatile storage device 806 may include optical memory, semiconductor memory, and / or magnetic memory, or other mass storage device technologies. The non-volatile storage device 806 may include non-volatile, dynamic, static, read / write, read-only, sequential access, location-addressable, file-addressable, and / or content-addressable devices. It should be understood that the non-volatile storage device 806 is configured to retain instructions even when the non-volatile storage device 806 is powered off.

[0065] The volatile memory 804 may include a physical device that includes random access memory. The volatile memory 804 is typically used by the processing circuitry 802 to temporarily store information during the processing of software instructions. It should be understood that when power to the volatile memory 804 is cut off, the volatile memory 804 generally does not continue to store instructions.

[0066] Aspects of the processing circuitry 802, the volatile memory 804, and the non-volatile storage device 806 may be integrated together into one or more hardware logic components. Such hardware logic components may include, for example, field programmable gate arrays (FPGAs), programmed and application specific integrated circuits (PASIC / ASICs), programmed and application specific standard products (PSSP / ASSPs), systems on a chip (SOCs), and complex programmable logic devices (CPLDs).

[0067] The term "program" may be used to describe aspects of the computing system 800 that are typically implemented in software by a processor to perform a particular function using a portion of the volatile memory, the function involving transformational processing that specifically configures the processor to perform the function. Thus, a program may be instantiated using a portion of the volatile memory 804 via the processing circuitry 802 that executes instructions held by the non-volatile storage device 806. It will be understood that different programs may be instantiated from the same application, service, code block, object, library, routine, API, function, etc. Similarly, the same program may be instantiated by different applications, services, code blocks, objects, routines, APIs, functions, etc. The term "program" may include executable files, data files, libraries, drivers, scripts, database records, etc., either individually or in groups.

[0068] When the display subsystem 808 is included, the display subsystem 808 can be used to present a visual representation of the data maintained by the non-volatile storage device 806. The visual representation can take the form of a GUI. Since the methods and processes described herein change the data maintained by the non-volatile storage device and thus transform the state of the non-volatile storage device, the state of the display subsystem 808 can also be transformed to visually represent the changes in the underlying data. The display subsystem 808 can include one or more display devices utilizing almost any type of technology. Such display devices can be combined with the processing circuitry 802, the volatile memory 804, and / or the non-volatile storage device 806 in a shared housing, or such display devices can be peripheral display devices.

[0069] When the input subsystem 810 is included, the input subsystem 810 can include one or more user input devices (such as a keyboard, a mouse, a touch screen, a camera, or a microphone) or interface with one or more user input devices.

[0070] When the communication subsystem 812 is included, the communication subsystem 812 can be configured to communicatively couple the different computing devices described herein to each other and to other devices. The communication subsystem 812 can include wired and / or wireless communication devices compatible with one or more different communication protocols. As a non-limiting example, the communication subsystem can be configured to communicate via a wired or wireless local area network or wide area network, a broadband cellular network, etc. In some embodiments, the communication subsystem can allow the computing system 800 to send messages to and / or receive messages from other devices via a network such as the Internet.

[0071] In addition, the present disclosure includes configurations according to the following clauses.

[0072] Clause 1. A method for providing an inbound traffic alert at a computing device, the method comprising: receiving position sensor data of an aircraft from a position sensor onboard the aircraft; receiving position data of a target traffic; determining, based on the position sensor data of the aircraft, the position, speed, and direction of travel of the aircraft; determining, based on the position data of the target traffic, the position, speed, and direction of travel of the target traffic; determining that the aircraft is on a runway based at least on the position of the aircraft; determining that the aircraft is the home aircraft; determining that the target traffic meets one or more target traffic alert criteria; and outputting an inbound traffic alert based on determining that the aircraft is on the runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria.

[0073] Clause 2. The method according to Clause 1, wherein receiving the position sensor data of the aircraft includes receiving one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer onboard the aircraft.

[0074] Clause 3. The method according to Clause 1, wherein receiving position data of target traffic includes receiving ADS-B data from an ADS-B receiver communicatively coupled to the computing device, and using the ADS-B data to determine the position of the target traffic.

[0075] Clause 4. The method according to Clause 1, wherein the target traffic includes another aircraft.

[0076] Clause 5. The method according to Clause 1, wherein outputting an inbound traffic alert includes providing one or more of visual, auditory, or tactile feedback to an operator of the aircraft.

[0077] Clause 6. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is airborne.

[0078] Clause 7. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or above a threshold altitude.

[0079] Clause 8. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold altitude range of the aircraft.

[0080] Clause 9. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold heading in the runway direction.

[0081] Clause 10. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold distance from the runway entrance.

[0082] Clause 11. The method according to Clause 1, wherein determining that the target traffic meets one or more target traffic alert criteria includes determining that the target traffic does not deviate from the aircraft.

[0083] Clause 12. A computing system, comprising: one or more processors configured to receive position sensor data of an aircraft from a position sensor on board the aircraft; receive position data of target traffic; determine the position, speed, and direction of travel of the aircraft based on the position sensor data of the aircraft; determine the position, speed, and direction of travel of the target traffic based on the position data of the target traffic; determine that the aircraft is on a runway at least based on the position of the aircraft; determine that the aircraft is the home aircraft; determine that the target traffic meets one or more target traffic alert criteria; and output an inbound traffic alert based on determining that the aircraft is on a runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria.

[0084] Clause 13. The computing system according to Clause 12, wherein the position sensor data includes one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer on board the aircraft.

[0085] Clause 14. The computing system according to Clause 12, wherein the position data of the target traffic includes ADS-B data from an ADS-B receiver communicatively coupled to the computing device, and wherein the one or more processors are further configured to use the ADS-B data to determine the position of the target traffic.

[0086] Clause 15. The computing system according to Clause 12, wherein the one or more target traffic alert criteria include a determination that the target traffic is airborne.

[0087] Clause 16. The computing system according to Clause 12, wherein the one or more target traffic alert criteria include a threshold altitude of the target traffic.

[0088] Clause 17. The computing system according to Clause 12, wherein the one or more target traffic alert criteria include a determination that the target traffic is at or within a threshold heading in the runway direction.

[0089] Clause 18. The computing system according to Clause 12, wherein the one or more target traffic alert criteria include a determination that the target traffic is at or within a threshold distance from the runway threshold.

[0090] Clause 19. The computing system according to Clause 12, wherein the one or more target traffic alert criteria include a determination that the target traffic is not deviating from the aircraft.

[0091] Clause 20. A computing system, comprising: a GPS sensor on board the aircraft, the GPS sensor being configured to output GPS sensor data; a position data receiver configured to receive position data of target traffic; and one or more processors configured to: receive GPS sensor data from the GPS sensor; determine the position, speed, and direction of travel of the aircraft based on the GPS sensor data of the aircraft; use the position data of the target traffic to determine the position, speed, and direction of travel of the target traffic; determine that the aircraft is the home aircraft; determine that the target traffic meets one or more target traffic alert criteria; and output an inbound traffic alert based on the determination that the aircraft is on the runway, the aircraft is the home aircraft, and the target traffic meets one or more target traffic alert criteria.

[0092] As used herein, "and / or" is defined to include the inclusive OR ∨, as specified by the following truth table:

[0093]

[0094] As used herein, the term "one or more of A or B" includes A, B, or a combination of A and B. The term "one or more of A, B, or C" is equivalent to A, B, and / or C. Thus, as used herein, "one or more of A, B, or C" includes A alone, B alone, C alone, a combination of A and B, a combination of A and C, a combination of B and C, or a combination of A, B, and C.

[0095] It will be understood that the configurations and / or methods described herein are exemplary in nature and that these specific embodiments or examples should not be considered limiting in a restrictive sense, as many variations are possible. The specific routines or methods described herein may represent one or more of any number of processing strategies. Accordingly, the illustrated and / or described different actions may be performed in the order illustrated and / or described, in other orders, in parallel, or omitted. Similarly, the order of the above-described processing may be changed.

[0096] The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of different processes, systems, and configurations, as well as other features, functions, acts, and / or properties disclosed herein, and any and all equivalents thereof.

Claims

1. A method for providing an inbound traffic alert at a computing device, the method comprising: receiving position sensor data of the aircraft from a position sensor onboard the aircraft; receiving location data of target traffic; determining the position, speed, and direction of travel of the aircraft based on the position sensor data of the aircraft; determining the location, speed, and direction of travel of the target traffic based on the location data of the target traffic; determining that the aircraft is on a runway based at least on the position of the aircraft; Determining that the aircraft is the aircraft itself; determining that the target traffic satisfies one or more target traffic alert criteria; as well as An inbound traffic alert is output based on determining that the aircraft is on the runway, the aircraft is own aircraft, and the target traffic satisfies the one or more target traffic alert criteria.

2. The method according to claim 1, wherein: Receiving the position sensor data of the aircraft includes receiving one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer onboard the aircraft.

3. The method according to claim 1, wherein: Receiving the position data of the target traffic includes receiving Automatic Dependent Surveillance-Broadcast (ADS-B) data from an ADS-B receiver communicatively coupled to the computing device, and determining the position of the target traffic using the ADS-B data.

4. The method according to claim 1, wherein: The target traffic includes another aircraft.

5. The method according to claim 1, wherein: Outputting the inbound traffic alert includes providing one or more of visual, audible, or tactile feedback to an operator of the aircraft.

6. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is airborne.

7. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is at or above a threshold altitude.

8. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold altitude range for the aircraft.

9. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold heading in the direction of a runway.

10. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is at or within a threshold distance from a runway threshold.

11. The method according to claim 1, wherein: Determining that the target traffic satisfies the one or more target traffic alert criteria includes determining that the target traffic is not diverging from the aircraft.

12. A computing system comprising: One or more processors configured to: receiving position sensor data of the aircraft from a position sensor onboard the aircraft; receiving location data of target traffic; determining the position, speed, and direction of travel of the aircraft based on position sensor data of the aircraft; determining the location, speed, and direction of travel of the target traffic based on the location data of the target traffic; determining that the aircraft is on a runway based at least on the position of the aircraft; Determining that the aircraft is the aircraft itself; determining that the target traffic satisfies one or more target traffic alert criteria; as well as An inbound traffic alert is output based on determining that the aircraft is on the runway, the aircraft is own aircraft, and the target traffic satisfies the one or more target traffic alert criteria.

13. The computing system of claim 12, wherein: The position sensor data includes one or more of GPS data from a GPS sensor or accelerometer data from an accelerometer onboard the aircraft.

14. The computing system of claim 12, wherein: The position data of the target traffic includes Automatic Dependent Surveillance-Broadcast (ADS-B) data from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver communicatively coupled to the computing device, and wherein the one or more processors are further configured to determine the position of the target traffic using the ADS-B data.

15. The computing system of claim 12, wherein: The one or more target traffic alert criteria include a determination that the target traffic is airborne.

16. The computing system of claim 12, wherein: The one or more target traffic alert criteria include a threshold altitude of the target traffic.

17. The computing system of claim 12, wherein: The one or more target traffic alert criteria include a determination that the target traffic is at or within a threshold heading in the direction of a runway.

18. The computing system of claim 12, wherein: The one or more target traffic alert criteria include a determination that the target traffic is at or within a threshold distance from a runway threshold.

19. The computing system of claim 12, wherein: The one or more target traffic alert criteria include a determination that the target traffic is not diverging from the aircraft.

20. A computing system comprising: a GPS sensor onboard the aircraft, the GPS sensor being configured to output GPS sensor data; a position data receiver configured to receive position data for target traffic; as well as One or more processors configured to: receiving the GPS sensor data from the GPS sensor; determining the position, speed, and direction of travel of the aircraft based on GPS sensor data of the aircraft; using the position data of the target traffic, determining the position, speed, and direction of travel of the target traffic; Determining that the aircraft is the aircraft itself; determining that the target traffic satisfies one or more target traffic alert criteria; as well as An inbound traffic alert is output based on determining that the aircraft is on the runway, the aircraft is own aircraft, and the target traffic satisfies the one or more target traffic alert criteria.

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