Automatic runway intrusion alert

Abstract

The invention relates to an automatic runway intrusion alert. A method for providing an automatic runway intrusion alert includes receiving position sensor data of an aircraft from a position sensor onboard the aircraft. Location data of the target vehicle is also received. A position, velocity, and direction of travel of the aircraft are determined based on position sensor data of the aircraft. A location, velocity, and direction of travel of the target vehicle is determined based on the location data of the target vehicle. The method further includes determining that the aircraft satisfies one or more own alert criteria and determining that the target vehicle satisfies one or more target vehicle alert criteria. A runway intrusion alert is output based on determining that the aircraft meets the one or more own alert criteria and the target vehicle meets the one or more target vehicle alert criteria.

Description

Technical Field

[0001] The present disclosure relates to the field of aircraft technology, and more particularly, to a method for providing an automatic runway incursion alert. Background Art

[0002] Air traffic controllers, ground controllers, pilots, and airport ground vehicle operators monitor the movements 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 movements of aircraft and ground vehicles to avoid conflicts during airport operations. Summary of the Invention

[0003] According to one aspect of the present disclosure, there is provided a method for providing an automatic runway incursion alert. The method includes receiving position sensor data of an aircraft from a position sensor on the aircraft. Position data of a target vehicle 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 vehicle, the position, speed, and direction of travel of the target vehicle are determined. The method further includes determining that the aircraft meets one or more self-alert criteria and determining that the target vehicle meets one or more target vehicle alert criteria. Based on determining that the aircraft meets one or more self-alert criteria and the target vehicle meets one or more target vehicle alert criteria, a runway incursion alert is output.

[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 the scope of any particular embodiment or any claims of the specification. 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 example system for providing an automatic runway incursion alert is shown.

[0006] Figure 2 A schematic example of an operating environment including an aircraft and a ground vehicle 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 of another operating environment showing the final approach envelope including a runway.

[0009] Figure 5 Schematic example of another operating environment is shown.

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

[0011] Figure 7A and Figure 7B Block diagram showing an example method for providing an automatic runway incursion alert.

[0012] Figure 8 Block diagram showing an example 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 permission, or a pilot may be erroneously given permission to use a runway. This is commonly referred to as a runway incursion. Runway incursions represent a serious safety risk because 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 may have blind spots. It can also be challenging to use radar to track aircraft or vehicles on the ground.

[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 and vehicles (e.g., runways and taxiways). However, visual observation can be difficult under adverse weather and other low visibility conditions. Additionally, verbal reports and communications of traffic positions may be less reliable than an automatic alert system. For example, miscommunications can potentially lead to dangerous situations. Furthermore, delayed instructions may not provide an aircraft with sufficient advance notice to initiate a go-around or clear the runway.

[0016] To address the above issues, examples of providing automatic runway incursion alerts are disclosed. Briefly, position sensor data of an aircraft is received from a position sensor on the aircraft. Position data of target traffic is also received. Based on the position sensor data of the aircraft and the position data of the target vehicle, the positions, speeds, and directions of travel of the aircraft and the target vehicle are determined. Based on determining that the aircraft meets one or more self-alert criteria and the target vehicle meets one or more target vehicle alert criteria, a runway incursion alert is output. Warning the pilot about the positions and movements of other aircraft and ground vehicles on the runway allows 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, such as at busy airports handling a large volume of traffic, or when instrument meteorological conditions impede visual identification of the runway during an approach. This can help prevent collisions or sudden flight deviations.

[0017] Figure 1 An example of a system 100 for providing automatic runway incursion alerts is shown. System 100 includes a computing system 102. The computing system 102 includes a processor and a memory storing instructions executable by the processor. The instructions are executable to implement the methods and processes described herein. The following refers to Figure 8 Additional aspects of the computing system 102 are described in more detail.

[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 may 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 may be implemented at a server computing device executing 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 may be implemented on an aircraft. For example, Figure 2 An example of an aircraft 202 in which a computing device (such as Figure 1 the computing system 102) may be located is shown.

[0019] As introduced above, the computing system 102 is capable of taking actions such as Figure 1in the form of a user computing device such as 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 other than those typically included in an integrated avionics system 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 an aircraft and / or a 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 the aircraft. Figure 2 An example of an aircraft 202 in which a computing system (such as Figure 1 the computing system 102) may be located is shown. In some examples, the position sensor data 110 is obtained from sensors coupled to the aircraft. For example, a tablet computing device on the aircraft may obtain position sensor data from a position sensor integrated with the aircraft 202. 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 the aircraft, such position sensor data may replace or augment 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] Referring again to Figure 1 , the computing system 102 is configured to receive position data 120 of a target vehicle. Figure 2 An example of a target vehicle in the form of a ground vehicle 204 is shown. It should also be understood that the target vehicle may include any other suitable type of vehicle, such as another aircraft. In some examples, the position data 120 of the target vehicle includes broadcast 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 device that may be coupled to the computing system (such as Figure 1Peripheral ADS-B receiver device of the tablet computing device 106). The ADS-B receiver 124 is configured to receive the altitude and position of a target vehicle according to ADS-B output device performance standards (e.g., 14 CFR 91.227).

[0023] In other examples, the position data 120 of the target vehicle includes flight alert data 148 received from the target vehicle. For example, the target vehicle may include a flight data transmitter 150. The flight data transmitter 150 is configured to send the position data 120 from the target vehicle to the computing system 102. For example, the flight data transmitter 150 may send GPS data, barometric data, etc., and such data can warn the computing system 100 and other vehicles near the target vehicle if the target vehicle 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 may 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 may 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 may be provided. Other examples of suitable map data include airport surface diagrams, sectional charts, helicopter charts, route charts, and departure procedure plates.

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

[0028] The following paragraphs describe examples of the self-alert criteria 142. In some examples, one or more of the self-alert criteria 142 include the identity of the host vehicle. The term "self" generally refers to one's own aircraft. For example, the host vehicle may include an aircraft operated by the end user 104, or an aircraft in which the computing system 102 is located, accessed, or operated. In some examples, the explicit identity of the self is provided to the computing system 102. In other examples, the computing system 102 is configured to determine the identity of the self based on the position sensor data 110 and the position data 120 of the target vehicle. The determination that the target vehicle corresponds to the self prevents the output of runway incursion alerts, as indicated at 144. This prevents the computing system 102 from outputting irrelevant alerts. On the other hand, determining that the target vehicle does not correspond to the self enables the output of runway incursion alerts, as indicated at 146.

[0029] In some examples, one or more of the self-alert criteria 142 additionally or alternatively include determining that the aircraft is within a predetermined altitude range or within a predetermined altitude range. Figure 2 An example of a predetermined altitude range 206 for the aircraft 202 is shown. In some examples, the predetermined altitude range 206 includes an altitude range from 100 - 5000 feet above ground level (AGL). In some more specific examples, the predetermined altitude range 206 includes an altitude range of 200 - 1000 feet AGL. In further more specific examples, the predetermined altitude range 206 includes an altitude range of 300 - 1000 feet AGL. It should also be understood that any other suitable altitude range may be used. In some examples, the lower limit of the predetermined altitude range may be selected such that the aircraft has sufficient time to respond to potential traffic on the runway. For example, below 300 feet, it may not be desirable to provide potentially distracting alerts. Additionally, the aircraft may be within visual range of the runway. The upper limit of the predetermined altitude range may be selected to prevent premature warning of the pilot.

[0030] Additionally or alternatively, in some examples, one or more of the self-alert criteria 142 include determining that the aircraft is descending at a threshold descent rate 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 that is shallower than the glide path used for the selected approach. In some examples, the threshold descent rate is 100 feet per minute (FPM) or more. In some more specific examples, the threshold descent rate is 200 FPM or greater than 200 FPM. In further more specific examples, the threshold descent rate is 300 FPM or greater than 300 FPM. In this way, the threshold descent rate can prevent the computing system from warning the pilot when the aircraft is not allowed to land. For example, Figure 2 A schematic example of the glide path 210 of the aircraft 202 is also shown, which is below 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 approach. This can enable a wider range of situations in which a runway incursion alert can be output.

[0031] In some examples, one or more self-alert criteria 142 additionally or alternatively include determining that the map data 132 includes the following criteria for the runway that the aircraft is approaching: basic latitude, basic longitude, basic heading (e.g., as true heading), opposite latitude of the runway entrance, opposite longitude of the runway entrance, and opposite heading (e.g., the heading of the opposite runway).

[0032] In addition or as an alternative, in some examples, one or more self-alert criteria 142 include determining that the aircraft is at or within a threshold heading of the runway direction. The runway direction can be determined based on the map data 132. For example, Figure 2 The approach of the aircraft 202 to the runway 212 is shown. The aircraft 202 has a heading 214. The heading 214 is within the threshold heading of the runway 212. In some examples, the threshold heading includes a heading within a range of 45 degrees or less. In some more specific examples, the threshold heading is in a range of 25 degrees or less. In further more specific examples, the threshold heading is in a range of 15 degrees or less. In this way, the threshold heading can prevent the computing system from alerting the pilot when the aircraft is not traveling in the general direction of the runway (e.g., when the aircraft is in a crosswind segment of the approach).

[0033] In some examples, one or more self-alert criteria 142 additionally or alternatively include determining that the aircraft is located at or within a threshold distance from the runway entrance. Figure 2An example of a threshold distance 216 with respect to the aircraft 202 and the runway 212 is shown. In some examples, the threshold distance 216 is a direct distance metric. For example, the threshold distance 216 can be a distance in the range of 0 - 5 nm. In some more specific examples, the threshold distance 216 is in the range of 1 - 4 nm. In further more specific examples, the threshold distance 216 is in the 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 traveled by the aircraft 202 in the range of 0 - 5 minutes. In some more specific examples, the threshold distance 216 includes the distance traveled by the aircraft 202 in the range of 1 - 3 minutes. In further more specific examples, the threshold distance 216 includes the distance traveled by the aircraft 202 in the range of 1 - 2 minutes. The threshold distance can be selected to prevent premature warning of the pilot.

[0034] Additionally or alternatively, in some examples, one or more self - alert criteria 142 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 in the range of 0 - 10 degrees, the cone extending from the runway entrance. For example, Figure 4 An example of a final approach envelope 218 extending from the entrance of the runway 212 is shown. The final approach envelope 218 includes a cone having an angle 220. In some more specific examples, the angle is in the range of 1 - 5 degrees. In further more specific examples, the angle is in the range of 2 - 4 degrees. The final approach envelope allows the computing system to identify whether the aircraft is on the final approach to the runway.

[0035] In some examples, Figure 1 one or more of the self - alert criteria 142 additionally or alternatively include determining that the aircraft does not meet the conditions for more than one runway. For example, and referring again to Figure 2 , if the aircraft 202 meets one or more of the self - alert criteria for the runway 212 and a second runway 222, a runway incursion alert will not be output. In this way, the self - alert criteria prevent the computing system from outputting inaccurate alerts in situations where the computing system cannot reliably discern on which runway the aircraft intends to land.

[0036] Referring again to Figure 1 , the computing system is further configured to determine whether the target vehicle meets one or more target vehicle alert criteria 140. The following paragraphs describe examples of target vehicle alert criteria. In some examples, one or more target vehicle alert criteria 140 include determining that the target vehicle is on the runway. For example, and now referring to Figure 5, to determine whether the second aircraft 224 is on the runway 212, a wireframe rectangle 226 can be created using the latitude and longitude of each end of the runway 212 and the published width of the runway 212. In the absence of the width of the runway, a default width value can be used. In some examples, the default width includes widths in the range of 10 - 200 feet. In some more specific examples, the default width includes widths in the range of 25 - 100 feet. In further more specific examples, the default width includes widths in the range of 50 - 75 feet. These boundaries help the computing system distinguish whether the vehicle is on the runway or near the runway (e.g., waiting off the runway or leaving the runway).

[0037] Parallel runways (e.g., Figure 2 runways 212 and 222) can have centerlines that are close enough together such that it is difficult to distinguish each runway just before an aircraft is about to land. To prevent warning the pilot of the aircraft about one or more adjacent runways, for parallel runways where the distance between the centerlines of each runway is less than a threshold distance, outputting runway incursion warnings can be prohibited. In some examples, the threshold distance includes distances in the range of 0 to 2500 feet. In some more specific examples, the threshold distance includes distances in the range of 0 - 1000 feet. In further more specific examples, the threshold distance includes distances in the range of 0 - 850 feet.

[0038] In some examples, one or more target vehicle alert criteria 140 additionally or alternatively include determining that the location data 120 of the target vehicle does not originate from the Internet. Internet traffic information can be delayed (e.g., due to network latency), which can result in inaccurate runway incursion alerts. For example, Internet traffic information can indicate that an aircraft is on the runway when it has actually left. In contrast, using more near - real - time location data can provide a more accurate picture of the traffic situation.

[0039] Additionally or alternatively, in some examples, one or more target vehicle alert criteria 140 include determining that the target vehicle is on the ground. For example, Figure 2 the ground vehicle 204 in Figure 5 the taxiway adjacent to the runway 212, and

[0040] In some examples, one or more target vehicle alert criteria 140 additionally or alternatively include determining that a target vehicle is not moving away from the aircraft. Moving away can be established based at least on the target vehicle having a greater ground speed than the host aircraft and also having a heading in a different direction (e.g., traveling away from the host aircraft) from the host aircraft. Traffic moving away from the host aircraft position does not trigger a runway incursion alert. Conversely, traffic not moving away from or moving towards the host aircraft can trigger a runway incursion alert. For example, if Figure 5 another aircraft 224 takes off in the direction of runway 212 and has a greater ground speed than the final aircraft 202, it may not trigger a runway incursion alert. However, if another aircraft 224 is not moving away from aircraft 202, a runway incursion alert 228 can be output to the pilot of aircraft 202. In this way, the pilot can determine whether there is a risk of another aircraft 224 approaching and can respond accordingly. For example, the pilot can communicate with air traffic control and / or initiate a go-around, as Figure 5 indicated at 230 in

[0041] As introduced above, based on determining that the aircraft meets one or more of its own alert criteria 142 and the target vehicle meets one or more of the target vehicle alert criteria 140, Figure 1 the computing system 102 is configured to output a runway incursion alert 146. Figure 6 illustrates various forms of runway incursion alerts that can be output by Figure 3 the tablet computing device 302. In some examples, the runway incursion alert includes a visual notification 318 on the display 304. In Figure 6 an example, the visual notification 318 takes the form of text "TRAFFIC ON RUNWAY" superimposed on the attitude indicator 314. In other examples, the visual notification 318 can have any other suitable form (e.g., different text or a color change on the display 304). The runway incursion alert can additionally or alternatively include any other appropriate information. For example, the runway incursion alert can include the runway number and the airport identifier (e.g., KSEA or KPDX).

[0042] Additionally or alternatively, the runway incursion alert includes an audible notification 320. In Figure 6 an example, the audible notification 320 includes a verbal output stating "TRAFFIC ON RUNWAY". In other examples, the audible notification 320 can have any other suitable form (e.g., an alarm or other suitable sound).

[0043] The runway incursion alert additionally or alternatively includes haptic feedback. For example, the tablet computing device 302 can vibrate, asFigure 6 as shown at 322A and 322B in. The tablet computing device 302 may additionally or alternatively send 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 a pilot and / or other vehicle operators of a runway incursion.

[0044] In some examples, and again referring to Figure 1 , the runway incursion alert 146 may be repeated and / or remain active for a threshold time. In some examples, the runway incursion alert 146 may be output once per minute or at any other suitable rate. The runway incursion alert 146 may additionally or alternatively be dismissed by a user (e.g., by tapping Figure 6 the display 304 of the tablet computing device 302). In some examples, the runway incursion alert 146 is dismissed when one or more self-alert criteria 142 and / or target alert criteria 140 are no longer met. For example, when the aircraft is outside a threshold distance from the runway entrance (e.g., the aircraft is leaving the vicinity of the runway during a go-around) and / or the target vehicle begins to move away from the aircraft, the computing system 102 may stop outputting the runway incursion alert 146.

[0045] Figure 7A and Figure 7B illustrates a flowchart depicting an example method 700 for providing an automated runway incursion alert. The following description of method 700 refers to the above Figures 1 - 6 and the following Figure 8 provided. It will be appreciated that method 700 may also be performed in other contexts.

[0046] First referring to Figure 7A , method 700 includes, at 702, receiving position sensor data of an aircraft from a position sensor on the aircraft. In some examples, receiving the position sensor data of the aircraft includes, at 704, receiving one or more of GPS data from a GPS sensor on the aircraft or accelerometer data from an accelerometer on the aircraft.

[0047] Method 700 includes, at 706, receiving position data of a target vehicle. In some examples, at 708, the target vehicle includes one or more of another aircraft or a ground vehicle. For example, as Figure 2 shown, the target vehicle may take the form of a ground vehicle. In other instances, the target vehicle may include any other suitable type of vehicle, such as Figure 5 the aircraft 224.

[0048] In some examples, receiving the position data of the target vehicle includes, at 710, receiving ADS-B data from an ADS-B receiver communicatively coupled to the computing system and determining the position of the target vehicle 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 further includes, at 712, determining the position, velocity, and direction of travel of the aircraft based on the position sensor data of the aircraft. Method 700 further includes, at 714, determining the position, velocity, and direction of travel of the target vehicle based on the position data of the target vehicle. In this way, the position sensor data of the aircraft and the position data of the target vehicle can be used to identify potential runway incursions.

[0050] Now referring Figure 7B , method 700 further includes: at 716, determining that the aircraft meets one or more self-alert criteria. Steps 718 - 726 describe examples of self-alert criteria.

[0051] In some examples, determining that the aircraft meets one or more self-alert criteria includes, at 718, determining that the aircraft is at or within a predetermined altitude range. Figure 2 An example of a predetermined altitude range 206 for aircraft 202 is shown. The predetermined altitude range can be selected to ensure that the aircraft has sufficient time to respond to potential vehicles on the runway and to prevent premature warning of the pilot.

[0052] In some examples, determining that the aircraft meets one or more self-alert criteria includes, at 720, determining that the aircraft is descending at or within a threshold rate of descent. Figure 2 An example of a threshold rate of descent 208 for aircraft 202 is shown. The threshold rate of descent can prevent the output of a runway incursion alert if the aircraft is not permitted to land.

[0053] In some examples, determining that the aircraft meets one or more self-alert criteria includes, at 722, determining that the aircraft is at or within a threshold heading in the direction of the runway. For example, Figure 2 An example is shown of aircraft 202 approaching runway 212 with a heading 214 within the threshold heading of runway 212. The threshold heading ensures that the aircraft is traveling in the same general direction along the runway before a runway incursion alert is provided.

[0054] In some examples, determining that the aircraft meets one or more self-alert criteria includes, at 724, determining that the aircraft is at or within a threshold distance from the runway threshold. For example, Figure 2Shows a threshold distance 216 with respect to the aircraft 202 and the runway 212. The threshold distance can be selected to ensure that the aircraft has sufficient time to respond to potential traffic on the runway while also avoiding providing premature alerts.

[0055] In some examples, determining that the aircraft meets one or more own alert criteria includes, at 726, determining that the aircraft does not have the condition of using more than one runway. For example, if the aircraft meets one or more own alert criteria for two parallel runways, a runway incursion alert will not be output. In this way, if it is not clear on which runway (if any) the aircraft intends to land, the own alert criteria prevent the output of inaccurate alerts.

[0056] Method 700 further includes: at 728, determining that the target vehicle meets one or more target vehicle alert criteria. Steps 730 - 734 describe examples of target vehicle alert criteria.

[0057] In some examples, determining that the target vehicle meets one or more target vehicle alert criteria includes, at 730, determining that the target vehicle is on the ground. For example, Figure 2 the ground vehicle 204 is on the taxiway adjacent to the runway 212, and Figure 5 another aircraft 224 is on the ground of the runway 212. This prevents an airborne aircraft from erroneously triggering a runway incursion alert.

[0058] In some examples, determining that the target vehicle meets one or more target vehicle alert criteria includes, at 732, determining that the target vehicle is not far from the aircraft. For example, if Figure 5 another aircraft 224 takes off in the direction of the runway 212 and has a greater ground speed than the aircraft 202, it may not trigger a runway incursion alert. In this way, when another vehicle does not pose a risk to the aircraft, its pilot may not be warned.

[0059] In some examples, determining that the target vehicle meets one or more target vehicle alert criteria includes, at 734, determining that the target vehicle is located on the runway. For example, Figure 5 a second aircraft 224 is on the runway 212, but Figure 2 the ground vehicle 204 is not on the runway. Therefore, the second aircraft 224 may represent a possible runway incursion, but the ground vehicle 204 is not.

[0060] Method 700 further includes: at 736, outputting a runway incursion alert based on determining that the aircraft meets one or more own alert criteria and the target vehicle meets one or more target vehicle alert criteria. In some examples, outputting a runway incursion alert includes, at 738, providing one or more of visual, audible, or tactile feedback to an operator of the aircraft. Figure 6 Several examples of runway incursion alerts are shown, including visual notification 318, audible notification 320, and tactile feedback. In this way, the tablet computing device can warn the pilot and / or other vehicle operators of a runway incursion.

[0061] Providing an automatic runway incursion alert can allow the pilot to respond to possible traffic on the runway. 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, position data is processed using one or more own alert criteria and one or more target vehicle alert criteria. This enables accurate alerts to be output early enough for the pilot to communicate with the target vehicle and / or air traffic control, or abandon the approach and go around. This complements human judgment and communication, reduces reliance on human factors, and ensures situational awareness.

[0062] In some embodiments, the methods and processes described herein can be bound to 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.

[0063] Figure 8 A non-limiting embodiment of a computing system 800 that can execute one or more of the above methods and processes is schematically shown. The computing system 800 is shown in a simplified form. The computing system 800 can embody the computing system 102 described above and shown in Figure 1 The components of the computing system 800 can 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, as well as wearable computing devices (such as smart watches and head-mounted augmented reality devices).

[0064] The computing system 800 includes a processing circuit 802, a volatile memory 804, and a non-volatile memory 806. The computing system 800 can optionally include a display subsystem 808, an input subsystem 810, a communication subsystem 812, and / or Figure 8 other components not shown in

[0065] The processing circuit 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 can be implemented to perform tasks, implement data types, transform the state of one or more components, achieve technical effects, or otherwise obtain desired results.

[0066] A logical processor may include one or more physical processors configured to execute software instructions. Additionally or alternatively, a 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 circuit 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 circuit may be distributed in two or more 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 circuit 802.

[0067] The non-volatile memory 806 includes one or more physical devices configured to hold instructions that can be executed by the processing circuit to implement the methods and processes described herein. When implementing such methods and processes, the state of the non-volatile memory 806 may be transformed, for example, to hold different data.

[0068] The non-volatile memory 806 may include removable and / or built-in physical devices. The non-volatile memory 806 may include optical memory, semiconductor memory, and / or magnetic memory, or other mass storage device technologies. The non-volatile memory 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 memory 806 is configured to hold instructions even when the non-volatile memory 806 is powered off.

[0069] The volatile memory 804 may include a physical device that includes random access memory. The volatile memory 804 is typically used by the processing circuit 802 to temporarily store information during the execution 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.

[0070] Aspects of the processing circuitry 802, volatile memory 804, and non-volatile memory 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), program and application specific integrated circuits (PASIC / ASICs), program and application specific standard products (PSSP / ASSPs), system on chips (SOCs), and complex programmable logic devices (CPLDs).

[0071] 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 specific functions using portions of the volatile memory, the functions involving transformational processing that specifically configures the processor to perform the functions. Thus, a program may be instantiated using portions of the volatile memory 804 via the processing circuitry 802 that executes instructions held by the non-volatile memory 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.

[0072] When a display subsystem 808 is included, the display subsystem 808 may be used to present a visual representation of data held by the non-volatile memory 806. The visual representation may take the form of a GUI. Since the methods and processes described herein change the data held by the non-volatile storage device and thus transform the state of the non-volatile storage device, the state of the display subsystem 808 may likewise be transformed to visually represent the change in the underlying data. The display subsystem 808 may include one or more display devices utilizing almost any type of technology. Such display devices may be combined with the processing circuitry 802, volatile memory 804, and / or non-volatile memory 806 in a shared housing, or such display devices may be peripheral display devices.

[0073] When an input subsystem 810 is included, the input subsystem 810 may include one or more user input devices (such as a keyboard, mouse, touch screen, camera, or microphone) or interface with one or more user input devices.

[0074] When including the communication subsystem 812, 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 that are 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 other devices and / or receive messages from other devices via a network such as the Internet.

[0075] In addition, the present disclosure includes configurations according to the following.

[0076] Item 1. A method for providing an automatic runway incursion alert at a computing device, the method comprising: receiving position sensor data of an aircraft from a position sensor on the aircraft; receiving position data of a target vehicle; determining the position, speed, and direction of travel of the aircraft based on the position sensor data of the aircraft; determining the position, speed, and direction of travel of the target vehicle based on the position data of the target vehicle; determining that the aircraft meets one or more self-alert criteria; determining that the target vehicle meets one or more target vehicle alert criteria; and outputting a runway incursion alert based on determining that the aircraft meets one or more self-alert criteria and the target vehicle meets one or more target vehicle alert criteria.

[0077] Item 2. The method according to item 1, wherein receiving the position sensor data of the aircraft includes receiving one or more of GPS data from a GPS sensor on the aircraft or accelerometer data from an accelerometer on the aircraft.

[0078] Item 3. The method according to item 1, wherein receiving the position data of the target vehicle 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 vehicle.

[0079] Item 4. The method according to item 1, wherein the target vehicle includes one or more of another aircraft or a ground vehicle.

[0080] Item 5. The method according to item 1, wherein outputting the runway incursion alert includes providing one or more of visual, auditory, or tactile feedback to an operator of the aircraft.

[0081] Item 6. The method according to item 1, wherein determining that the aircraft meets one or more self-alert criteria includes determining that the aircraft is within a predetermined altitude range or ranges.

[0082] Item 7. The method according to item 1, wherein determining that the aircraft meets one or more self-alarm criteria includes determining that the aircraft is descending at a threshold descent rate or within the threshold descent rate.

[0083] Item 8. The method according to item 1, wherein determining that the aircraft meets one or more self-alarm criteria includes determining that the aircraft is at or within a threshold heading in the runway direction.

[0084] Item 9. The method according to item 1, wherein determining that the aircraft meets one or more self-alarm criteria includes determining that the aircraft is at or within a threshold distance from the runway entrance.

[0085] Item 10. The method according to item 1, wherein determining that the aircraft meets one or more self-alarm criteria includes determining that the aircraft does not meet the conditions for more than one runway.

[0086] Item 11. The method according to item 1, wherein determining that the target vehicle meets one or more target vehicle alarm criteria includes determining that the target vehicle is on the ground.

[0087] Item 12. The method according to item 1, wherein determining that the target vehicle meets one or more target vehicle alarm criteria includes determining that the target vehicle is not far from the aircraft.

[0088] Item 13. The method according to item 1, wherein determining that the target vehicle meets one or more target vehicle alarm criteria includes determining that the target vehicle is located on the runway.

[0089] Item 14. A computing system, comprising: one or more processors configured to receive position sensor data of an aircraft from a position sensor on the aircraft; receive position data of a target vehicle; determine the position, speed, and travel direction of the aircraft based on the position sensor data of the aircraft; determine the position, speed, and travel direction of the target vehicle based on the position data of the target vehicle; determine that the aircraft meets one or more self-alarm criteria; determine that the target vehicle meets one or more target vehicle alarm criteria; and output a runway incursion alarm based on determining that the aircraft meets one or more self-alarm criteria and the target vehicle meets one or more target vehicle alarm criteria.

[0090] Item 15. The computing system according to item 14, wherein the position sensor data includes one or more of GPS data from a GPS sensor on the aircraft or accelerometer data from the aircraft.

[0091] Item 16. The computing system according to item 14, wherein the position data of the target vehicle includes ADS-B data from an ADS-B receiver communicatively coupled to the computing system, and wherein one or more processors are further configured to use the ADS-B data to determine the position of the target vehicle.

[0092] Item 17. The computing system according to item 14, wherein one or more own alert criteria include a predetermined altitude range of the aircraft.

[0093] Item 18. The computing system according to item 14, wherein one or more own alert criteria include a threshold descent rate of the aircraft.

[0094] Item 19. The computing system according to item 14, wherein one or more own alert criteria include a threshold distance from the aircraft to the runway threshold.

[0095] Item 20. A computing system, comprising: a GPS sensor on an aircraft, the GPS sensor being configured to output GPS sensor data; a position data receiver configured to receive position data of a target vehicle; and one or more processors configured to: receive the 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 vehicle to determine the position, speed, and direction of travel of the target vehicle; determine that the aircraft meets one or more own alert criteria; determine that the target vehicle meets one or more target vehicle alert criteria; and output a runway incursion alert based on determining that the aircraft meets one or more own alert criteria and the target vehicle meets one or more target vehicle alert criteria.

[0096] As used herein, "and / or" is defined to include OR (∨), as specified by the following truth table:

[0097] A B A ∨ B True True True True False True False True True False False False

[0098] 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.

[0099] It will be understood that the configurations and / or methods described herein are exemplary in nature, and these specific embodiments or instances should not be considered as having a limiting meaning, 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 various acts illustrated and / or described 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.

[0100] 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 (700) at a computing device for providing an automatic runway incursion alert (146, 228), the method (700) comprising: Receiving position sensor data (110) of the aircraft (202, 224) from a position sensor (108) on the aircraft (202, 224); Receiving position data of a target vehicle (120); Determining a position (126), a speed (128), and a direction of travel (130) of the aircraft based on the position sensor data (110) of the aircraft (202, 224); Determining a position (134), a speed (136), and a direction of travel (138) of the target vehicle based on the position data (120) of the target vehicle; determining that the aircraft (202, 224) meets one or more self-alert criteria (142); determining that the target vehicle meets one or more target vehicle alert criteria (140); and Based on determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) and the target vehicle satisfies the one or more target vehicle alert criteria (140), a runway incursion alert (146, 228) is output.

2. The method (700) of claim 1, wherein: Receiving the position sensor data (110) of the aircraft (202, 224) includes receiving one or more of GPS data (114) from a GPS sensor (112) on the aircraft (202, 224) or accelerometer data (118) from an accelerometer (116) on the aircraft (202, 224).

3. The method (700) of claim 1, wherein: Receiving the position data (120) of the target vehicle includes receiving ADS-B data (122) from an ADS-B receiver (124) communicatively coupled to the computing device, and using the ADS-B data (122) to determine the position (134) of the target vehicle.

4. The method (700) of claim 1, wherein: The target vehicle includes one or more of another aircraft or a ground vehicle.

5. The method (700) of claim 1, wherein: Outputting the runway incursion alert (146, 228) includes providing one or more of visual, audible, or tactile feedback to an operator of the aircraft (202, 224).

6. The method (700) of claim 1, wherein: Determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) includes determining that the aircraft (202, 224) is at or within a predetermined altitude range.

7. The method (700) of claim 1, wherein: Determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) includes determining that the aircraft (202, 224) is descending at or within a threshold descent rate (208).

8. The method (700) of claim 1, wherein: Determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) includes determining that the aircraft (202, 224) is at or within a threshold heading (214) in the direction of a runway.

9. The method (700) of claim 1, wherein: Determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) includes determining that the aircraft (202, 224) is at or within a threshold distance (216) from a runway threshold.

10. The method (700) of claim 1, wherein: Determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) includes determining that the aircraft (202, 224) does not have more than one runway condition.

11. The method (700) of claim 1, wherein: Determining that the target vehicle satisfies the one or more target vehicle alert criteria (140) includes determining that the target vehicle is on the ground.

12. The method (700) of claim 1, wherein: Determining that the target vehicle satisfies the one or more target vehicle alert criteria (140) includes determining that the target vehicle is not moving away from the aircraft (202, 224).

13. The method (700) of claim 1, wherein: Determining that the target vehicle satisfies the one or more target vehicle alert criteria (140) includes determining that the target vehicle is located on a runway.

14. A computing system comprising: One or more processors configured to: Receiving position sensor data (110) of the aircraft (202, 224) from a position sensor (108) on the aircraft (202, 224); Receiving position data of a target vehicle (120); Based on the position sensor data (110) of the aircraft (202, 224), Determining the position (126), speed (128), and direction of travel (130) of the aerial vehicle (202, 224); Determining a position (134), a speed (136), and a direction of travel (138) of the target vehicle based on the position data (120) of the target vehicle; determining that the aircraft (202, 224) meets one or more self-alert criteria (142); determining that the target vehicle satisfies one or more target vehicle alert criteria (140); and Based on determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) and the target vehicle satisfies the one or more target vehicle alert criteria (140), a runway incursion alert (146, 228) is output.

15. The computing system of claim 14, wherein: The position sensor data (110) includes one or more of GPS data (114) from a GPS sensor (112) on the aircraft (202, 224) or accelerometer data (118) from an accelerometer (116) on the aircraft (202, 224).

16. The computing system of claim 14, wherein: The position data (120) of the target vehicle includes ADS-B data (122) from an ADS-B receiver (124) communicatively coupled to the computing system, and wherein the one or more processors are further configured to use the ADS-B data (122) to determine a position (134) of the target vehicle.

17. The computing system of claim 14, wherein: The one or more self-alert criteria (142) include a predetermined altitude range for the aircraft (202, 224).

18. The computing system of claim 14, wherein: The one or more self-alert criteria (142) include a threshold descent rate (208) of the aircraft (202, 224).

19. The computing system of claim 14, wherein: The one or more self-alert criteria (142) include a threshold distance (216) from the aircraft (202, 224) to a runway threshold.

20. A computing system comprising: A GPS sensor (112) on the aircraft (202, 224), the GPS sensor (112) being configured to output GPS sensor data (114); a position data receiver (124, 150) configured to receive position data (120) of a target vehicle; and One or more processors configured to: receiving the GPS sensor data (114) from the GPS sensor (112); Determining a position (126), a speed (128), and a direction of travel (130) of the aircraft (202, 224) based on the GPS sensor data (114) of the aircraft (202, 224); determining a position (134), a speed (136), and a direction of travel (138) of the target vehicle using the position data (120) of the target vehicle; determining that the aircraft (202, 224) meets one or more self-alert criteria (142); determining that the target vehicle satisfies one or more target vehicle alert criteria (140); and Based on determining that the aircraft (202, 224) satisfies the one or more self-alert criteria (142) and the target vehicle satisfies the one or more target vehicle alert criteria (140), a runway incursion alert (146, 228) is output.

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