Wake turbulence alert system and method

Abstract

The invention relates to a wake turbulence alert system and method. A system (100) and method includes a control unit (102) configured to monitor a first position of a native aircraft within an airspace (109), determine a predicted path of the native aircraft within the airspace (109), monitor a second position of a target aircraft (108) within the airspace (109), and determine a predicted wake turbulence of the target aircraft (108) within the airspace (109). The native aircraft is configured to operate to avoid expected wake turbulence.

Description

Technical Field

[0001] Examples of the present disclosure generally relate to systems and methods for determining wake turbulence for aircraft within an airspace and issuing wake turbulence alerts to pilots. Background Art

[0002] Airplanes are used to transport people and cargo between locations. From a typical airport, many planes take off and land every day.

[0003] Aircraft flying in the airspace generate wake turbulence, which forms counter-rotating vortices behind the aircraft. The aircraft's wake turbulence can affect other aircraft within a limited range.

[0004] Typically, an aircraft's pilot will receive a wake turbulence alert from air traffic control. Typically, air traffic personnel contact the pilot and verbally inform him or her of the potential for wake turbulence within the airspace.

[0005] However, ATC may not always be able to notify pilots of wake turbulence in a timely manner. In such cases, ATC may forgo verbal notification of wake turbulence and instead instruct pilots to maintain visual separation. Summary of the Invention

[0006] There is a need for a system and method for detecting aircraft wake turbulence within an airspace. Additionally, there is a need for a system and method for effectively and efficiently alerting an aircraft operator of wake turbulence that may potentially affect an aircraft.

[0007] In view of these needs, certain examples of the present disclosure provide a system including a control unit configured to monitor a first position of an own aircraft within an airspace, determine a projected path of the own aircraft within the airspace, monitor a second position of a target aircraft within the airspace, and determine projected wake turbulence for the target aircraft within the airspace. The own aircraft is configured to avoid the projected wake turbulence.

[0008] In at least one example, the control unit is further configured to output a wake turbulence alert to the own-aircraft in response to detecting that the projected path of the own-aircraft intersects one or more portions of the projected wake turbulence of the target aircraft. In at least one example, the own-aircraft includes a user interface comprising one or both of a display and a speaker. The control unit is further configured to display the wake turbulence alert on the display or broadcast the wake turbulence alert via the speaker.

[0009] In at least one embodiment, the control unit is configured to determine the expected wake turbulence based on one or both of the second location of the target aircraft, weather in the airspace, and a size or shape of the target aircraft. The weather includes wind speed and wind direction.

[0010] In at least one embodiment, the control unit is further configured to filter out one or more other target aircraft that do not affect the own aircraft. For example, the control unit is configured to filter out one or more other target aircraft based on whether the one or more other target aircraft are: (a) airborne, (b) within a predetermined area of the own aircraft, (c) within a predetermined altitude of the own aircraft, and / or (d) large enough to affect the own aircraft.

[0011] In at least one example, the own-ship aircraft is configured to automatically operate to avoid predicted wake turbulence. For example, the control unit is further configured to automatically operate one or more controllers of the own-ship aircraft to automatically operate the own-ship aircraft to avoid predicted wake turbulence.

[0012] In at least one embodiment, the control unit is an artificial intelligence or machine learning system.

[0013] Certain examples of the present disclosure provide a method comprising monitoring, by a control unit, a first position of an own-ship aircraft within an airspace; determining, by the control unit, a predicted path of the own-ship aircraft within the airspace; monitoring, by the control unit, a second position of a target aircraft within the airspace; and determining, by the control unit, predicted wake turbulence for the target aircraft within the airspace, wherein the own-ship aircraft is configured to operate to avoid the predicted wake turbulence. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A block diagram of a system according to an example of the present disclosure is shown.

[0015] Figure 2 A front view of a display according to an example of the present disclosure is shown.

[0016] Figure 3 A front view of a display according to an example of the present disclosure is shown.

[0017] Figure 4 A front view of a display according to an example of the present disclosure is shown.

[0018] Figure 5 A flow chart of a method according to an example of the present disclosure is shown.

[0019] Figure 6 A schematic block diagram of a control unit according to an example of the present disclosure is shown.

[0020] Figure 7 A perspective front view of an aircraft according to an example of the present disclosure is shown. DETAILED DESCRIPTION

[0021] When read in conjunction with the accompanying drawings, the following detailed description of the above invention and certain examples will be better understood. As used herein, elements or steps stated in the singular and beginning with the word "one" or "a kind of" should be understood to not necessarily exclude multiple elements or steps. In addition, mentioning "an example" is not meant to be interpreted as excluding the existence of additional examples that also incorporate the stated features. In addition, unless clearly to the contrary, an example that "includes" or "has" one or more elements with a specific condition may include additional elements that do not have that condition.

[0022] Examples of the present disclosure provide systems and methods including a control unit configured to detect wake turbulence of a target aircraft within an airspace and provide an alert to an operator of an aircraft (e.g., an own-aircraft) regarding wake turbulence that may affect the aircraft. In at least one example, the control unit analyzes available traffic and weather data, such as data received by an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver during flight. The control unit also calculates wake turbulence behind the target aircraft, which reacts to current winds and follows a defined wake turbulence flight path. In at least one example, the control unit determines wake turbulence based on aircraft type, past position (including track, altitude, and airspeed), and current upper-level wind (windsaloft) data. The wake turbulence determined by the control unit changes dynamically with descent and dissipates over time. In response to the control unit detecting that the aircraft's projected path intersects the target aircraft's determined wake turbulence, the control unit outputs an alert, such as a visual and / or audible warning message, which may be displayed and / or broadcast via the aircraft's user interface.

[0023] Figure 1 A block diagram of a system 100 according to an example of the present disclosure is shown. System 100 includes a control unit 102 that communicates with multiple flight information sources 104, for example, via one or more wired or wireless connections. For example, control unit 102 can be coupled to a communication device 106 that receives data from flight information sources 104. Communication device 106 can be one or more of an antenna, a transceiver, an internet connection, a cloud-based connection, and the like.

[0024] Control unit 102 also communicates with one or more aircraft 108 within airspace 109, for example, via communication between communication device 106 and communication device 110 of aircraft 108. Communication device 110 may be an antenna, a transceiver, an internet connection, a cloud-based connection, etc. In at least one embodiment, control unit 102 is separate and distinct from aircraft 108. For example, control unit 102 may be located at a central monitoring location, which may be remote from one or more flight information sources 104, or optionally co-located therewith. As another example, control unit 102 may be onboard aircraft 108, such as on a flight deck or in a cockpit. For example, control unit 102 may be part of a flight computer for aircraft 108.

[0025] Aircraft 108 includes controllers 112 configured to allow an operator, such as a pilot, to control the operation of aircraft 108. For example, controllers 112 include one or more of a control handle, a yoke, a joystick, a control surface controller, an accelerator, a decelerator, and the like.

[0026] Aircraft 108 also includes one or more user interfaces 114. For example, user interface 114 may be within the flight deck or cockpit of aircraft 108. In at least one example, user interface 114 includes a display 116 and an input device 118. In at least one example, display 116 is an electronic device configured to electronically display images, video, text, and the like. Display 116 may be a monitor, screen, television, touch screen, or the like. Input device 118 may include a keyboard, mouse, stylus, touch screen interface (i.e., input device 118 may be integrated with display 116), or the like. Display 116 is configured to display visual graphics, video, text, and the like. User interface 114 may also include a speaker 119 configured to broadcast audio messages. User interface 114 may be a computer workstation or a portion thereof. For example, user interface 114 may be part of a flight computer within the flight deck or cockpit of aircraft 108. As another example, user interface 114 may be a handheld device, such as a smartphone or tablet computer.

[0027] In at least one example, control unit 102 can communicate with user interfaces 114 that are not onboard aircraft 108 in addition to (or optionally in lieu of) user interfaces 114 onboard one or more aircraft 108. For example, user interfaces 114 can be located at a ground-based monitoring location, such as with air traffic control, flight dispatchers, airline operations centers, and the like.

[0028] Control unit 102 receives data from flight information sources 104. This data includes a large amount of information from many different flight information sources 104. Flight information sources 104 include a tracking subsystem 120, which is configured to track various aircraft 108 on the ground and in airspace 109. In at least one example, tracking subsystem 120 is configured to track the position of aircraft 108 in real time. In at least one example, tracking subsystem 120 is a radar subsystem. As another example, tracking subsystem 120 is an Automatic Dependent Surveillance-Broadcast (ADS-B) tracking subsystem. The real-time position of aircraft 108 on the ground and in airspace is detected by tracking subsystem 120, which receives position signals output by position sensors of aircraft 108. For example, tracking subsystem 120 receives ADS-B signals output by position sensors of aircraft 108. As another example, position sensors of aircraft 108 may be Global Positioning System sensors. The position sensors output signals indicating one or more of aircraft 108's position, altitude, heading, acceleration, velocity, etc. The signals are received by tracking subsystem 120.

[0029] Flight information sources 104 also include a weather subsystem 122 that provides past, current, and forecasted weather for locations such as aircraft 108 and airports. For example, weather subsystem 122 may include weather stations, channels, and the like. As another example, weather subsystem 122 may include an aviation weather service that provides weather notifications at various locations, such as airports. Examples of data from weather subsystem 122 include meteorological airport reports (METARs). Weather subsystem 122 detects current weather conditions within airspace 109, such as temperature, wind speed and direction, air pressure, precipitation, and the like within airspace 109.

[0030] Flight information sources 104 also include aircraft data sources 124, which provide information about various aircraft. For example, aircraft data sources 124 include information about the type, size, shape, and capabilities of aircraft 108. Aircraft data sources 124 may be information provided by the manufacturer, maintenance provider, operator, etc. of aircraft 108.

[0031] In at least one example, aircraft data source 124 may provide tail-specific information about aircraft 108 . The tail-specific information about aircraft 108 provides information about the performance of a particular actual aircraft compared to different test aircraft, general performance models, etc. Optionally, aircraft data source 124 may provide general information about the type of aircraft 108 .

[0032] In operation, control unit 102 determines wake turbulence for one or more aircraft 108 within airspace 109. For example, control unit 102 determines the wake turbulence generated by each aircraft 108 within airspace 109. Control unit 102 determines the wake turbulence for aircraft 108 based on the tracked position of aircraft 108 received from tracking subsystem 120, the weather within airspace 109 received from weather subsystem 122, and characteristics of aircraft 108 received from aircraft data source 124. The position of aircraft 108 includes the position, airspeed, heading, altitude, etc. of aircraft 108 within airspace 109. The weather includes wind direction and speed at different altitudes within airspace 109. The characteristics of aircraft 108 include the size and shape of aircraft 108.

[0033] In at least one example, control unit 102 determines the location of a particular aircraft 108, such as own-ship aircraft 108a, within airspace 109 based on data received from tracking subsystem 120. Control unit 102 outputs a signal on display 116 indicating the location of own-ship aircraft 108a. Control unit 102 also determines a projected path for own-ship aircraft 108. The projected path for own-ship aircraft 108a can be a projected future path for the aircraft, such as a predetermined time period in the future. The predetermined time period can be 30 seconds, 1 minute, 2 minutes, etc. The projected future path is determined by control unit 102 based on the current position, heading, airspeed, altitude, etc. of aircraft 108.

[0034] Control unit 102 also determines the location of other aircraft 108 (e.g., target aircraft 108b, distinct from own aircraft 108a) within airspace 109. For target aircraft 108b, control unit 102 also determines the resulting wake turbulence. Control unit 102 determines the wake turbulence for target aircraft 108a based on the location of target aircraft 108b received from tracking subsystem 120 (including one or more of position, heading, airspeed, altitude, etc.), data regarding target aircraft 108b received from aircraft data source 124 (e.g., size, shape, and, optionally, predetermined wake turbulence for the tracked target aircraft), and weather data received from weather subsystem 122, including wind speed and direction. Thus, control unit 102 determines the wake turbulence for target aircraft 108b based on the tracked location of target aircraft 108b, the size and / or shape of target aircraft 108b, and the weather within airspace 109 in which the target aircraft is currently operating.

[0035] Control unit 102 may also display target aircraft 108b relative to own aircraft 108a on display 116. Control unit 102 also monitors the projected path of own aircraft 108a relative to the wake turbulence of target aircraft 108b. If the projected path of own aircraft 108a does not intersect the wake turbulence of target aircraft 108b, control unit 102 continues monitoring and does not output an alert. However, if the projected path of own aircraft 108a intersects the wake turbulence of target aircraft 108b, control unit 102 outputs a wake turbulence alert to own aircraft 108a. For example, control unit 102 operates display 116 of own aircraft 108a to display a wake turbulence alert message (e.g., graphic and / or text) regarding the wake turbulence. As another example, control unit 102 may broadcast an audible wake turbulence alert message via speaker 119. In at least one example, control unit 102 displays the wake turbulence alert on display 116 and broadcasts the wake turbulence alert via speaker 119.

[0036] In at least one embodiment, control unit 102 filters traffic information to obtain relevant wake turbulence information. That is, control unit 102 may filter out one or more other target aircraft with wake turbulence that do not affect the wake turbulence of own aircraft 102a. For example, control unit 102 determines whether target aircraft 108b is airborne within airspace 109. If target aircraft 108b, which is being tracked by tracking subsystem 120, is not airborne, control unit 102 removes target aircraft 108b from further analysis because aircraft 108b on the ground are likely not generating wake turbulence.

[0037] However, if control unit 102 determines that target aircraft 108b is airborne, control unit 102 then determines whether target aircraft 108a is within a predetermined zone for own-ship aircraft 108a. The predetermined zone is a portion of airspace 109 ahead of own-ship aircraft 108a. For example, based on the current position of own-ship aircraft 108a as tracked by tracking subsystem 120, the predetermined zone may be five minutes laterally and five minutes forward. Optionally, the predetermined zone may be less than five minutes (e.g., two or three minutes) or greater than five minutes (e.g., ten or fifteen minutes). If target aircraft 108b is outside the predetermined zone, control unit 102 removes target aircraft 108b from further analysis.

[0038] However, if target aircraft 108b is within the predetermined area, control unit 102 then determines whether target aircraft 108b is within a predetermined altitude of own-ship aircraft 108a. For example, the predetermined altitude may be 3,000 feet or less above or below own-ship aircraft 108a. Optionally, the predetermined altitude may be less than 3,000 feet (e.g., 2,000 or 2,500 feet) or greater than 3,000 feet (e.g., 4,000 or 5,000 feet). If target aircraft 108b is outside the predetermined altitude, control unit 102 removes target aircraft 108b from further analysis.

[0039] However, if target aircraft 108b is within a predetermined altitude, control unit 102 determines whether target aircraft 108b is large enough (e.g., within a specific wake turbulence category) to affect own-ship aircraft 108a. Control unit 102 receives data regarding the size, shape, weight, etc. of aircraft 108 from aircraft data source 124. Predetermined comparison data between aircraft of different sizes can be used to determine whether target aircraft 108b is large enough to generate sufficient wake turbulence to affect own-ship aircraft 108a. For example, the wake turbulence of a small single-propeller aircraft may not affect a large jet, such as a Boeing 747. If control unit 102 determines that target aircraft 108b is too small to affect own-ship aircraft 108a, control unit 102 discards target aircraft 108b from further analysis.

[0040] As described above, the control unit 102 continues to analyze the target aircraft 108b based on the fact that the target aircraft 108b is airborne, within the predetermined area and predetermined altitude of the own-ship aircraft 108a, and is large enough to generate wake turbulence that can potentially affect the own-ship aircraft 108a. In contrast, if the target aircraft 108b is not airborne, outside the predetermined area and / or predetermined altitude, and / or is too small to generate wake turbulence that can potentially affect the own-ship aircraft 108a, the control unit 102 filters the target aircraft 108b from further analysis.

[0041] If, after the aforementioned filtering operation, the control unit 102 continues to analyze the target aircraft 108b relative to the own aircraft 108a, the control unit 102 determines and predicts the wake turbulence of the target aircraft 108b. The predicted wake turbulence of the target aircraft 108b may be based on predetermined data for the target aircraft 108b. For example, the predicted wake turbulence of the target aircraft 108b may be determined based on specific regulations of one or more regulatory bodies, such as the Federal Aviation Administration (FAA), such as regulations related to radar separation of aircraft.

[0042] The control unit 102 estimates the wake turbulence behind the target aircraft 108b, which continues to be tracked by the tracking subsystem 120. The control unit 102 may also base the wake turbulence based on the historical path of the target aircraft 108b while in the air, such as the historical path of the target aircraft over the previous 30 seconds, 1 minute, 2 minutes, or more. The control unit 102 may also estimate the wake turbulence based on the wingspan or wing width of the target aircraft 108b received from the aircraft data source 124. For example, the control unit 102 may determine the width of the target aircraft's wake turbulence as the wingspan width of the target aircraft 108b.

[0043] In at least one example, control unit 102 further estimates wake turbulence behind target aircraft 108b based on a predetermined descent rate. For example, control unit 102 determines that wake turbulence generated at an initial altitude is decreasing at a predetermined rate, such as 400 feet per minute. For example, wake turbulence generated at a specific location at an initial altitude of 2000 feet will reach 1200 feet two minutes after it is initially generated.

[0044] In at least one embodiment, control unit 102 also predicts wake turbulence based on a wind correction. Control unit 102 receives weather data from weather subsystem 122, including wind speed and direction. Wind affects wake turbulence. That is, the wake turbulence generated by target aircraft 108b responds to its movement based on wind speed and direction. Control unit 102 provides a wind correction for the predicted wake turbulence.

[0045] As described above, in at least one example, the control unit 102 determines the expected wake turbulence behind the target aircraft 108b based on one or more of a determined wake length (e.g., based on data from one or more regulatory agencies), a historical path of the target aircraft 108b, a wingspan (i.e., span from wingtip to wingtip) of the target aircraft 108a, a rate of descent of the wake turbulence, and / or weather conditions (e.g., wind direction and wind speed). In at least one example, the control unit 102 determines the expected wake turbulence behind the target aircraft 108b based on the determined wake length (e.g., based on data from one or more regulatory agencies), a historical path of the target aircraft 108b, a wingspan (i.e., span from wingtip to wingtip) of the target aircraft 108a, a rate of descent of the wake turbulence, and weather conditions (e.g., wind direction and wind speed).

[0046] Control unit 102 displays own aircraft 108a and target aircraft 108b, tracked by tracking subsystem 120, on display 116 of own aircraft 108a. If the predicted path of own aircraft 108a does not intersect the predicted wake turbulence of target aircraft 108b, control unit 102 continues to monitor own aircraft 108a and target aircraft 108b without issuing a wake turbulence alert. However, if the predicted path of own aircraft 108a intersects the predicted wake turbulence of target aircraft 108b, control unit 102 issues a wake turbulence alert to own aircraft 108a. The wake turbulence alert may be displayed on display 116 and / or broadcasted via speakers 119 of own aircraft 108a. Control unit 102 may display the predicted path of own aircraft 108a and / or the predicted wake turbulence of target aircraft 108b on display 116. Optionally, the control unit 102 may not show the projected path of the own aircraft 108 a or the projected wake turbulence of the target aircraft 108 b on the display 116 .

[0047] In response to receiving the wake turbulence alert, the own-plane aircraft 108a is operated to move out of the expected wake turbulence, and therefore out of the wake turbulence generated by the target aircraft 108b. In at least one example, the own-plane aircraft 108a can be automatically operated to move out of and / or remain outside the expected wake turbulence. For example, one or more control units can automatically operate one or more controllers 112 of the own-plane aircraft 108a to ensure that the own-plane aircraft 108a is outside the expected wake turbulence. In at least one example, the control unit 102 automatically operates one or more controllers 112 of the own-plane aircraft 108a to ensure that the own-plane aircraft 108a is outside the expected wake turbulence of the target aircraft 108b. Optionally, the own-plane aircraft 108a may not be automatically operated to remain outside the expected wake turbulence.

[0048] The projected path of own-ship aircraft 108a may be a route predicted for own-ship aircraft 108a within a predetermined time period (e.g., 30, 35, 40, 45, 60 seconds, or more) in the future based on the current heading, airspeed, and altitude of own-ship aircraft 108a. In at least one example, control unit 102 determines a pending time based on the distance between the predicted path of own-ship aircraft 108a and the predicted wake turbulence of target aircraft 108b. The pending time decreases as the distance between own-ship aircraft 108a and target aircraft 108b decreases. Conversely, the pending time increases as the distance between own-ship aircraft 108a and target aircraft 108b increases. For example, when own-ship aircraft 108a and target aircraft 108b are relatively far apart (e.g., 3,000 feet), the pending time for a detected intersection between the predicted path of own-ship aircraft 108a and the predicted wake turbulence of target aircraft 108b may be 2 seconds or more. As the relative distance between own aircraft 108a and target aircraft 108b decreases, the pending time decreases. For example, if the relative distance is 1000 feet or less, the pending time can be 0.5-1 second. If the intersection between the estimated path of own aircraft 108a and the estimated wake turbulence of target aircraft 108b exceeds the pending time, then control unit 102 outputs a wake turbulence warning to own aircraft 108a. However, if the intersection is less than the pending time, then control unit 102 is exempted from outputting a wake turbulence warning. In this way, control unit 102 is exempted from issuing an alarm to the pilot of aircraft 108 (for example, if maneuvered to different headings, altitudes, etc.) who is only in the wake turbulence of the estimate within a short period of time.

[0049] In at least one example, control unit 102 may also determine a predetermined cooldown period for a wake turbulence alert for a specific target aircraft 108b. For example, in response to outputting a wake turbulence alert for target aircraft 108b, control unit 102 may refrain from outputting another wake turbulence alert for that specific target aircraft for a predetermined period of time (e.g., 30, 45, or 60 seconds). In this manner, control unit 102 may avoid outputting repeated wake turbulence alerts. Optionally, control unit 102 may not determine a predetermined cooldown period.

[0050] As described herein, system 100 includes a control unit 102 configured to monitor a first location of an own-ship aircraft 108a within an airspace 109. Control unit 102 is further configured to determine a projected path of own-ship aircraft 108a within airspace 109. Control unit 102 is further configured to monitor a second location of one or more target aircraft 108b within airspace 109 and determine projected wake turbulence relative to target aircraft 108b within airspace 109. Own-ship aircraft 108a is manipulated to avoid the projected wake turbulence, for example, by remaining outside of or moving outside of the projected wake turbulence. In at least one example, own-ship aircraft 108a can be manipulated automatically, for example, by one or more control units (e.g., control unit 102), to avoid the projected wake turbulence. In at least one example, control unit 102 outputs a wake turbulence alert to the own-ship aircraft in response to detecting that the projected path intersects one or more portions of the projected wake turbulence.

[0051] Figure 2 1 shows a front view of a display 116 according to an example of the present disclosure. Figure 1 and Figure 2 , display 116 is a display of own-ship aircraft 108a. The position of own-ship aircraft 108a is shown on display 116. Control unit 102 determines a predetermined area 130 for own-ship aircraft 108a. As shown, target aircraft 108b, 108c, and 108d are within predetermined area 130. In contrast, target aircraft 108e is outside predetermined area 130.

[0052] The control unit 102 may show the predetermined area 130 on the display 116. Optionally, the control unit 102 may not show the predetermined area 130 on the display 116.

[0053] Figure 3 1 shows a front view of a display 116 according to an example of the present disclosure. Figure 1 and Figure 3 , display 116 is a display of own-ship aircraft 108 a. Control unit 102 determines a projected path 140 for own-ship aircraft 108 a and a projected wake turbulence 142 for target aircraft 108 b. In response to detecting that projected path 140 for own-ship aircraft 108 a intersects at least a portion of projected wake turbulence 142 for target aircraft 108 b, control unit 102 outputs a wake turbulence alert 144, which is displayed on display 116.

[0054] Control unit 102 may display predicted path 140 and predicted wake turbulence 142 on display 116 . Optionally, control unit 102 may not display predicted path 140 and / or predicted wake turbulence 142 on display 116 .

[0055] Figure 4 1 shows a front view of display 116 according to an example of the present disclosure. As shown, the predicted wake turbulence 150 of target aircraft 108b is offset from the historical path 152 of target aircraft 108a. For example, control unit 102 offsets predicted wake turbulence 150 from historical path 152 based on weather data including wind speed and direction.

[0056] The control unit 102 may display the predicted wake turbulence 150 and the historical path 152 on the display 116 . Optionally, the control unit 102 may not display the predicted wake turbulence 150 and / or the historical path 152 on the display 116 .

[0057] Figure 5 A flow chart of a method according to an example of the present disclosure is shown. Figure 1-5 At 200 , the control unit 102 monitors the position of the own aircraft 108 a within the airspace 109 . At 202 , the control unit 102 determines the projected path of the own aircraft 108 a . At 204 , the control unit 102 monitors the position of the target aircraft 108 b within the airspace 109 .

[0058] At 206, control unit 102 determines whether to filter target aircraft 108b from further analysis. If so, the method returns to 200. However, if control unit 102 does not filter target aircraft 108b from further analysis and continues analyzing target aircraft 108a, the method proceeds from 206 to 208, where control unit 102 determines the projected wake turbulence for target aircraft 108b. Next, at 210, control unit 102 determines whether the projected path of own aircraft 108a intersects one or more portions of the projected wake turbulence for target aircraft 108b. If not, the method proceeds from 210 to 212, where control unit 102 refrains from outputting a wake turbulence alert.

[0059] However, if the predicted path intersects one or more portions of the predicted wake turbulence at 210, the method proceeds to 214, where the control unit 102 outputs a wake turbulence alert to the own-ship aircraft 108a. The control unit 102 may display the wake turbulence alert on the display 116 of the own-ship aircraft 108a and / or broadcast the wake turbulence alert via the speakers 119 of the own-ship aircraft 108a. The own-ship aircraft 108a is then operated to avoid the predicted wake turbulence. For example, the own-ship aircraft 108a is operated (by one or more pilots or automatically by one or more control units) to remain outside the predicted wake turbulence and / or to move outside the predicted wake turbulence.

[0060] Figure 61. A schematic block diagram of a control unit 102 according to an example of the present disclosure is shown. In at least one example, the control unit 102 includes at least one processor 300 in communication with a memory 302. The memory 302 stores instructions 304, received data 306, and generated data 308. Figure 6 The control unit 102 shown in FIG. 1 is merely exemplary and non-limiting.

[0061] As used herein, the terms "control unit," "central processing unit," "CPU," "computer," and the like may include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISCs), application-specific integrated circuits (ASICs), logic circuits, and any other circuit or processor capable of performing the functions described herein—including hardware, software, or a combination thereof. This is merely exemplary and is not intended to limit the definition and / or meaning of these terms in any way. For example, the control unit 102 may be or include one or more processors configured to control operations as described herein.

[0062] The control unit 102 is configured to execute a set of instructions stored in one or more data storage units or elements (e.g., one or more memories) to process data. For example, the control unit 102 may include or be coupled to one or more memories. The data storage unit may also store data or other information as needed or required. The data storage unit may be in the form of an information source within the processor or a physical storage element.

[0063] The instruction set may include various commands that instruct the control unit 102, acting as a processor, to perform specific operations, such as the methods and processes of various embodiments of the subject matter described herein. The instruction set may be in the form of a software program. The software may be in various forms, such as system software or application software. Furthermore, the software may be in the form of a collection of separate programs, a subset of a program within a larger program, or a portion of a program. The software may also include modular programming in the form of object-oriented programming. The processing of input data by the processor may be in response to user commands, in response to the results of previous processing, or in response to a request made by another processor.

[0064] The example diagrams herein may illustrate one or more control or processing units, such as control unit 102. It should be understood that a processing or control unit may represent a circuit, circuitry, or portion thereof, which may be implemented as hardware having relevant instructions for performing the operations described herein (e.g., software stored on a tangible and non-transitory computer-readable storage medium such as a computer hard drive, ROM, RAM, etc.). The hardware may include a state machine circuit that is hardwired to perform the functions described herein. Optionally, the hardware may include an electronic circuit that includes and / or is connected to one or more logic-based devices, such as a microprocessor, a processor, a controller, etc. Optionally, control unit 102 may represent a processing circuit, such as one or more of a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a microprocessor, etc. The circuits in various examples may be configured to execute one or more algorithms to perform the functions described herein. One or more algorithms may include aspects of the examples disclosed herein, whether or not explicitly identified in a flowchart or method.

[0065] As used herein, the terms "software" and "firmware" are interchangeable and include any computer program stored in a data storage unit (e.g., one or more memories) for execution by a computer, including RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above data storage unit types are merely exemplary of the types of memory that can be used to store a computer program and are therefore not limiting.

[0066] refer to Figure 1-6 , examples of the subject disclosure provide systems and methods that allow computing devices to quickly and efficiently analyze large amounts of data. For example, the control unit 102 can receive and analyze data about numerous own aircraft and numerous target aircraft from hundreds, thousands, or more flight information sources 104. As a result, large amounts of data that may not be easily perceived by humans are being tracked and analyzed. As described herein, the control unit 102 effectively organizes and / or analyzes large amounts of data. The control unit 102 analyzes the data in a relatively short period of time in order to quickly and efficiently determine expected wake turbulence and output alerts when necessary. Therefore, compared to humans reviewing large amounts of data, examples of the present disclosure provide enhanced and efficient functionality, as well as superior performance.

[0067] In at least one embodiment, components of system 100, such as control unit 102, provide and / or enable a computer system to operate as a specialized computer system for determining wake turbulence and generating wake turbulence alerts. Control unit 102 improves upon standard computing devices by determining such information and automatically communicating it to an individual, such as an aircraft operator, in an efficient and effective manner.

[0068] In at least one instance, the control unit 102 uses a machine learning algorithm that automatically takes into account factors that affect the wake turbulence generated by the aircraft. In at least one instance, all or part of the systems and methods described herein is or otherwise includes an artificial intelligence (AI) or machine learning system that can automatically perform the operations of the methods described herein. In at least one instance, the control unit 102 can be or otherwise include a deterministic or rule-based evaluation system. In at least one instance, the control unit 102 can be an artificial intelligence or machine learning system. These types of systems can be trained and / or self-trained based on external information to repeatedly improve the accuracy of how the data is analyzed to determine the wake turbulence generated by the aircraft and output warning messages when necessary. Over time, these systems can improve by determining and communicating with greater accuracy and speed, thereby significantly reducing the possibility of any potential errors. For example, an AI or machine learning system can learn and determine models, associate these models with received data, and determine potential conflicts. The AI or machine learning systems described herein may include technologies supported by adaptive predictive capabilities that exhibit at least some degree of autonomous learning to automate and / or enhance pattern detection (e.g., identifying irregularities or regularities in data), customization (e.g., generating or modifying rules to optimize record matching), and the like. The system may be trained and retrained using feedback from one or more previous analyses of data, integrated data, and / or other such data. Based on this feedback, the system may be trained by adjusting one or more parameters, weights, rules, criteria, and the like used in the analysis. This process may be performed using data and integrated data instead of training data, and may be repeated multiple times to iteratively improve the determinations and communications described herein. The training minimizes conflicts and interference by executing an iterative training algorithm, wherein the system is retrained using an updated data set and based on feedback examined prior to the most recent training of the system. This provides a robust analytical model that can better determine the wake turbulence generated by an aircraft and determine when to output warning information about wake turbulence within the aircraft's airspace to the aircraft itself.

[0069] Figure 7A perspective front view of an aircraft 108 according to an example of the present disclosure is shown. The aircraft 108 includes a propulsion system 412, which includes, for example, engines 414. Optionally, the propulsion system 412 may include more engines 414 than shown. The engines 414 are carried by wings 416 of the aircraft 108. In other examples, the engines 414 may be carried by a fuselage 418 and / or a tailplane 420. The tailplane 420 may also support a horizontal stabilizer 422 and a vertical stabilizer 424. The fuselage 418 of the aircraft 108 defines an interior cabin 430, which includes a flight deck or cockpit, one or more work areas (e.g., a galley, a carry-on luggage area, etc.), one or more passenger areas (e.g., a first-class area, a business-class area, and an economy-class area), one or more lavatories, etc. Figure 7 An example of an aircraft 108 is shown. It should be understood that the size, shape, and configuration of the aircraft 108 may vary. Figure 7 Different as shown.

[0070] In addition, this disclosure includes examples according to the following clauses:

[0071] Clause 1. A system comprising:

[0072] A control unit configured to:

[0073] Monitor the first position of the aircraft in the airspace,

[0074] determining a projected path of the own aircraft within the airspace,

[0075] Monitor the target aircraft's second location within the airspace, and

[0076] determining the expected wake turbulence of the target aircraft within the airspace,

[0077] The own aircraft is configured to operate to avoid the predicted wake turbulence.

[0078] Clause 2. The system of clause 1, wherein the control unit is further configured to output a wake turbulence alert to the own-ship aircraft in response to detecting that the predicted path of the own-ship aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

[0079] Clause 3. The system of clause 2, wherein the own-ship aircraft includes a user interface comprising one or both of a display or a speaker, and wherein the control unit is further configured to display the wake turbulence alert on the display or broadcast the wake turbulence alert through the speaker.

[0080] Clause 4. The system of any one of clauses 1-3, wherein the control unit is configured to determine the expected wake turbulence based on the second position of the target aircraft, weather within the airspace, and one or both of a size or a shape of the target aircraft.

[0081] Clause 5. The system of clause 4, wherein the weather comprises wind speed and direction.

[0082] Clause 6. The system according to any one of clauses 1-5, wherein the control unit is further configured to filter out one or more other target aircraft that do not affect the own aircraft.

[0083] Clause 7. A system according to clause 6, wherein the control unit is configured to filter based on whether the one or more other target aircraft are one or more of the following: (a) in the air, (b) within a predetermined area of the own-aircraft, (c) within a predetermined altitude of the own-aircraft, or (d) large enough to affect the own-aircraft.

[0084] Clause 8. A system according to clause 7, wherein the control unit is configured to filter based on whether the one or more other target aircraft are: (a) in the air, (b) within the predetermined area of the own-ship aircraft, (c) within the predetermined altitude of the own-ship aircraft, and (d) large enough to affect the own-ship aircraft.

[0085] Clause 9. The system of any of clauses 1-8, wherein the own aircraft is configured to automatically operate to avoid the predicted wake turbulence.

[0086] Clause 10. The system of clause 9, wherein the control unit is further configured to automatically operate one or more controls of the own aircraft to automatically operate the own aircraft to avoid the predicted wake turbulence.

[0087] Clause 11. The system of any one of clauses 1-10, wherein the control unit is an artificial intelligence or machine learning system.

[0088] Clause 12. A method comprising:

[0089] The control unit monitors the first position of the own aircraft in the airspace;

[0090] determining, by the control unit, a projected path of the own aircraft within the airspace;

[0091] monitoring, by the control unit, a second position of the target aircraft within the airspace; and

[0092] determining, by the control unit, the expected wake turbulence of the target aircraft within the airspace,

[0093] The own aircraft is configured to operate to avoid the predicted wake turbulence.

[0094] Clause 13. The method of clause 12, further comprising outputting, by the control unit, a wake turbulence alert to the own aircraft in response to detecting that the predicted path of the own aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft.

[0095] Clause 14. The method of clause 13, further comprising displaying, by the control unit, the wake turbulence warning on a display of the own-ship aircraft, or broadcasting, by the control unit, one or both of the wake turbulence warnings through a speaker of the own-ship aircraft.

[0096] Clause 15. The method of any one of clauses 12-14, wherein the determining the expected wake turbulence comprises determining the expected wake turbulence based on the second position of the target aircraft, weather within the airspace, and one or both of a size or a shape of the target aircraft, and wherein the weather comprises wind speed and wind direction.

[0097] Clause 16. The method according to any one of clauses 12-15 further includes filtering by the control unit one or more other target aircraft that do not affect the own-machine aircraft, wherein the filtering is based on whether the one or more other target aircraft are one or more of the following: (a) in the air, (b) within a predetermined area of the own-machine aircraft, (c) within a predetermined altitude of the own-machine aircraft, or (d) large enough to affect the own-machine aircraft.

[0098] Clause 17. The method of any of clauses 12-16, further comprising automatically operating the own aircraft to avoid the predicted wake turbulence.

[0099] Clause 18. The method of clause 17, wherein the automatic operation includes automatically operating, by the control unit, one or more controls of the own aircraft to automatically operate the own aircraft to avoid the predicted wake turbulence.

[0100] Clause 19. The method of any one of clauses 12-18, wherein the control unit is an artificial intelligence or machine learning system.

[0101] Clause 20. A non-transitory computer-readable storage medium comprising executable instructions that, in response to execution, cause one or more control units including a processor to perform operations comprising:

[0102] Monitor the primary position of the own aircraft in the airspace;

[0103] determining a projected path of the own aircraft within the airspace;

[0104] monitoring the target aircraft's second location within the airspace; and

[0105] determining the expected wake turbulence of the target aircraft within the airspace,

[0106] The own aircraft is configured to operate to avoid the predicted wake turbulence.

[0107] As described herein, examples of the present disclosure provide systems and methods for detecting aircraft wake turbulence within an airspace. Additionally, examples of the present disclosure provide systems and methods for effectively and efficiently alerting aircraft operators to wake turbulence that may potentially affect an aircraft.

[0108] Although various spatial and directional terms, such as top, bottom, lower, middle, lateral, horizontal, vertical, front, etc., may be used to describe examples of the present disclosure, it should be understood that these terms are used only with respect to the orientations shown in the drawings. The orientations may be reversed, rotated, or otherwise changed so that top becomes bottom and vice versa, horizontal becomes vertical, etc.

[0109] As used herein, a structure, limitation, or element that is "configured to" perform a task or operation is formed, constructed, or adapted in a specific structure in a manner corresponding to the task or operation. For clarity and avoidance of doubt, an object that can merely be modified to perform a task or operation is not "configured to" perform a task or operation as used herein.

[0110] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the above examples (and / or aspects thereof) may be used in combination with each other. Furthermore, many modifications may be made to adapt a particular situation or material to the teachings of the various examples of this disclosure without departing from its scope. While the sizes and types of materials described herein are intended to limit aspects of the various examples of this disclosure, these examples are by no means limiting, but rather illustrative. Numerous other examples will become apparent to those skilled in the art after reading the above description. Therefore, the scope of the various examples of this disclosure should be determined by reference to the appended claims and the full scope of equivalents to which such claims are entitled. In the appended claims and the detailed description herein, the terms "including" and "wherein" are used as the plain English equivalents of the respective terms "comprising" and "wherein." Furthermore, the terms "first," "second," and "third," etc., are used merely as labels and are not intended to impose numerical requirements on their objects. Furthermore, claim limitations are not written in a means-plus-function format and are not intended to be interpreted under 35 U.S.C. §112(f) unless and until such claim limitations expressly use the phrase "means for," followed by a statement of function without further structure.

[0111] This written description uses examples to disclose various embodiments of the present disclosure, including the best mode, and also to enable those skilled in the art to practice the various embodiments of the present disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the various embodiments of the present disclosure is defined by the claims and may include other embodiments that occur to those skilled in the art. Such other embodiments are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

Claims

1. A system (100), comprising: The control unit (102) is configured to: monitoring the first position of the own aircraft within the airspace (109), determining a projected path of the ownship aircraft within the airspace (109), monitoring a second location of the target aircraft (108) within the airspace (109), and Predicted wake turbulence for the target aircraft (108) within the airspace (109) is determined, wherein the ownship aircraft is configured to operate to avoid the predicted wake turbulence.

2. The system (100) of claim 1, wherein the control unit (102) is further configured to output a wake turbulence alert to the own-ship aircraft in response to detecting that the predicted path of the own-ship aircraft intersects one or more portions of the predicted wake turbulence of the target aircraft (108).

3. The system (100) of claim 2, wherein the own-ship aircraft includes a user interface comprising one or both of a display or a speaker (119), and wherein the control unit (102) is further configured to show the wake turbulence alert on the display or broadcast the wake turbulence alert through the speaker (119).

4. The system (100) of claim 1, wherein the control unit (102) is configured to determine the expected wake turbulence based on the second position of the target aircraft (108), weather within the airspace (109), and one or both of a size or a shape of the target aircraft (108).

5. The system (100) of claim 4, wherein the weather comprises wind speed and wind direction.

6. The system (100) according to claim 1, wherein the control unit (102) is further configured to filter out one or more other target aircraft (108) that do not affect the own aircraft.

7. The system (100) of claim 6, wherein the control unit (102) is configured to filter based on whether the one or more other target aircraft (108) are one or more of the following: (a) in the air, (b) within a predetermined area of the own-ship aircraft, (c) within a predetermined altitude of the own-ship aircraft, or (d) large enough to affect the own-ship aircraft.

8. The system (100) of claim 7, wherein the control unit (102) is configured to filter based on whether the one or more other target aircraft (108) are: (a) airborne, (b) within the predetermined area of the own-ship aircraft, (c) within the predetermined altitude of the own-ship aircraft, and (d) large enough to affect the own-ship aircraft.

9. The system (100) of claim 1, wherein the own-ship aircraft is configured to automatically operate to avoid the predicted wake turbulence.

10. The system (100) of claim 9, wherein the control unit (102) is further configured to automatically operate one or more controllers (112) of the own aircraft to automatically operate the own aircraft to avoid the predicted wake turbulence.

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