Aircraft turbulence notification system and method

Abstract

The invention relates to an aircraft turbulence notification system and method. A turbulence notification system and method are described that includes obtaining airflow reports generated in flight by a plurality of reporting aircraft. The system and method generate a standardized turbulence value based on a reported turbulence level in the airflow report and at least one of a size of the reporter aircraft and a weight of the reporter aircraft. The system and method determine an effective turbulence level specific to the first aircraft based on the standardized turbulence value and an identification feature of the first aircraft, where the effective turbulence level predicts an effect of atmospheric airflow on the first aircraft. The system and method generate a map that draws a planned route of the first aircraft and graphical indicia representing the determined effective turbulence level. The graphical indicia are drawn at locations along the vertical and horizontal axes of the map that correspond to the geographic location of the airflow report.

Description

TECHNICAL FIELD

[0001] Examples of the present disclosure generally relate to aircraft and airflow conditions, including turbulence, encountered by aircraft in the atmosphere. BACKGROUND

[0002] Turbulence significantly impacts the comfort of passengers on commercial aircraft and even causes some passengers to forego flying due to a fear associated with turbulence. Turbulence is an irregular motion of air caused by eddies and vertical air currents. The irregular air currents can be caused by air masses with slightly different temperatures, pressures, and densities moving at various speeds and directions in the atmosphere. The variations in air masses can be attributed to atmospheric pressure, jet streams, air around mountains, cold or warm weather fronts, thunderstorms, etc.

[0003] It would be preferable for aircraft to completely avoid turbulence, but it is difficult to predict clear air turbulence (e.g., turbulence in clear air conditions as opposed to turbulence associated with thunderstorm rain) along upcoming flight segments using available technology. For example, radar technology can not be able to detect the small differences in airflow movement that cause clear air turbulence. Because turbulence can occur with little warning, airlines typically recommend that all passengers of commercial aircraft remain seated and have their seatbelts fastened throughout the flight, except for temporary rest breaks.

[0004] To identify locations of clear air turbulence, the aviation industry has created a system in which pilots of aircraft communicate with each other to share locations where the aircraft encountered turbulence. By sharing the locations of detected turbulence, other aircraft are able to take preventative measures to avoid those locations and / or prepare for encountering turbulence. The existing system involves pilots radioing pilot reports (e.g., PIREPs) of clear air turbulence that they encountered on a route. A drawback of PIREPs is that PIREPs are subjective, unreliable, and qualitative. Additionally, PIREPs are of limited value because PIREPs only describe the location where turbulence was encountered. Known PIREPs are not generated by pilots to report areas of smooth (e.g., light wind) airflow. Finally, known PIREPs do not report the altitude where turbulence was encountered.

[0005] Further, the severity with which a particular aircraft experiences turbulent airflow depends on physical characteristics of the aircraft and motive characteristics of the aircraft in flight. The physical characteristics include the weight, size, and wing area of the aircraft. Generally, larger and heavier aircraft can be less affected by turbulent airflow in the environment than smaller and lighter aircraft. The motive characteristics include the speed of the aircraft in flight. Generally, aircraft traveling at higher speeds can be less affected by turbulent airflow in the environment than slower aircraft. For example, a first aircraft can experience a turbulent airflow that is classified as moderate. If a second aircraft that is larger and / or travels faster than the first aircraft traverses the same turbulent airflow, the second aircraft is less affected and can classify the turbulent airflow as light. Thus, known reports of turbulent airflow depend on the physical characteristics of the reporting aircraft and the motive characteristics of the reporting aircraft. The reported turbulent airflow information can be inaccurate and / or misleading to other aircraft, particularly where there are significant physical and / or speed differences between the aircraft reporting the turbulent airflow information and the aircraft receiving and analyzing the turbulent airflow information. SUMMARY

[0006] There is a need for systems and methods for automatically informing an operator of airflow conditions, such as turbulent airflow, experienced by a reporting aircraft in flight. There is a need for the reported airflow conditions to include locations of turbulent air and smooth air, and to indicate altitudes of the reported airflow conditions to provide enhanced situational awareness to the operator. There is a need for the turbulent airflow ratings reported in the reports to be independent of the aircraft (e.g., aircraft agnostic), which allows for reliable prediction of the impact of turbulent airflow on a particular aircraft during flight.

[0007] In view of these needs, some examples of the present disclosure provide a method for estimating an expected turbulent airflow encountered by a first aircraft during flight. The method includes obtaining, at a controller comprising one or more processors, airflow reports generated by a plurality of reporting aircrafts while the reporting aircrafts are in flight. Each airflow report includes a geographic location of a respective reporting aircraft that generated the airflow report, a reported turbulent airflow rating experienced by the respective reporting aircraft due to atmospheric airflow, and an identifying characteristic of the respective reporting aircraft. The method includes generating a normalized turbulent airflow value based on at least one of a size of the reporting aircraft and a weight of the reporting aircraft and the reported turbulent airflow rating in the airflow report. The method includes determining an effective turbulent airflow rating specific to the first aircraft based on the normalized turbulent airflow value and a first identifying characteristic of the first aircraft. The effective turbulent airflow rating predicts an impact of the atmospheric airflow on the first aircraft at the geographic location of the airflow report. The method includes generating, by the controller, a map plotting a planned route of the first aircraft and graphical indicia representing the determined effective turbulent airflow rating. The map is generated to plot the graphical indicia at a location along a vertical axis and a horizontal axis of the map corresponding to the geographic location of the airflow report.

[0008] Some examples of the present disclosure provide a turbulence notification system that includes a controller having one or more processors. The controller is configured to obtain, while a reporting aircraft is in flight, air flow reports generated by a plurality of reporting aircrafts. Each air flow report includes a geographic location of a respective reporting aircraft that generated the air flow report, a reported turbulence level experienced by the respective reporting aircraft due to an atmospheric air flow, and an identifying characteristic of the respective reporting aircraft. The controller is configured to generate a normalized turbulence value based on at least one of a size of the reporting aircraft and a weight of the reporting aircraft and the reported turbulence level in the air flow report. The controller is configured to determine, based on the normalized turbulence value and a first identifying characteristic of a first aircraft, an effective turbulence level specific to the first aircraft. The effective turbulence level predicts an impact of the atmospheric air flow at the geographic location of the air flow report on the first aircraft. The controller is configured to generate a map that plots a planned route of the first aircraft and a graphical indicia representing the determined effective turbulence level. The controller is configured to plot the graphical indicia at a location along a vertical axis and a horizontal axis of the map that corresponds to the geographic location of the air flow report. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 is a block diagram illustrating a turbulence notification system formed in accordance with embodiments herein.

[0010] Figure 2 is a block diagram illustrating a controller of a turbulence notification system receiving air flow reports and generating a profile map based on the air flow reports in accordance with embodiments.

[0011] Figure 3 is a top-down geographic map plotting a planned route of a first aircraft and graphical indicia representing air flow conditions in received air flow reports.

[0012] Figure 4 is a profile map plotting a first flight path and a second flight path of a first aircraft along a planned route shown in accordance with embodiments. Figure 3

[0013] Figure 5 is a portion of a graphical user interface including a text box in accordance with embodiments of the turbulence notification system.

[0014] Figure 6 is a flowchart of a method for predicting and managing turbulence of a planned flight in accordance with examples of the present disclosure.

[0015] Figure 7 is a normalization algorithm of a turbulence notification system receiving air flow reports and generating normalized turbulence values based on the air flow reports in accordance with embodiments.

[0016] Figure 8 ​A controller of a turbulence notification system according to an embodiment is shown receiving a normalized turbulence value and determining an effective turbulence rating based on the normalized turbulence value.

[0017] Figure 9 A controller of a turbulence notification system according to an embodiment is shown receiving an effective turbulence rating and generating one or more maps based on the effective turbulence rating and en route information.

[0018] Figure 10 is a flowchart of a method for estimating turbulence expected to be encountered by a first aircraft during a flight based on airflow reports from other aircraft according to examples of the present disclosure. DETAILED DESCRIPTION

[0019] The foregoing summary, as well as the following detailed description of certain examples, will be better understood when read in conjunction with the appended drawings. As used herein, an element or step recited in the singular and preceded by the word "a" or "an" should be understood as not necessarily excluding plural elements or steps, unless explicitly stated otherwise. Furthermore, recitation of "one example" is not intended to exclude additional examples that also satisfy the conditions recited unless explicitly stated otherwise. Moreover, examples "including" a particular condition or a particular step do not exclude additional conditions or steps that also satisfy the particular condition or step unless explicitly stated otherwise.

[0020] Embodiments of the present disclosure describe systems and methods that communicate and present information about airflow conditions experienced by aircraft in flight. The systems and methods can use information about airflow conditions (also referred to herein as turbulence information) to assist in flight management of a first aircraft. For example, the systems and methods can generate a profile map that describes a flight path of the first aircraft over a planned route, plotted in altitude over time, distance, or position. The profile map is generated to include at least some airflow conditions experienced by other aircraft by depicting graphical markers representing the airflow conditions on the profile map at locations that indicate the geographic position and altitude of the aircraft when the airflow conditions were monitored. The profile map can be displayed on a display device to assist an operator associated with the first aircraft, such as a flight planner and a pilot, in selecting an altitude and / or flight path for the first aircraft based at least in part on the turbulence. For example, the operator can view the profile map and select a flight path for the first aircraft that is expected to be smoother (e.g., less turbulence) than other altitudes and / or flight paths.

[0021] Presenting the airflow conditions (including smooth air and turbulent air) on profile maps showing different altitudes enhances the operator's awareness and assists the operator in reducing the turbulence experienced by the first aircraft on the planned route. For example, when determining a flight path for the first aircraft along the planned route, the operator can intentionally target altitudes and geographic locations identified as having smooth or relatively smooth airflow and can intentionally avoid or reduce exposure to altitudes and geographic locations identified as having moderate, severe, and extreme turbulence. As a result, passengers on the first aircraft can be more comfortable and relaxed during the flight than when the first aircraft cruises at different altitudes and / or along different flight paths.

[0022] Optionally, in addition to presenting the airflow conditions (e.g., turbulence information) to the operator for visual observation, the systems and methods described herein can automatically determine or select a flight path for the first aircraft to follow the planned route based on the airflow conditions. For example, the systems and methods can compare the airflow conditions in the vicinity of multiple candidate flight paths and can identify at least one flight path as a recommended flight path based on the at least one flight path having less turbulence (e.g., smoother airflow) than at least some other candidate flight paths. The systems and methods can present the recommended flight path to the operator associated with the first aircraft via a text box, a text message, etc. in a display device.

[0023] Figure 1 is a block diagram illustrating a turbulence notification system 100 formed in accordance with embodiments herein. The turbulence notification system 100 includes a controller 102 representing hardware circuitry including and / or connected to one or more processors 104 (e.g., one or more microprocessors, integrated circuits, microcontrollers, field-programmable gate arrays, etc.). The controller 102 includes and / or is connected to at least one tangible and non-transitory computer-readable storage medium, e.g., a memory device 106. For example, the one or more processors 104 are communicatively connected to the at least one memory device 106. The one or more processors 104 of the controller 102 can execute programming instructions (e.g., software) stored in the at least one memory device 106 to perform the operations of the controller 102 described herein. The programming instructions can instruct the one or more processors 104 how to control other components of the turbulence notification system 100. The programming instructions can provide one or more algorithms executed by the one or more processors 104 described herein. The memory device 106 can store additional information, such as a first database containing received airflow reports, a second database containing maps generated by the controller 102, etc.

[0024] The turbulence notification system 100 can include additional (e.g., auxiliary) components operably connected to the controller 102. For example, the auxiliary components can include a display device 108, one or more communication devices 110, and one or more input devices 114. The auxiliary components can be operably (e.g., communicatively) connected to the controller 102 via respective wired or wireless communication paths. The controller 102 can generate control signals that are transmitted along the communication paths to the auxiliary components to control operation of the auxiliary components. The controller 102 can receive information (e.g., data) from the auxiliary components via the communication paths. Figure 1 The turbulence notification system 100 shown in FIG. 1 is exemplary only and is non-limiting. For example, the turbulence notification system 100 can include at least one additional component not shown in FIG. 1 and / or can lack one or more of the auxiliary components shown in FIG. 1, such as the input device 114. Figure 1 The turbulence notification system 100 shown in FIG. 1 is exemplary only and is non-limiting. For example, the turbulence notification system 100 can include at least one additional component not shown in FIG. 1 and / or can lack one or more of the auxiliary components shown in FIG. 1, such as the input device 114. Figure 1 The turbulence notification system 100 shown in FIG. 1 is exemplary only and is non-limiting. For example, the turbulence notification system 100 can include at least one additional component not shown in FIG. 1 and / or can lack one or more of the auxiliary components shown in FIG. 1, such as the input device 114.

[0025] The display device 108 can be an electronic monitor, a television, a touchscreen, etc. The controller 102 can control the display device 108 to display information to an operator viewing a display screen of the display device 108. For example, the controller 102 can display one or more maps to the operator. The maps can enhance the operator’s situational awareness and assist the operator in selecting a flight path for the first aircraft to follow along a planned route. In an example, the display device 108 can be located on the first aircraft. In another example, the display device 108 can be located off the first aircraft, such as at a dispatch facility, an air traffic control facility, etc. In an example, the controller 102 can control the display device 108 to display a profile map that depicts at least one flight path of the first aircraft and graphical indicia representing the airflow conditions (e.g., turbulence states) reported in the airflow report. The profile map plots data along a vertical axis representing altitude and a horizontal axis representing time, position, or distance.

[0026] The one or more communication devices 110 represent hardware circuitry that can transmit electrical signals via wireless communication paths and / or wired conduction paths. The communication devices 110 can include transceiving circuitry (e.g., a transceiver or separate transmitter and receiver), one or more antennas, etc. for wireless communication. In an example, the communication devices 110 include an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver 112. The ADS-B receiver 112 can be used to communicate with other aircraft, satellites, and / or ground stations. The ADS-B receiver 112 can be located on the first aircraft. The ADS-B receiver 112 can include a surveillance technology that combines the first aircraft's positioning source, avionics, and ground infrastructure to establish an accurate surveillance interface between the first aircraft and air traffic control. The ADS-B receiver 112 can broadcast information about the first aircraft's GPS position, altitude, ground speed, and / or other data to ground stations and other aircraft. As described herein, the output information can also include wind reports. The ADS-B receiver 112 can also receive information from external sources, such as weather and traffic location information. In an example, the ADS-B receiver 112 can receive wind reports generated by other aircraft. The ADS-B receiver 112 can broadcast the output information periodically, such as once per second. The ADS-B receiver 112 can receive the input information periodically. For example, the ADS-B receiver 112 can continuously listen for input messages.

[0027] The one or more input devices 114 can allow an operator to interact with the turbulence notification system 100. The operator can use the input devices 114 to submit user input commands that provide instructions to the controller 102 regarding desired tasks. For example, one instruction can be to select a candidate flight path from a plurality of different flight paths for the first aircraft to plan a flight implementation. Another instruction can be to modify information on a graphical user interface displayed by the display device 108. For example, the operator can manipulate the input devices 114 to switch between different maps, select a drop-down menu, etc. The operator manipulates the input devices 114 (e.g., by typing a message, pressing a designated button, providing a voice command, etc.) to generate user input commands that are then transmitted by the input devices 114 to the controller 102. The one or more input devices 114 can include physical buttons, a keyboard, virtual buttons on a touchscreen, a graphical user interface (GUI), a mouse, a microphone, etc. In an example, the display device 108 and the input devices 114 can be integrated as a touchscreen interface.

[0028] The components of the turbulence notification system 100 can be integrated into a computer device and thus at a common location. The computer device can be a laptop computer, a tablet computer, a smartphone, a workstation, etc. In one example, the components of the turbulence notification system 100 are installed on a first aircraft. In another example, at least some of the components of the turbulence notification system 100 can be located remotely from each other and communicatively connected to each other (e.g., via a network connection). For example, one or more components of the controller 102 can be located in a server or other remote device separate from a computer device that contains other components of the turbulence notification system 100.

[0029] In implementations, the controller 102 receives a plurality of aircraft, while in flight, generate air flow reports. Each air flow report includes a geographic location of a respective aircraft of the plurality of aircraft that generated the air flow report, an altitude of the respective aircraft, and an air flow condition experienced by the respective aircraft and caused by atmospheric air flow. The air flow report can include additional information, such as a speed of the respective aircraft, an identifier of the respective aircraft, and / or a size and / or weight of the respective aircraft. The speed of the aircraft refers to a current speed at which the aircraft is flying in the air at the time the information is collected for generating the air flow report. The speed can be the airspeed at which air moves over the wings in flight, or in other words, the relative speed between the aircraft and the air mass. The air flow reports can be automatically generated and transmitted by the aircraft periodically. The controller 102 analyzes the information in the air flow reports and generates a profile map based on the information from the air flow reports. For example, the profile map plots at least a first flight path of the first aircraft on a planned route of the first aircraft and graphical indicia representing the air flow conditions included in at least some of the air flow reports. The profile map can have a vertical axis representing altitude and a horizontal axis representing one of time, position, or distance corresponding to the first aircraft’s progress along the planned route. The controller 102 can display the generated profile map on the display device 108 for observation by an operator associated with the first aircraft. The operator can be a pilot of the first aircraft, a navigator or co-pilot of the first aircraft, a flight planner, a dispatcher, an air traffic controller, etc.

[0030] Figure 2 The controller 102 of the turbulence notification system 100 is shown receiving air flow reports 200 and generating a profile map 202 based on the air flow reports 200, according to an implementation. The controller 102 can control the display device 108 to display the profile map 202 on a display screen 204 of the display device 108.

[0031] The wind reports 200 can be generated by other aircraft while the other aircraft are in flight. Each wind report 200 provides status information about the quality of wind experienced by the aircraft, such as an indication of the degree of smooth or turbulent air in the atmosphere through which the aircraft is flying. The wind reports 200 can be wirelessly received by the communication device 110 of the turbulence notification system 100 and communicated to the controller 100 for analysis. The communication device 110 that receives the wind reports 200 can be the ADS-B receiver 112. The wind reports 200 can be automatically generated and communicated by the aircraft periodically. Thus, the communication device 110 can automatically receive the wind reports 200 periodically as the aircraft generate additional wind reports 200.

[0032] In an example, each wind report 200 can include a geographic location of the respective aircraft that generated the wind report 200, an altitude of the respective aircraft, and a wind condition experienced by the respective aircraft. The geographic location can include coordinates in a coordinate plane. In an example, the geographic location includes longitude and latitude coordinates. The geographic location can be determined by a global positioning system (GPS) receiver or the like on the respective aircraft. The altitude of the respective aircraft refers to the current distance (e.g., height) of the aircraft relative to sea level or ground level. The altitude can be measured by a sensor on the aircraft, such as an altimeter. The wind condition is caused by the atmospheric wind encountered by the aircraft. The wind condition refers to the degree of turbulence, but the wind condition can indicate that the surrounding wind is smooth or laminar (e.g., generally free of turbulence). For example, the wind reports 200 can automatically report the quality of wind encountered periodically, whether the quality is smooth or turbulent. Thus, both areas of smooth air and areas of turbulence are reported. When selecting a flight path for the first aircraft to follow, an operator associated with the first aircraft is able to target areas of smooth air. Conventional PIREPs do not identify smooth air, but rather only report turbulence. In addition, the turbulence reported in conventional PIREPs is subjectively classified by the pilot, which has limited reliability.

[0033] The airflow condition in the airflow report 200 can describe a level of a force event experienced by the respective aircraft that generated the airflow report 200. A force event can refer to a force exerted by an airflow in the atmosphere on the aircraft, such as on a wing of the aircraft. The level of the force event provided in the airflow report 200 can be one of a plurality of different turbulence levels in increasing order of severity. The different turbulence levels include at least a first level indicating smooth airflow (e.g., no turbulence) and a second level indicating turbulent airflow. There can be more than two different turbulence levels. For example, the turbulence levels can include, in increasing order of severity, “smooth” (or chop), “light,” “moderate,” “severe,” and “extreme.” The aircraft that generated the airflow report 200 can select the level of the force event based on a measured magnitude of the force related to the force event, acceleration, etc. The airflow report 200 and the force event can be similar to the report and force event described in U.S. Patent Application No. 17 / 654,844, filed March 15, 2022, entitled “Monitoring Aircraft Turbulence Using Data From An Automatic Dependent Surveillance Broadcast (ADS-B) Receiver” (U.S. Publication 2023 / 0298476), which is incorporated by reference herein. The airflow report 200 can include a time at which the airflow report 200 was generated. Information in the airflow report 200 loses relevance over time. The controller 102 can use the time of the airflow report 200 by giving more weight to information of newer (e.g., more recent) airflow reports 200 compared to older airflow reports 200.

[0034] Optionally, the airflow report 200 can identify a flight phase or mode of the aircraft that generated the airflow report 200. For example, the flight phase can be “takeoff,” “maneuver,” “landing,” “cruise,” etc. In an example, the controller 102 can analyze only force events encountered by aircraft that are in a cruise mode. For example, the controller 102 can filter out and ignore airflow reports 200 generated while the respective aircraft is taking off, landing, and maneuvering (e.g., turning). Force events during takeoff, maneuvering, and landing can be caused by the aircraft accelerating rather than by an atmospheric airflow, so those force events are not reliable indicators of smooth or turbulent airflow.

[0035] The controller 102 generates a profile map 202 based on the information in the received air flow reports 200. The profile map 202 has a vertical axis 206 representing elevation and a horizontal axis 208 representing time, distance, or position. The profile map 202 plots at least a first flight path 210 of the first aircraft over a planned route of the first aircraft. The first flight path 210 shows the elevation of the first aircraft over time, distance, or position along the planned route from a starting location (e.g., a departure location) to a destination location (e.g., a destination location). Time indicates time during the flight. Distance indicates distance traveled by the first aircraft during the flight. Position indicates a geographic position traveled through by the first aircraft during the flight. A first portion of the first flight path 210 has a positive slope indicating that the first aircraft is climbing and gaining elevation during takeoff. A second portion of the first flight path 210 is generally flat indicating that the first aircraft is at a cruising altitude. A third portion of the first flight path 210 has a negative slope indicating that the first aircraft is descending to land at the destination. The profile map 202 is a side profile map showing the planned flight of the first aircraft from a side profile view.

[0036] The controller 102 generates the profile map 202 to also plot graphical markers 212 representing air flow conditions of at least some of the air flow reports 200. The graphical markers 212 are plotted on the profile map 202 at locations corresponding to the time, distance, or position of the first flight path 210. The graphical markers 212 are plotted on the profile map 202 at locations corresponding to the time, distance, or position of the first flight path 210. The graphical markers 212 are plotted on the profile map 202 at locations corresponding to the time, distance, or position of the first flight path 210. Figure 2, but may have different shapes in other example implementations of sectional map 202. Each graphical marker 212 on sectional map 202 indicates the airflow conditions of a different one of airflow reports 200. Controller 102 determines the position of graphical markers 212 on sectional map 202 based on the geographic location and altitude reported in the airflow reports. For a first graphical marker 212 corresponding to a first airflow report 200, controller 102 determines the position of first graphical marker 212 along vertical axis 206 based on the altitude included in first airflow report 200. For example, if the altitude of the aircraft at which first airflow report 200 was generated was 35,000 feet (ft), first graphical marker 212 is plotted at a position along vertical axis 206 representing 35,000 ft. Controller 102 determines the position of first graphical marker 212 along horizontal axis 208 based on the geographic location included in first airflow report 200. For example, controller 102 may determine (e.g., calculate) the time, location, or distance of the intersection. The time, location, or distance of the intersection point refers to the time, location, or distance along the planned flight of the first aircraft when the first aircraft will pass through or approach the longitude and latitude coordinates of the aircraft generating the first airflow report 200 (at the time the first airflow report 200 is generated). The controller 102 then draws a first graphical marker 212 at a location along the horizontal axis 208 representing the calculated time, location, or distance of the intersection point. Thus, the controller 102 can draw the graphical marker 212 such that each x-coordinate in the two-dimensional profile map 202 is based on the geographic location of the corresponding airflow report 200, and each y-coordinate is based on the altitude of the corresponding airflow report 200.

[0037] Although not in Figure 2As shown in FIG. 2, the controller 102 can generate the profile map 202 such that at least some of the graphical indicia 212 have different visual characteristics. The controller 102 can differentiate the visual characteristics of the graphical indicia 212 based on the airflow conditions of the airflow reports 200. For example, the controller 102 can visually differentiate some of the graphical indicia 212 based on the airflow reports 200 having different turbulence levels of airflow conditions. The controller 102 can generate the profile map 202 such that the graphical indicia 212 representing airflow reports 200 indicating a level of smooth, light turbulence, and / or slight turbulence appear different from the graphical indicia 212 representing airflow reports 200 indicating a level of moderate, severe, and / or extreme turbulence. In an example, the controller 102 can use different colors for the graphical indicia 212 representing different turbulence levels. For example, graphical indicia 212 representing smooth (or light turbulence) can be displayed as green on the profile map 202, graphical indicia 212 representing slight turbulence can be displayed as light yellow, graphical indicia 212 representing moderate turbulence can be displayed as dark yellow, graphical indicia 212 representing severe turbulence can be displayed as orange, and graphical indicia 212 representing extreme turbulence can be displayed as red. The profile map 202 can include a key explaining the meaning of the different colors of the graphical indicia 212. In another example, the graphical indicia 212 representing different airflow conditions (e.g., turbulence levels) can be identified by having different shapes, different fill textures (e.g., crosshatching, dots, etc.), different sizes, etc.

[0038] After generating the profile map 202, the controller 102 controls the display device 108 to display the profile map 202 on the display screen 204. The display device 108 can render the profile map 202 and scale the profile map 202 to an appropriate size for display on the display screen 204. The profile map 202 is displayed for viewing by an operator associated with the first aircraft. The operator viewing the display screen 204 can be a pilot, a co-pilot, a navigator, or other crew member on the first aircraft. In another example, the operator can be a flight planner, a dispatcher, an air traffic controller, etc. outside of the first aircraft. The operator outside of the first aircraft can be associated with the first aircraft by planning a flight of the first aircraft and / or selecting one or more routes or paths for the aircraft during the planned flight. The turbulence notification system 100 displays the profile map 202 to provide an intuitive visualization of the automated airflow reports 200 relative to the altitude of the first aircraft along the planned first flight path 210. The profile map 202 is generated to assist the pilot and / or the flight planner in selecting a flight path or altitude for the first aircraft that is smoother (e.g., less turbulence) than other flight paths or altitudes.

[0039] The controller 102 can periodically update the profile map 202 based on receiving additional air flow reports 200 after generating the profile map 202. The controller 102 can update the profile map 202 over time to maintain the relevance of the information displayed.

[0040] In an example, the controller 102 can generate the profile map 202 to show (sequentially or simultaneously) a plurality of different flight paths, which enables a pilot or flight planner to compare potential turbulence that the first aircraft can encounter in a planned flight. For example, the first flight path 210 can be a first candidate flight path, and the controller 102 can plot at least a second candidate flight path on the profile map 202. In an example, a plurality of candidate flight paths can be displayed simultaneously on the profile map 202. In another example, the candidate flight paths can be displayed sequentially on the profile map 202. For example, after viewing the first candidate flight path 210 as shown in FIG. 2B, the operator can use the input device 114 to input a user input command to switch to viewing a second candidate flight path. Thus, only the first candidate flight path 210 is shown on the profile map 202 during a first time period, and only the second candidate flight path is shown on the profile map 202 during a second time period. The operator can switch between different candidate flight paths and then select one of the candidate flight paths for the first aircraft to follow during the planned flight. Figure 2

[0041] Figure 3 is a top-down geographical map 300 plotting a planned route 302 of the first aircraft and graphical markers 304 representing air flow conditions in the received air flow reports 200. Figure 4 is a profile map 400 plotting a first flight path 402 and a second flight path 404 of the first aircraft along the planned route 302 as shown in FIG. 2B, according to an embodiment. The profile map 400 also plots graphical markers 406 representing air flow conditions in at least a subset of the received air flow reports 200. The profile map 400 can be the same as or similar to the profile map 202 shown in FIG. 2B. Figure 3 Figure 2

[0042] The controller 102 can generate both the top-down geographical map 300 (referred to herein as a geographical map) and the profile map 400. The controller 102 can control the display device 108 to display both maps 300, 400 to enhance the operator’s situational awareness and / or to allow the operator to modify the planned flight path along the planned route 302 to reduce the amount and / or intensity of turbulence encountered in the flight. The display device 108 can display both maps 300, 400 simultaneously on the display screen 204. Alternatively, the operator can use the input device 114 to switch between viewing the geographical map 300 and the profile map 400.​​​

[0043] Geographical map 300 has a different perspective than profile map 400. For example, geographical map 300 has a top-down (e.g., bird’s eye) perspective. Geographical map 300 shows a number of geographical jurisdictions, such as states, delineated by borders and bodies of water. Data points on geographical map 300 are plotted to represent geographical coordinates, such as longitude and latitude. As described above with reference to profile map 202 in FIG. 2, profile map 400 has a side profile perspective, as if looking at the flight of the first aircraft from the ground at a distance from the first aircraft. Profile map 400 shows elevations that are not shown on geographical map 300. The view shown by profile map 400 can be perpendicular to the view shown by geographical map 300. Graphical markers 304 in geographical map 300 can be similar to graphical markers 406 in profile map 400, as both markers 304, 406 are plotted based on information in received air flow reports 200. In the illustrated implementation, graphical markers 304, 406 are all shown as points (e.g., small circles), but in other implementations at least some of graphical markers 304 and / or graphical markers 406 can have different shapes. Figure 2

[0044] The position of graphical markers 304 on geographical map 300 is based only on the geographical position of the aircraft that generated air flow reports 200 (e.g., not generated based on the altitude of the aircraft). For example, each graphical marker 304 can be plotted at a coordinate position that corresponds to the longitude and latitude coordinates of the aircraft at the time air flow reports 200 were generated. In contrast, the position of graphical markers 406 on profile map 400 is based on both the geographical position of the aircraft and the altitude of the aircraft. For example, controller 102 uses the altitude to determine the position of each graphical marker 406 along vertical axis 408, which represents altitude. Controller 102 uses the geographical position to determine the position of graphical marker 406 along horizontal axis 410, which represents time, position, or distance along the planned flight of the first aircraft.

[0045] Geographical map 300 shows a planned route 302 of the first aircraft from a start location 306 (e.g., a departure location) to an arrival location 308 (e.g., a destination location). Geographical map 300 can be generated to show a number of graphical markers 304 representing air flow reports 200 that correspond to geographical positions within the field of view depicted in geographical map 300. For example, graphical markers 304 can be plotted on geographical map 300 at coordinate positions that correspond to the longitude and latitude coordinates of the first aircraft at the time air flow reports 200 were generated. In the illustrated implementation, graphical markers 304 are plotted as points (e.g., small circles), but in other implementations at least some of graphical markers 304 can have different shapes. Figure 3 ​The field of view of the geographic map 300 in FIG. 3 shows several states of the United States, and the controller 102 can render a graphical indicium 304 that represents the wind conditions of all wind reports 200 generated by aircraft flying over the several states shown in the field of view. The wind reports 200 generated by aircraft traveling near the planned route 302 can be relevant to the operator associated with the first aircraft. In the example shown, the planned route 302 travels through Ohio and Pennsylvania, among other states. The planned route 302 does not extend through North Carolina, so wind reports 200 generated in North Carolina can not be relevant to the operator / first aircraft.

[0046] Optionally, the controller 102 can generate an aircraft icon for display on one or both of the maps 300, 400. The aircraft icon can represent the location of the first aircraft as the first aircraft travels along the planned route 302 on the flight path (e.g., the flight path 402). The controller 102 can position the aircraft icon on the maps 300, 400 based on the current location of the first aircraft relative to the ground. The controller 102 can periodically update the location of the aircraft icon on the maps 300, 400 to reflect the movement of the first aircraft over time.

[0047] In implementations, the controller 102 can filter the received wind reports 200 based on the proximity of the geographic locations provided in the wind reports 200 to the planned route 302. For example, the controller 102 can determine a relevance footprint that includes the planned route 302 and a surrounding area within a specified proximity to the planned route 302. For example, the relevance footprint can be determined by extending a distance of the specified proximity in each direction from each point along the planned route 302. The specified proximity can be 1 mile, 2 miles, etc. In an example, the controller 102 can filter the wind reports 200 for use in generating the graphical indicia 406 depicted on the profile map 400 by using only a subset of the wind reports 200 that have geographic locations within the relevance footprint. Conversely, the controller 102 can not generate graphical indicia 406 for wind reports 200 that are outside of the relevance footprint. In effect, Figure 4 The graphical indicia 406 shown in FIG. 4 represent wind reports 200 that are within the specified proximity of the planned route 302 and, thus, are most relevant to the first aircraft. Wind reports 200 generated by aircraft far from the first aircraft are not represented on the profile map 400. Figure 4 The wind conditions represented by the graphical indicia 406 in FIG. 4 are conditions that the first aircraft can encounter while flying along the planned route 302. Wind conditions far from the first aircraft are not rendered on the profile map 400.

[0048] In an example, the controller 102 can generate the profile map 400 to differentiate the graphical markers 406 of the different air flow reports 200 based on a turbulence level of the air flow conditions reported in the air flow reports 200. The first visual characteristic can be a color, an intensity (e.g., brightness), a shape, a surface texture (e.g., hatching), etc. In an example, the first visual characteristic is a color. For example, the graphical markers 406 representing smooth air flow reports are depicted with a different color than the graphical markers 406 representing turbulent air flow reports. This information assists an operator (e.g., a pilot or other flight planner) in determining which flight path to take on the planned route 302 during the flight. For example, the operator can select one flight path that has more smooth air flow regions and / or fewer turbulent air flow regions than another candidate flight path in an attempt to reduce turbulence encountered by the first aircraft during the flight.

[0049] In an example, in addition to differentiating the first visual characteristic, the controller 102 can generate the profile map 400 to differentiate a second visual characteristic of the graphical markers of the different air flow reports 200. The controller 102 can differentiate the second visual characteristic of the graphical markers based on a recency level of the air flow reports 200. The recency level is an indicator of how recent the air flow reports 200 were generated by the respective aircraft that generated the air flow reports 200. The recency level is used to show a degree of current or up-to-date information included in the air flow reports 200. A newer (e.g., updated) air flow report 200 is more relevant than an older air flow report 200 because air flow conditions in the atmosphere change over time. For example, a smooth air flow condition reported for a first region can not be accurate or reliable after a certain length of time, such as a half hour or an hour. The controller 102 can differentiate the second visual characteristic of the graphical markers by grouping the air flow reports 200 into a plurality of different temporal categories based on a time at which the air flow reports 200 were generated. For example, the controller 102 can differentiate the graphical markers 406 representing newer air flow reports 200 from the graphical markers 406 representing older and thus less relevant (e.g., less accurate and reliable) air flow reports 200. In an example, the controller 102 can depict the graphical markers 406 representing the updated (e.g., younger) category of reports 200 with a greater intensity (e.g., brightness) than the graphical markers 406 representing the older category of reports 200. The controller 102 can optionally display more than two degrees of recency, such as by displaying three or more levels of fading based on three or more corresponding time periods of the air flow reports 200.

[0050] In the illustrated example, the controller 102 can generate the profile map 400 to show a plurality of candidate flight paths for the operator to visually compare. Each candidate flight path can represent a first aircraft flying along the planned route 302 during the flight. The controller 102 can generate the profile map 400 to show the candidate flight paths as a plurality of different flight paths 402. Each flight path 402 can represent a different candidate flight path for the first aircraft to take along the planned route 302 during the flight. The controller 102 can generate the profile map 400 to show the candidate flight paths 402 as a plurality of different flight paths 402 that are visually distinguishable from each other. For example, the controller 102 can generate the profile map 400 to show the candidate flight paths 402 as a plurality of different flight paths 402 that are visually distinguishable from each other based on a first visual characteristic of the graphical markers 406 of the air flow reports 200. The first visual characteristic can be a color, an intensity (e.g., brightness), a shape, a surface texture (e.g., hatching), etc. In an example, the first visual characteristic is a color. For example, the graphical markers 406 representing smooth air flow reports are depicted with a different color than the graphical markers 406 representing turbulent air flow reports. This information assists an operator (e.g., a pilot or other flight planner) in determining which flight path to take on the planned route 302 during the flight. For example, the operator can select one flight path that has more smooth air flow regions and / or fewer turbulent air flow regions than another candidate flight path in an attempt to reduce turbulence encountered by the first aircraft during the flight. Figure 3The candidate flight paths can have different altitudes from one another over one or more portions of the flight. Figure 4 The profile map 400 in FIG. 4 illustrates two candidate flight paths 402, 404. The second flight path 404 has a higher cruise altitude than the first flight path 402. For example, the cruise altitude of the second flight path 404 can be approximately 40,000 feet, and the cruise altitude of the first flight path 402 can be approximately 35,000 feet.

[0051] The controller 102 can enable an operator to select one of the different candidate flight paths that the first aircraft implements during flight along the planned route 302. The operator can select a flight path, such as the first flight path 402 or the second flight path 404, based at least in part on consideration of the airflow conditions represented by the graphical markers 406. In an example, the first flight path 402 can pass through more graphical markers 406 representing turbulent airflow than the second flight path 404. Accordingly, the operator can select for the first aircraft to follow the second flight path 404 instead of the first flight path 402 in an attempt to reduce or limit turbulence encountered in flight. The controller 102 simultaneously depicts both flight paths 402, 404 on the profile map 400 in FIG. 4. Alternatively, the controller 102 plots the flight paths 402, 404 in sequence. For example, during a first time period, the profile map 400 can display the first flight path 402 but not the second flight path 404, and during a second time period, the profile map 400 can display the second flight path 404 but not the first flight path 402. Figure 4

[0052] Optionally, the controller 102 can allow the operator to modify a flight path and / or generate a new flight path based on information displayed in the profile map 400. For example, the operator can view the first flight path 402 and the graphical markers 406 on the profile map 400. Based on the locations and visual characteristics of the graphical markers 406 indicating reported airflow conditions, the operator can use the input device 114 to generate a new flight path that is predicted to encounter less turbulence than the first flight path 402. For example, the new flight path can be Figure 4 the second flight path 404 illustrated in FIG. 4.

[0053] ​In implementations, the controller 102 can automatically compare a plurality of different candidate flight paths and generate a flight path recommendation for an operator associated with the first aircraft. For example, the controller 102 can determine respective turbulence scores for a plurality of different candidate flight paths based on the air flow conditions of the air flow reports 200 proximate to the respective flight paths. The controller 102 can calculate a first turbulence score for the first flight path 402 on the planned route 302 based on the air flow conditions proximate to the first subset of graphical markers 406 of the first flight path 402. The controller 102 can calculate a second turbulence score for the second flight path 404 on the planned route 302 based on the air flow conditions proximate to the second subset of graphical markers 406 of the second flight path 404.

[0054] The turbulence scores can be calculated by assigning different quantitative values to different air flow conditions reported in the air flow reports 200 proximate to respective flight paths. The different air flow conditions can be different turbulence levels. For example, a value of 0 can be assigned to graphical markers 406 representing reported smooth air flow; a value of 1 can be assigned to graphical markers 406 representing reported light turbulence; a value of 2 can be assigned to graphical markers 406 representing moderate turbulence; a value of 4 can be assigned to graphical markers 406 representing severe turbulence; and a value of 6 can be assigned to graphical markers 406 representing extreme turbulence. The controller 102 can determine a turbulence score for the first flight path 402 by adding the values of the graphical markers 406 traversed (within a specified boundary threshold) by the first flight path 402. The controller 102 can determine a turbulence score for the second flight path 404 by adding the values of the graphical markers 406 traversed (within a specified boundary threshold) by the second flight path 404. The controller 102 can also determine turbulence scores for other candidate flight paths.

[0055] The controller 102 can select at least one flight path as a recommended flight path for the first aircraft based on a comparison of the turbulence scores. In an example, the controller 102 selects the flight path having the lowest turbulence score as the recommended flight path. Referring to Figure 4 , in response to the second flight path 404 having a lower turbulence score than the first flight path 402, the controller 102 can select the second flight path 404 as the recommended flight path. The controller 102 can then generate a flight path recommendation for display on the display device 108. The flight path recommendation indicates the recommended flight path. The flight path recommendation can be a text-based message and / or a visual indication that preferentially highlights the second flight path 404. The controller 102 can use the display device 108 to display the flight path recommendation. Alternatively, the controller 102 can control the communication device 110 to wirelessly transmit the flight path recommendation to a remote receiving device.

[0056] Figure 5A portion of a graphical user interface 500 including a text box 504 is shown in accordance with an embodiment of the turbulence notification system 100. The controller 102 can generate the graphical user interface 500 for display by the display device 108. In an example, the controller 102 can display the graphical user interface 500 in addition to displaying the geographic map 300 shown in Figure 3 and / or the cross-sectional map 400 shown in Figure 4 The text box 504 is generated to provide information about at least a first wind report of the wind reports 200. The first wind report described in the text box 504 can be more proximate to the current location and current altitude of the first aircraft than other wind reports of the wind reports 200. As the first aircraft travels along the planned route 302 during flight, the controller 102 can compare the current geographic location of the first aircraft and the current altitude of the first aircraft to the information of the received wind reports 200 to identify one or more wind reports that are closest to the first aircraft at a given time.

[0057] After identifying the first wind report, the controller 102 can generate the text box 504 that provides the wind conditions of the first wind report and can display the text box 504 on the display device 108 to increase the situational awareness of the operator associated with the first aircraft. Figure 5 The text box 504 in

[0058] Figure 6 is a flowchart of a method for predicting and managing turbulence for scheduled flights in accordance with examples of the present disclosure. The method can be performed in whole or in part by the controller 102 of the turbulence notification system 100. Optionally, the method can include more steps than shown in Figure 6 , fewer steps than shown in Figure 6 , and / or different steps than shown in Figure 6 .

[0059] At step 602, the controller 102 receives air flow reports 200. The air flow reports 200 are generated by a plurality of aircraft in flight. Each air flow report 200 can include a geographic location of a respective aircraft of the plurality of aircraft that generated the air flow report 200, an altitude of the respective aircraft, and an air flow condition experienced by the respective aircraft and caused by atmospheric air flow. The air flow condition can describe a level of a force event experienced by the respective aircraft that generated the air flow report 200. The level can be one of a plurality of different turbulence levels (e.g., smooth or light turbulence, light, moderate, severe, and extreme) in increasing order of severity. In an example, the air flow reports 200 can be received periodically as additional air flow reports 200 are generated. The controller 102 can receive the air flow reports 200 from an automatic dependent surveillance broadcast (ADS-B) receiver 112 installed on the first aircraft. The ADS-B receiver 112 can receive the air flow reports 200 wirelessly.

[0060] At step 604, the controller 102 filters the air flow reports 200 based on a proximity of the geographic locations provided in the air flow reports 200 to the planned route 302 of the first aircraft.

[0061] At step 606, the controller 102 generates a profile map 202, 400 that plots at least the first flight path 210, 402 of the first aircraft and graphical markers 212, 406 on the planned route 302 of the first aircraft. The graphical markers 212, 406 can represent the air flow conditions in only a subset of the air flow reports 200. The subset includes only the air flow reports 200 that have a geographic location within a threshold proximity of the planned route 302. The profile map 202, 400 has a vertical axis 206, 408 representing altitude and a horizontal axis 208, 410 representing one of time, location, or distance. The controller 102 can generate the profile map 202, 400 by positioning the graphical markers 212, 406 on the profile map 202, 400 at locations corresponding to the geographic locations and altitudes in the filtered subset of the air flow reports 200 along the vertical axis 206, 408 and the horizontal axis 208, 410. The controller 102 can generate the profile map 202, 400 to distinguish the graphical markers 212, 406 for different air flow reports based on a turbulence level of the air flow condition. In an example, the controller 102 can also distinguish the graphical markers 212, 406 for different air flow reports based on a time-to-live level of the air flow report. In one example, the first visual feature is color and the second visual feature is intensity.

[0062] At step 608, the controller 102 controls the display device 108 to display the profile map 202, 400 for observation by an operator associated with the first aircraft. The operator can be a pilot, a flight planner, or the like.

[0063] Optionally, the method may include generating the profile map 202, 400 to include at least the second flight path 404 of the first aircraft plotted on the planned route 302. Optionally, the profile map 202, 400 may simultaneously display the first flight path 402 and the second flight path 404. Alternatively, the profile map 202, 400 may display the first flight path 402 but not the second flight path 404 during a first time period, and may display the second flight path 404 but not the first flight path 402 during a second time period.

[0064] Optionally, the method may include identifying at least a first airflow report in airflow reports 200 that is closer to the current position and current altitude of the first aircraft than other airflow reports in airflow reports 200. Controller 102 may generate text box 504 that provides airflow conditions for at least the first airflow report. Controller 102 may display text box 504 on display device 108.

[0065] In an example, the method may provide a flight path recommendation to assist an operator in selecting a flight path for a first aircraft to follow along a planned route 302. For example, the controller 102 may determine a first turbulence score for a first flight path 210, 402 of the first aircraft along the planned route 302 based on airflow conditions of a first subset of graphical indicia 212, 406 adjacent to the first flight path 210, 402. The controller 102 may determine a second turbulence score for a second flight path 404 of the first aircraft along the planned route 302 based on airflow conditions of a second subset of graphical indicia 212, 406 adjacent to the second flight path 404. The second flight path 404 has a different altitude than the first flight path 210, 402. The controller 102 may select the first flight path 210, 402, the second flight path 402, or another flight path as a recommended flight path for the first aircraft based on a comparison of the turbulence scores. The controller 102 may generate a flight path recommendation for display on the display device 108. The flight path recommendation indicates a recommended flight path.

[0066] In one or more embodiments, the turbulence notification system 100 can standardize the airflow reports to make the reported turbulence levels independent of the aircraft (e.g., agnostic to the aircraft). For example, the airflow conditions (e.g., turbulence levels) provided in the airflow reports inherently depend on the aircraft. A first aircraft can determine the airflow conditions by measuring the effects of the atmospheric airflow on the first aircraft. For example, the first aircraft can determine the force of the airflow exerted on the wings, the vertical acceleration of the aircraft caused by the airflow, and the like. These measured parameters inherently depend on the mass (e.g., weight) and size of the aircraft. The controller 102 can receive the airflow reports and standardize the reported airflow conditions to standardize the information to be universally applicable to all aircraft. By standardizing the airflow conditions, the controller 102 can then modify the standardized data for a particular aircraft. For example, the controller 102 can predict the effective turbulence levels that the first aircraft can experience in flight. The effective turbulence levels refer to the expected or predicted effects that the atmospheric airflow has on the first aircraft, as opposed to the actual effects that the airflow has on the reporting aircraft that generated the airflow report.

[0067] The technical effect of the turbulence notification system 100 that standardizes the airflow conditions is that the effective turbulence levels generated and displayed to the operator can provide more relevant and accurate information compared to simply plotting the airflow conditions (e.g., turbulence levels) as reported by various reporting aircraft. By standardizing the turbulence levels provided in the airflow reports, the controller 102 can tailor the information specifically for the first aircraft, which provides helpful information to the operator to predict how the first aircraft will experience the airflow conditions experienced by different reporting aircraft when the first aircraft travels in flight.

[0068] Figure 7 A standardization algorithm 702 of the turbulence notification system 100 according to an embodiment is shown that receives the airflow reports 200 and generates standardized turbulence values 704 based on the airflow reports 200. In an example, the standardization algorithm 702 can be a component of the controller 102. For example, the standardization algorithm 702 can be stored in the memory device 106 (shown in Figure 1 In another example, the standardization algorithm 702 is a separate and discrete component from the controller 102. The controller 102 can input the airflow reports 200 or data obtained from the airflow reports 200 into the standardization algorithm 702.

[0069] The standardization algorithm 702 can be a statistical formula that scales the data set from the air flow reports 200 for all values of data that fall within a standard range. In a first example, the standard range can be from 0 to 1 (inclusive or exclusive of the endpoints). In a second example, the standard range can be from -1 to +1. Even if the values of the relevant parameters to be scaled vary significantly in the input data set (e.g., the air flow reports 200), the standardization algorithm 702 outputs standardized values that represent the input data set, all of which are within the standard range.

[0070] Each air flow report 200 includes an air flow condition, which is also referred to herein as a reported turbulence level. The reported turbulence level indicates a level or severity of turbulence experienced by the respective aircraft that generated the air flow report 200. For example, the reported turbulence level can include smooth, light, moderate, severe, and / or extreme. The reported turbulence level can be input into the standardization algorithm 702. In an example, another parameter from the air flow reports 200 that is input into the standardization algorithm 702 (e.g., by the controller 102) is information about the aircraft that generated each respective air flow report 200. The standardization algorithm 702 can scale the reported turbulence level experienced by the reporting aircraft based in part on the physical characteristics and / or power characteristics of the reporting aircraft to generate a standardized turbulence value.

[0071] The information about the reporting aircraft input to the normalization algorithm 702 can include a size of the reporting aircraft, a weight of the reporting aircraft, a speed of the reporting aircraft, and / or an identifying characteristic of the reporting aircraft. The size can represent a total length of the aircraft from nose to tail, a width or wingspan from wingtip to wingtip, a total covered area of the aircraft region, a wing area of at least one of the aircraft's wings, etc. The weight of the reporting aircraft can represent a weight of the reporting aircraft in an empty state without passengers and / or cargo and / or a weight including passengers and / or cargo in a loaded state. Information about the size and / or weight of the respective aircraft generating the airflow report 200 can be included in the airflow report 200. The speed of the aircraft can also be included in the airflow report 200. The size and / or weight can be examples of the identifying characteristic of the respective reporting aircraft included in the airflow report 200. Optionally, some or all of the airflow reports 200 can provide the identifying characteristic of the respective reporting aircraft that does not include the size and / or weight. For example, the airflow report 200 can provide a unique identifier of the respective reporting aircraft and / or a type of the respective reporting aircraft. The unique identifier can be an alphanumeric sequence that is unique to the respective reporting aircraft relative to all other aircraft that will be in the same jurisdiction. The type can indicate a make and model of the aircraft, a year of manufacture of the aircraft, etc. If the airflow report 200 lacks information about the size and / or weight of the aircraft, the controller 102 can use the unique identifier and / or the type of the reporting aircraft to look up a predicted size and / or weight of the aircraft. For example, the controller 102 can reference a lookup table in a database that provides different size and / or weight data for different types of aircraft. The controller 102 can then input the predicted size and / or the predicted weight into the normalization algorithm 702 as a substitute for the actual values of the size and / or the weight of the reporting aircraft.

[0072] The standardization algorithm 702 can use the reported speed, size, and / or weight of the reporting aircraft to determine how to scale the reported turbulence rating in the wind report 200 so that the output standardized turbulence values are all within a standard range. In one example, the standardization algorithm 702 can compare the reported speed, size, and / or weight of the reporting aircraft to at least one benchmark value to determine a scaling factor. The benchmark value can include a benchmark speed, a benchmark weight, and / or a benchmark size. The benchmark value represents a reference value. Optionally, the benchmark value can be selected to be at a median or average value of a set of different aircraft. In a simple case, the benchmark size can be selected to be the size of a medium aircraft, and the benchmark weight can be selected to be the weight of a medium aircraft. The benchmark speed can be selected to be an average or median speed of reporting aircraft. In another example, the benchmark speed can be a specified or regulated speed for traveling through a certain jurisdiction or airspace, such as a speed limit. The standardization algorithm 702 can scale the reported turbulence rating of the wind report up or down based on the comparison of the speed, size, and / or weight of the particular reporting aircraft to the benchmark value.

[0073] In an example, the standardization algorithm 702 can determine that the size and / or weight of the first reporting aircraft is higher than the benchmark value. The first reporting aircraft can be a large commercial jet. The turbulence experienced by the first reporting aircraft can be more moderate or light compared to the extent of the same wind impact for a smaller aircraft. The standardization algorithm 702 can increase the severity of the first reported turbulence rating in the wind report generated by the first reporting aircraft. If the first reported turbulence rating is light, the standardization algorithm 702 can generate a first standardized turbulence value that indicates a moderate or severe turbulence rating. For clarity, the first standardized turbulence value can be a numerical value within a standard range, such as between 0 and 1. Due to the large size of the first reporting aircraft, the output numerical value can represent a severity level that is greater than the severity originally reported by the first reporting aircraft.

[0074] In another example, the standardization algorithm 702 can determine that the size and / or weight of the second reporting aircraft is lower than the benchmark value. The second reporting aircraft can be a small private aircraft. The turbulence experienced by the second reporting aircraft can be more severe compared to the extent of the same wind impact for a larger aircraft. The standardization algorithm 702 can decrease the severity of the second reported turbulence rating in the wind report generated by the second reporting aircraft. If the second reported turbulence rating is severe, the standardization algorithm 702 can generate a second standardized turbulence value that indicates a moderate or light turbulence rating. Due to the small size of the second reporting aircraft, the output numerical value can represent a severity level that is less than the severity originally reported by the second reporting aircraft.

[0075] In another example, the normalization algorithm 702 can determine that the third reporting aircraft is traveling at a speed that is higher than the benchmark speed value. The third reporting aircraft is capable of flying faster than the benchmark speed. Thus, the turbulence experienced by the third reporting aircraft can be more moderate or mild compared to the extent that the same air flow affects a slower moving aircraft. The normalization algorithm 702 can increase the severity of the third reported turbulence rating in the air flow report generated by the third reporting aircraft. If the third reported turbulence rating is mild, the normalization algorithm 702 can generate a third normalized turbulence value that indicates a moderate or severe turbulence rating.

[0076] The normalization algorithm 702 can consider contradictory factors when generating the normalized turbulence value. For example, if a relatively small, light aircraft is traveling at a relatively fast speed, then the size / weight factor will tend to decrease the severity of the turbulence rating reported in the air flow report generated by the aircraft. However, the speed factor will tend to increase the severity of the turbulence rating reported in the air flow report, which will decrease the amount of severity decrease. The normalization algorithm 702 can assign weights to the multiple factors (e.g., speed, size, weight, etc.) based on the amount of deviation from the corresponding benchmark value for the respective factor. The normalization algorithm 702 can utilize the weights to determine the normalized turbulence value.

[0077] The normalized turbulence value 704 can be a scaled version of the reported turbulence ratings experienced by various different reporting aircraft within a standard range. The normalization algorithm 702 can scale the reported turbulence ratings based on the speed, size, and / or weight of the reporting aircraft to output a normalized turbulence value that is independent of the aircraft (e.g., agnostic to the aircraft). For example, the normalized turbulence value can represent the effect of the atmospheric air flow on an aircraft having a benchmark (e.g., reference) speed, size, and weight. By converting the reported turbulence ratings to normalized turbulence values, the controller 102 can then apply the normalized turbulence values to a particular aircraft to predict how the particular aircraft would fare in a flight encountering the same atmospheric air flow.

[0078] In an example, the controller 102 can filter the air flow reports 200 based on the proximity of the geographic locations provided in the air flow reports 200 to a planned route of the first aircraft. The first aircraft can be scheduled to travel along the planned route. The first aircraft can be flying during the travel when the air flow reports 200 are received and filtered. Alternatively, the first aircraft can not have started the travel at the time the air flow reports 200 are received and filtered. The controller 102 can filter out the air flow reports 200 that are not within a threshold proximity to the planned route. In an example, the controller 102 can only input the air flow reports 200 that are within the threshold proximity to the planned route to the normalization algorithm 702. Alternatively, the controller 102 can filter the air flow reports 200 after the normalization algorithm 702 generates the normalized turbulence values.

[0079] Figure 8 The controller 102 of the turbulence notification system 100, according to embodiments, is shown receiving the normalized turbulence value 704 and determining an effective turbulence rating 710 based on the normalized turbulence value 704. The controller 102 can determine the effective turbulence rating 710 specific to a first aircraft based on the normalized turbulence value 704 and a first identifying characteristic of the first aircraft. The first aircraft can be any particular aircraft that is currently in flight or scheduled to fly in the near future (otherwise, the turbulence report would be outdated and irrelevant). The effective turbulence rating 710 predicts the impact that the atmospheric air currents will have on the first aircraft at the geographic location of the air current report 200. The first identifying characteristic of the first aircraft can be a size of the first aircraft, a weight of the first aircraft, a unique identifier of the first aircraft, a type of the first aircraft, etc. The first identifying characteristic can be input by an operator associated with the first aircraft, received in a message, etc. If the first identifying characteristic is a unique identifier or a type of the aircraft, the controller 102 can use a lookup table to determine a predicted size and / or weight of the first aircraft.

[0080] The controller 102 can scale the normalized turbulence value 704 based on the size and / or weight of the first aircraft (e.g., relative to a benchmark value) to determine the effective turbulence rating 710. For example, if the first aircraft is a large aircraft (e.g., larger and heavier than a benchmark value), the controller 102 can scale down the normalized turbulence value 704 to reflect less predicted turbulence severity in the outputted effective turbulence rating 710. Conversely, if the first aircraft is smaller than the benchmark value, the controller 102 can scale up the normalized turbulence value 704 to reflect more predicted turbulence severity in the outputted effective turbulence rating 710. In an example, the effective turbulence rating 710 can be different severity ratings or turbulence categories. In an example, the different ratings can include smooth, light, moderate, severe, and extreme. In a different example, different categories of turbulence can be classified. For example, the effective turbulence rating 710 can be a value from 0 to 10. The effect is that the controller 102 automatically converts the normalized turbulence value 704, independent of the aircraft, based on the physical characteristics of the first aircraft to generate the effective turbulence rating 710, which represents a predicted force of the air currents on the first aircraft when the first aircraft is flying.

[0081] In an example, the controller 102 may scale the normalized turbulence value 704 based on the speed of the first aircraft (e.g., relative to a reference speed) to determine the effective turbulence level 710. For example, if the first aircraft is traveling at a speed faster than the reference speed, the controller 102 may scale the normalized turbulence value 704 down to indicate in the output effective turbulence level 710 that the first aircraft is expected to experience less severe turbulence than indicated in the normalized turbulence value 704. Conversely, if the first aircraft is traveling at a speed slower than the reference speed, the controller 102 may scale the normalized turbulence value 704 up to reflect a greater predicted turbulence severity in the output effective turbulence level 710.

[0082] Figure 9 The controller 102 of the turbulence notification system 100 according to an embodiment is shown receiving an effective turbulence level 710 and generating one or more maps 714 based on the effective turbulence level 710 and trip information 712. The maps 714 may include Figure 3 The top-down geographical map 300 shown in FIG and / or respectively in FIG. Figure 2 and 4 , 400 . Trip information 712 may include a planned route for the first aircraft during the planned trip, at least one flight path of the first aircraft along the planned route, a departure time, a planned arrival time, and the like. Controller 102 may generate a map 714 to plot the planned route for the first aircraft and graphical markers representing the determined effective turbulence levels 710 . Controller 102 may generate map 714 to plot graphical markers at locations corresponding to the geographic locations of the airflow reports along the vertical and horizontal axes of map 714 . Controller 102 may generate the map to visually distinguish graphical markers corresponding to different effective turbulence levels 710 specific to the first aircraft. For example, a first set of effective turbulence levels 710 representing smooth airflow for the first aircraft may be displayed on map 714 in a first color, and a second set of effective turbulence levels 710 representing moderate turbulence for the first aircraft may be displayed on map 714 in a second color. Mild, severe, and extreme turbulence may be indicated by graphical markers of different colors on map 714 .

[0083] In the example, map 714 includes Figure 2 and Figure 4 . The sectional map has a vertical axis representing altitude. Controller 102 generates the sectional map to depict at least one flight path of a first aircraft along a planned route. Airflow report 200 includes the altitude of the reporting aircraft. Controller 102 may generate the sectional map by positioning a graphical marker along the vertical axis at a position corresponding to the altitude of the reporting aircraft as provided in airflow report 200. In this example, the graphical marker represents effective turbulence level 710.

[0084] Figure 10 is a flowchart 800 of a method for estimating turbulence expected to be encountered by a first aircraft during a flight based on airflow reports from other aircraft in accordance with examples of the present disclosure. The method can be performed in whole or in part by the controller 102 of the turbulence notification system 100. Optionally, the method can include Figure 10 additional steps not shown in Figure 10 fewer steps than those shown in Figure 10 different than those shown in

[0085] In step 802, airflow reports 200 generated by a plurality of reporting aircraft while the plurality of reporting aircraft were flying are obtained. Each airflow report includes a geographic location of a respective reporting aircraft that generated the airflow report, a reported turbulence level experienced by the respective reporting aircraft due to atmospheric airflow, and an identifying characteristic of the respective reporting aircraft. The airflow reports 200 can also include a speed of the reporting aircraft. The airflow reports 200 can be obtained by receiving the airflow reports 200 via a communication device. The communication device can be the ADS-B receiver 112 installed on the first aircraft. In another example, the airflow reports 200 can be obtained by accessing at least some of the airflow reports 200 from a data storage device (e.g., a memory device). In step 804, the airflow reports 200 can be filtered by the controller 102 based on a proximity of the geographic locations provided in the airflow reports 200 to the planned route 302 of the first aircraft.

[0086] In step 806, normalized turbulence values 704 can be generated based on the reported turbulence levels in the airflow reports 200 and the speed, size, and / or weight of the reporting aircraft. In one example, each normalized turbulence value 704 can be generated by inputting the reported turbulence level from each airflow report and at least one of the speed, size, weight, or identifying characteristic of the reporting aircraft into a normalization algorithm 702 configured to output the normalized turbulence value 704. The normalized turbulence values 704 can be generated such that all of the normalized turbulence values 704 are within a standard range. The normalized turbulence values 704 can be generated by comparing (i) at least one of the speed, size, and weight of the reporting aircraft to (ii) at least one benchmark value. One normalized turbulence value 704 can be generated by increasing a severity of a first turbulence level reported by a first reporting aircraft in response to at least one of the speed, size, and weight of the first reporting aircraft being higher than the at least one benchmark value. A second normalized turbulence value 704 can be generated by decreasing a severity of a second turbulence level reported by a second reporting aircraft in response to at least one of the speed, size, and weight of the second reporting aircraft being lower than the at least one benchmark value.

[0087] In step 808, a first-aircraft-specific effective turbulence rating 710 is determined based on the standardized turbulence value 704 and the first identifying characteristic of the first aircraft. The effective turbulence rating 710 predicts an effect of the atmospheric air flow at the geographic location of the wind report 200 on the first aircraft.

[0088] In step 810, at least one map 714 is generated that plots the planned route 302 of the first aircraft and a graphical marker 212 representing the determined effective turbulence rating. Each map 714 is generated to plot the graphical marker at a location along a vertical axis and a horizontal axis of the map 714 that corresponds to the geographic location of the wind report. The map 714 can be a profile map 202, 400. In step 812, the generated at least one map 714 is displayed on the display device 108 for observation by an operator associated with the first aircraft.

[0089] Additionally, the present disclosure includes examples according to the following clauses:

[0090] Clause 1. A method comprising:

[0091] obtaining, at a controller comprising one or more processors, wind reports generated by a plurality of reporting aircraft while the plurality of reporting aircraft are in flight, wherein each wind report includes a geographic location of a respective reporting aircraft that generated the wind report, a reported turbulence rating experienced by the respective reporting aircraft due to atmospheric air flow, and an identifying characteristic of the respective reporting aircraft;

[0092] generating a standardized turbulence value based on the reported turbulence rating in the wind reports and at least one of a size of the reporting aircraft and a weight of the reporting aircraft;

[0093] determining a first-aircraft-specific effective turbulence rating based on the standardized turbulence value and a first identifying characteristic of the first aircraft, wherein the effective turbulence rating predicts an effect of the atmospheric air flow at the geographic location of the wind report on the first aircraft; and

[0094] generating, via the controller, a map that plots a planned route of the first aircraft and a graphical marker representing the determined effective turbulence rating, wherein the map is generated to plot the graphical marker at a location along a vertical axis and a horizontal axis of the map that corresponds to the geographic location of the wind report.

[0095] Clause 2. The method of clause 1, wherein each wind report includes a speed of the respective reporting aircraft, and generating the standardized turbulence value comprises generating the standardized turbulence value based on the speed of the reporting aircraft.

[0096] Item 3. The method of item 2, wherein generating the normalized turbulence value comprises comparing (i) at least one of the speed, size, and weight of the reporting aircraft to (ii) the at least one benchmark value.

[0097] Item 4. The method of any one of items 1-3, wherein each normalized turbulence value is generated by inputting the reported turbulence category from each air traffic report and the at least one of the size, weight, and identifying characteristic of the corresponding reporting aircraft into a normalization algorithm configured to output the normalized turbulence value.

[0098] Item 5. The method of any one of items 1-4, wherein generating the normalized turbulence value comprises generating the normalized turbulence value such that all normalized turbulence values are within a standard range.

[0099] Item 6. The method of any one of items 1-5, wherein generating the normalized turbulence value comprises increasing a severity of the first reported turbulence category of the first reporting aircraft of the reporting aircraft in response to at least one of the size and weight of the first reporting aircraft being higher than the at least one benchmark value.

[0100] Item 7. The method of item 6, wherein generating the normalized turbulence value comprises decreasing a severity of the second reported turbulence category of the second reporting aircraft of the reporting aircraft in response to at least one of the size and weight of the second reporting aircraft being lower than the at least one benchmark value.

[0101] Item 8. The method of any one of items 1-7, wherein the altitude of the corresponding reporting aircraft is included in each air traffic report, wherein the map is a profile map depicting at least one flight path of the first aircraft along the planned route and a vertical axis representing altitude, and wherein generating the map comprises positioning the graphical indicia at a position along the vertical axis corresponding to the altitude in the air traffic report.

[0102] Item 9. The method of any one of items 1-8, further comprising displaying the generated map on a display device for observation by an operator associated with the first aircraft.

[0103] Item 10. The method of any one of items 1-9, wherein the identifying characteristic of the corresponding reporting aircraft comprises at least one of a unique identifier of the reporting aircraft, a type of the reporting aircraft, a weight of the reporting aircraft, and a size of the reporting aircraft.

[0104] Item 11. The method of any one of items 1-10, further comprising filtering the air traffic reports based on a proximity of the geographic location provided in the air traffic report to the planned route of the first aircraft, and wherein generating the map comprises plotting the graphical indicia corresponding only to a subset of the air traffic reports having a geographic location within a threshold proximity of the planned route.

[0105] Item 12. The method of any one of items 1 to 11, wherein the controller is disposed on the first aerial vehicle, and obtaining the airflow reports comprises the controller receiving the airflow reports from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver mounted on the first aerial vehicle, the ADS-B receiver configured to wirelessly receive the airflow reports.

[0106] Item 13. A turbulence notification system, comprising:

[0107] a controller comprising one or more processors, the controller configured to obtain airflow reports generated by a plurality of reporting aerial vehicles while the plurality of reporting aerial vehicles are in flight, wherein each airflow report comprises a geographic location of a respective reporting aerial vehicle that generated the airflow report, a reported turbulence level experienced by the respective reporting aerial vehicle due to atmospheric airflow, and an identifying characteristic of the respective reporting aerial vehicle,

[0108] wherein the controller is configured to generate a normalized turbulence value based on the reported turbulence level in the airflow reports and at least one of a size of the reporting aerial vehicles and a weight of the reporting aerial vehicles,

[0109] wherein the controller is configured to determine an effective turbulence level specific to the first aerial vehicle based on the normalized turbulence value and the first identifying characteristic of the first aerial vehicle, wherein the effective turbulence level predicts an impact of the atmospheric airflow on the first aerial vehicle at the geographic locations of the airflow reports, and

[0110] the controller is configured to generate a map that plots the planned route of the first aerial vehicle and graphical indicia representing the determined effective turbulence level, wherein the controller is configured to plot the graphical indicia at locations along a vertical axis and a horizontal axis of the map that correspond to the geographic locations of the airflow reports.

[0111] Item 14. The turbulence notification system of item 13, further comprising a display device communicatively connected to the controller, wherein the controller is configured to display the generated map on the display device for observation by an operator associated with the first aerial vehicle.

[0112] Item 15. The turbulence notification system of item 13 or item 14, further comprising a normalization algorithm, wherein the controller is configured to generate the normalized turbulence value by inputting the reported turbulence level from each airflow report and at least one of the size, the weight, and the identifying characteristic of the reporting aerial vehicles into the normalization algorithm, the normalization algorithm configured to output the normalized turbulence value such that all of the normalized turbulence values are within a standard range.

[0113] Item 16. The turbulence notification system of any one of items 13 to 15, wherein the controller is configured to generate the normalized turbulence value by comparing (i) at least one of the size and the weight of the reporting aerial vehicles to (ii) at least one benchmark value.

[0114] Item 17. The turbulence notification system of any of items 13 to 16, wherein the controller is configured to generate the normalized turbulence value by increasing a severity of a first turbulence level reported by the first reporting aircraft of the reporting aircraft in response to at least one of a size and a weight of the first reporting aircraft being above at least one benchmark value, and decreasing a severity of a second turbulence level reported by the second reporting aircraft of the reporting aircraft in response to at least one of a size and a weight of the second reporting aircraft being below at least one benchmark value.

[0115] Item 18. The turbulence notification system of any of items 13 to 17, wherein each of the wind reports includes an altitude of the respective reporting aircraft, and the vertical axis of the map represents altitude, wherein the controller is configured to generate the map to depict the at least one flight path of the first aircraft along the planned route, the controller being configured to position the graphical indicia at a position along the vertical axis corresponding to the altitude in the wind report.

[0116] Item 19. The turbulence notification system of any of items 13 to 18, wherein the controller is configured to filter the wind reports based on a proximity of the geographic location provided in the wind report to the planned route of the first aircraft, wherein the controller is configured to generate the map to include the graphical indicia corresponding to only a subset of the wind reports having a geographic location within a threshold proximity of the planned route.

[0117] Item 20. The turbulence notification system of any of items 13 to 19, wherein the controller is disposed on the first aircraft, and the controller is configured to obtain the wind reports by receiving the wind reports from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver installed on the first aircraft, the ADS-B receiver being configured to wirelessly receive the wind reports.

[0118] While various spatial and directional terms, such as top, bottom, lower, mid, lateral, horizontal, vertical, front, and the like can be used herein to describe examples of the present disclosure, it is understood that such terms are merely used with respect to the orientations illustrated in the drawings. The directions can be reversed, rotated, or otherwise changed, such that the top becomes the bottom, the lateral becomes the vertical, and so on.

[0119] As used herein, a structure, limitation, or element that is “configured to” perform a task or operation is specifically configured by the fabricator or manufacturer to perform the task or operation, or is specifically configured to perform the task or operation by the fabricator or manufacturer through the inclusion of specific structure, material, or components (e.g., a structure, material, or components that perform the task or operation). For clarity, a structure, material, or component that is merely capable of performing a task or operation does not “configure” the structure, material, or component to perform the task or operation.

[0120] It should be understood that the foregoing description is intended to be illustrative and not restrictive. For example, the above-described examples (and / or aspects thereof) can be used in combination with each other. Also, many modifications can be made to adapt a particular situation or material to the teachings of the various examples of the present disclosure without departing from their scope. While the dimensions and types of materials described herein are intended to define the aspects of the various examples of the present disclosure, the examples are by no means limiting and are exemplary examples. Many other examples will be apparent to those of ordinary skill in the art upon reviewing the above description. The scope of the various examples of the present disclosure should, therefore, be determined not with reference to the above description, but instead with reference to the appended claims, along with their full scope of equivalents to which such claims are entitled. In the appended claims and the following detailed description, the terms “including” and “in which” are used as the plain English equivalents of the respective terms “comprising” and “wherein.” Also, the use of the term “about” is meant to allow for a number of variations and / or approximations. Additionally, the terms “first,” “second,” and “third,” etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Further, the limitations of the following claims are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. § 112(f) unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function devoid of further structure.

[0121] This written description uses examples to disclose various examples of the present disclosure, including the best mode, and also to enable any person skilled in the art to practice various examples of the present disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the various examples of the present disclosure is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to fall 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 languages of the claims.

Claims

1. A turbulence notification method comprising: obtaining, at a controller comprising one or more processors, air flow reports generated by a plurality of reporting aircraft while the plurality of reporting aircraft are in flight, wherein each of the air flow reports comprises a geographic location of a respective reporting aircraft that generated the air flow report, a reported turbulence level experienced by the respective reporting aircraft due to an atmospheric air flow, and an identifying characteristic of the respective reporting aircraft; generating normalized turbulence values based on at least one of a size of the reporting aircraft and a weight of the reporting aircraft and the reported turbulence levels in the air flow reports; determining an effective turbulence level specific to a first aircraft based on the normalized turbulence values and a first identifying characteristic of the first aircraft, wherein the effective turbulence level predicts an impact of the atmospheric air flow on the first aircraft at the geographic locations of the air flow reports; and generating, via the controller, a map that plots a planned route of the first aircraft and graphical indicia representing the determined effective turbulence level, wherein the map is generated to plot the graphical indicia at locations along a vertical axis and a horizontal axis of the map that correspond to the geographic locations of the air flow reports.

2. The turbulent flow notification method of claim 1, wherein, Each of the air flow reports includes a speed of the respective reporting aircraft, and generating normalized turbulence values comprises generating the normalized turbulence values based on the speeds of the reporting aircraft.

3. The turbulent flow notification method of claim 2, wherein, Generating normalized turbulence values comprises comparing at least one of the speeds, sizes, and weights of the reporting aircraft to at least one benchmark value.

4. The turbulent flow notification method of claim 1, wherein, Each of the normalized turbulence values is generated by inputting the reported turbulence levels from each of the air flow reports and at least one of the sizes, weights, and identifying characteristics of the respective reporting aircraft into a normalization algorithm configured to output the normalized turbulence values.

5. The turbulent flow notification method of claim 1, wherein, Generating normalized turbulence values comprises generating the normalized turbulence values such that all of the normalized turbulence values are within a standard range.

6. The turbulent flow notification method of claim 1, wherein, Generating normalized turbulence values comprises increasing a severity of a first reported turbulence level of a first reporting aircraft of the reporting aircraft in response to at least one of a size and a weight of the first reporting aircraft being above at least one benchmark value.

7. The turbulent flow notification method of claim 6, wherein, Generating normalized turbulence values comprises decreasing a severity of a second reported turbulence level of a second reporting aircraft of the reporting aircraft in response to at least one of a size and a weight of the second reporting aircraft being below the at least one benchmark value.

8. The turbulent flow notification method of claim 1, wherein, Each of the air flow reports includes an altitude of the respective reporting aircraft, wherein the map is a profile map that depicts at least one flight path of the first aircraft along the planned route and the vertical axis represents altitude, and wherein generating a map comprises positioning the graphical indicia at locations along the vertical axis that correspond to the altitudes in the air flow reports.

9. The turbulence notification method of claim 1, further comprising displaying the generated map on a display device for observation by an operator associated with the first aircraft.

10. The turbulent flow notification method of claim 1, wherein, The identifying features of the respective reporting aircraft include at least one of a unique identifier of the reporting aircraft, a type of the reporting aircraft, a weight of the reporting aircraft, and a size of the reporting aircraft.

11. The turbulence notification method of claim 1, further comprising filtering the wind reports based on a proximity of the geographic location provided in the wind report to the planned route of the first aircraft, wherein, Generating the map includes plotting only the graphical markers corresponding to the subset of the air flow reports having a geographical location within a threshold proximity of the planned route.

12. The turbulent flow notification method of claim 1, wherein, The controller is disposed on the first aircraft, and obtaining air flow reports includes the controller receiving the air flow reports from an automatic dependent surveillance broadcast receiver installed on the first aircraft, the automatic dependent surveillance broadcast receiver configured to receive the air flow reports wirelessly.

13. A turbulence notification system, comprising: a controller including one or more processors, the controller configured to obtain air flow reports generated by a plurality of reporting aircraft while in flight, wherein each of the air flow reports includes a geographical location of a respective reporting aircraft generating the air flow report, a reported turbulence level experienced by the respective reporting aircraft due to atmospheric air flow, and identifying features of the respective reporting aircraft, wherein the controller is configured to generate a normalized turbulence value based on at least one of a size of the reporting aircraft and a weight of the reporting aircraft and the reported turbulence level in the air flow report, wherein the controller is configured to determine an effective turbulence level specific to a first aircraft based on the normalized turbulence value and first identifying features of the first aircraft, wherein the effective turbulence level predicts an impact of the atmospheric air flow on the first aircraft at the geographical location of the air flow report, and the controller is configured to generate a map plotting a planned route of the first aircraft and a graphical marker representing the determined effective turbulence level, wherein the controller is configured to plot the graphical marker at a location corresponding to the geographical location of the air flow report along a vertical axis and a horizontal axis of the map.

14. The turbulent flow notification system of claim 13, further comprising a display device communicatively connected to the controller, wherein, the controller is configured to display the generated map on the display device for observation by an operator associated with the first aircraft.

15. The turbulent flow notification system of claim 13, further comprising a standardization algorithm, wherein, the controller is configured to generate the normalized turbulence value by inputting the reported turbulence level from each of the air flow reports and at least one of a size, a weight, and identifying features of the reporting aircraft into a normalization algorithm configured to output the normalized turbulence value such that all of the normalized turbulence values are within a standard range.

16. The turbulent flow notification system of claim 13, wherein, the controller is configured to generate the normalized turbulence value by comparing at least one of a size and a weight of the reporting aircraft to at least one reference value.

17. The turbulent flow notification system of claim 13, wherein, The controller is configured to generate the normalized turbulence value in response to at least one of a size and a weight of a first reporting aircraft of the reporting aircrafts being above at least one benchmark value to increase a severity of a first turbulence level reported by the first reporting aircraft, and in response to at least one of a size and a weight of a second reporting aircraft of the reporting aircrafts being below the at least one benchmark value to decrease a severity of a second reported turbulence level of the second reporting aircraft.

18. The turbulent flow notification system of claim 13, wherein, Each of the turbulence reports includes an altitude of the respective reporting aircraft, and the vertical axis of the map represents altitude, wherein the controller is configured to generate the map to depict at least one flight path of the first aircraft along the planned route, the controller is configured to position the graphical indicia along the vertical axis at positions corresponding to the altitudes in the turbulence reports.

19. The turbulent flow notification system of claim 13, wherein, The controller is configured to filter the turbulence reports based on a proximity of the geographic locations provided in the turbulence reports to the planned route of the first aircraft, wherein the controller is configured to generate the map to depict only the graphical indicia corresponding to a subset of the turbulence reports having geographic locations within a threshold proximity to the planned route.

20. The turbulent flow notification system of claim 13, wherein, The controller is disposed on the first aircraft, and the controller is configured to obtain the turbulence reports by receiving the turbulence reports from an automatic dependent surveillance broadcast receiver installed on the first aircraft, the automatic dependent surveillance broadcast receiver configured to wirelessly receive the turbulence reports.

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