Aircraft turbulence notification system and method

Abstract

To provide a turbulence notification system and method that include obtaining airflow reports generated by multiple reporting aircraft while the reporting aircraft are in flight.SOLUTION: The system and method generate normalized turbulence values, based on reported turbulence levels in airflow reports and at least one of sizes of reporting aircraft or weights of the reporting aircraft. The system and method determine effective turbulence levels specific to a first aircraft, based on the normalized turbulence values and an identifying characteristic of the first aircraft. The effective turbulence levels predict an effect of atmospheric airflow on the first aircraft. The system and method generate a map that plots a scheduled route of the first aircraft and graphic indicia representing the effective turbulence levels that are determined. The graphic indicia are plotted at locations along vertical and horizontal axes of the map corresponding to the geographic locations of the airflow reports.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE

[0001] Embodiments of the present disclosure relate generally to aircraft and the airflow conditions (including turbulence) that aircraft encounter in the atmosphere. [Background technology]

[0002]

[0002] Turbulence significantly impacts passenger comfort on commercial aircraft, and some passengers even avoid flying due to the fear associated with turbulence. Turbulence is the irregular movement of air caused by vortices and vertical currents. Irregular airflow can be caused by air masses with slightly different temperatures, pressures, and densities moving at different speeds and directions through the atmosphere. The fluctuations in air masses can be due to atmospheric pressure, the jet stream, air around mountains, cold or warm fronts, thunderstorms, etc.

[0003]

[0003] While it would be desirable for an aircraft to avoid turbulence, it is very difficult to predict clear-air turbulence (e.g., turbulence in clear-air conditions as opposed to turbulence associated with thunderstorms) along an upcoming leg of a flight using available technology. For example, radar technology may not be able to detect the slight differences in air movement that cause clear-air turbulence. Because turbulence can occur with little or no warning, airlines typically advise all passengers on commercial aircraft to remain seated with their seat belts fastened during the entire flight, except for brief rest breaks to ensure comfort.

[0004]

[0004] In an effort to locate clear-air turbulence, the aviation industry has developed systems in which aircraft pilots communicate with each other to share the locations where their aircraft encounter turbulence. By sharing the location of detected turbulence, other aircraft can take preventative measures to either avoid the turbulent area and / or prepare for turbulence. Existing systems involve pilots radioing reports (e.g., PIREPs: Pilot Reports) that they have encountered clear-air turbulence along their route. A drawback of PIREPs is that they are subjective, unreliable, and qualitative. Furthermore, PIREPs have limited value because they only indicate the location where turbulence was encountered. Known PIREPs are not generated by pilots to report areas of smooth airflow (e.g., irregular ripples). Finally, known PIREPs do not report the altitude at which turbulence was encountered.

[0005] Furthermore, the severity of turbulence experienced by a particular aircraft depends on the physical characteristics of the aircraft and the maneuvering characteristics of the aircraft in flight. Physical characteristics include the weight, size, and wing area of ​​the aircraft. Generally, larger and heavier aircraft will be less affected by turbulence in their environment than smaller and lighter aircraft. Maneuvering characteristics include the speed of the aircraft in flight. Generally, aircraft traveling at faster speeds will be less affected by turbulence in their environment than slower aircraft. For example, a first aircraft may experience turbulence classified as moderate. If a second aircraft, larger than the first aircraft and / or traveling at a faster speed than the first aircraft, passes through the same turbulence, the second aircraft may be less affected and classify the turbulence as mild. Thus, known reports of turbulence depend on the physical characteristics of the reporting aircraft and the maneuvering characteristics of the reporting aircraft. In particular, if there are significant physical and / or speed differences between the aircraft reporting the turbulence information and the aircraft receiving and analyzing the turbulence information, the reported turbulence information may be inaccurate and / or misleading to other aircraft. Summary of the Invention

[0006] There is a need for a system and method for automatically notifying an operator of reported airflow conditions, such as turbulence, experienced by an aircraft during flight. The reported airflow conditions should include locations of both turbulent and smooth airflow and indicate the altitude of the reported airflow conditions to enhance the operator's situational awareness. The turbulence levels reported within the reports should be aircraft independent (e.g., aircraft agnostic). This may increase the reliability of predicting the impact of turbulence on a particular aircraft during flight.

[0007] With these needs in mind, certain embodiments of the present disclosure provide a method for estimating predicted turbulence encountered by a first aircraft in flight. The method includes, in a controller having one or more processors, obtaining airflow reports generated by a plurality of reporting aircraft while the reporting aircraft are in flight. Each of the airflow reports includes a geographic location of the respective reporting aircraft that generated the airflow report, a reported turbulence level experienced by each reporting aircraft, the turbulence level being attributable to atmospheric airflow, and an identifying characteristic of the respective reporting aircraft. The method includes generating a normalized turbulence value based on the reported turbulence level in the airflow report and at least one of a size of the reporting aircraft or a weight of the reporting aircraft. The method includes determining an effective turbulence level specific to the first aircraft based on the normalized turbulence value and a first identifying characteristic of the first aircraft. The effective turbulence level predicts the impact that atmospheric airflow will have on the first aircraft at the geographic location of the airflow report. The method includes generating, via the controller, a map plotting the scheduled route of the first aircraft and a graphical indicator representing the determined effective turbulence level, the map being generated to plot the graphical indicator at positions along vertical and horizontal axes of the map corresponding to the geographic locations of the airflow reports.

[0008] Certain embodiments of the present disclosure provide a turbulence notification system including a controller having one or more processors. The controller is configured to obtain airflow reports generated by a plurality of reporting aircraft while the reporting aircraft are flying. Each of the airflow reports includes a geographic location of the respective reporting aircraft that generated the airflow report, a reported turbulence level experienced by each reporting aircraft, the turbulence level being attributable to atmospheric airflow, and an identification characteristic of the respective reporting aircraft. The controller is configured to generate a normalized turbulence value based on the reported turbulence level in the airflow report and at least one of a size of the reporting aircraft or a weight of the reporting aircraft. The controller is configured to determine an effective turbulence level specific to the first aircraft based on the normalized turbulence value and a first identification characteristic of the first aircraft. The effective turbulence level predicts an impact that atmospheric airflow will have on the first aircraft at the geographic location of the airflow report. The controller is configured to generate a map plotting the scheduled route of the first aircraft and a graphical indicator representing the determined effective turbulence level, the controller being configured to plot the graphical indicator at positions along vertical and horizontal axes of the map corresponding to the geographic locations of the airflow reports. [Brief explanation of the drawings]

[0009] [Figure 1]

[0009] FIG. 1 is a block diagram illustrating a turbulence notification system formed in accordance with several embodiments of the present disclosure. [Figure 2]

[0010] 1 illustrates a controller of a turbulence notification system that receives airflow reports and generates a profile map based on the airflow reports, according to one embodiment. [Figure 3]

[0011] 1 is a top-down geographic map plotting a first aircraft's scheduled route and a graphical indicator representing airflow conditions within received airflow reports. [Figure 4]

[0012] 4 is a profile map plotting a first flight path and a second flight path of a first aircraft along the scheduled route shown in FIG. 3 according to one embodiment. [Figure 5]

[0013] 1 illustrates a portion of a graphical user interface including a text box according to one embodiment of a turbulence notification system. [Figure 6]

[0014] 1 is a flowchart of a method for predicting and managing turbulence for a scheduled flight, according to one embodiment of the present disclosure. [Figure 7]

[0015] 1 illustrates a normalization algorithm for a turbulence notification system that receives airflow reports and generates a normalized turbulence value based on the airflow reports, according to one embodiment. [Figure 8]

[0016] 1 illustrates a controller of a turbulence notification system that receives a normalized turbulence value and determines an effective turbulence level based on the normalized turbulence value, according to one embodiment. [Figure 9]

[0017] 1 illustrates a controller of a turbulence notification system that receives valid turbulence levels and generates one or more maps based on the valid turbulence levels and trip information, according to one embodiment. [Figure 10]

[0018] 1 is a flowchart of a method for estimating turbulence that a first aircraft is expected to encounter during flight based on airflow reports from other aircraft, according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0010]

[0019] The foregoing summary, as well as the following detailed description of specific embodiments, will be better understood when read in conjunction with the accompanying drawings. As used herein, the use of the singular form "a" or "an" preceding an element or step does not necessarily exclude a plurality of such elements or steps. Furthermore, references to "one embodiment" are not intended to be interpreted as excluding the existence of additional embodiments that incorporate features described herein. Furthermore, embodiments that "comprising" or "having" one or more elements having certain conditions may include additional elements that do not have those conditions (unless expressly stated otherwise).

[0011]

[0020] Embodiments of the present disclosure describe systems and methods for communicating and presenting information about airflow conditions experienced by an aircraft in flight. The systems and methods can use information about airflow conditions (also referred to herein as turbulence conditions) to assist in flight management of a first aircraft. For example, the systems and methods can generate a profile map showing a flight path for the first aircraft on a scheduled route plotted with respect to altitude over time, distance, or location. The profile map is generated to include at least some airflow conditions experienced by other aircraft by showing a graphical indicator representing the airflow conditions on the profile map at a location indicating the aircraft's geographic location and altitude at the time 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 or 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 predicted to be smoother (e.g., less turbulent) than other altitudes and / or flight paths.

[0012]

[0021] Presenting airflow conditions (including both smooth and turbulent airflow) on a profile map showing various altitudes can increase operator awareness and assist the operator in limiting the turbulence experienced by the first aircraft along the scheduled route. For example, when determining a flight path for the first aircraft to follow along the scheduled route, the operator can intentionally target altitudes and geographic locations identified as having smooth or relatively smooth airflow and intentionally avoid or limit exposure to altitudes and geographic locations identified as having moderate, heavy, and extreme turbulence. As a result, passengers on the first aircraft can enjoy greater comfort and relaxation during the flight than if the first aircraft were to cruise at a different altitude and / or follow a different flight path.

[0013]

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

[0014]

[0023] FIG. 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 that represents hardware circuitry including and / or coupled 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 coupled to at least one tangible, non-transitory, computer-readable storage medium (e.g., memory device) 106. For example, the one or more processors 104 are communicatively coupled to the at least one memory device 106. The one or more processors 104 of the controller 102 may execute programmed instructions (e.g., software) stored in the at least one memory device 106 to perform the operations of the controller 102 described herein. The programmed instructions may instruct the one or more processors 104 how to control other components of the turbulence notification system 100. The programmed instructions may provide one or more algorithms executed by the one or more processors 104 as described herein. The memory device 106 may store additional information, such as a first database containing received airflow reports and a second database containing maps generated by the controller 102 .

[0015]

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

[0016]

[0025] The display device 108 may be an electronic monitor, a television, a touch screen, or the like. The controller 102 may control the display device 108 to display information to an operator viewing the display screen of the display device 108. For example, the controller 102 may display one or more maps to the operator. The maps may enhance the operator's situational awareness and assist the operator in selecting a flight path for the first aircraft to travel along the scheduled route. In one example, the display device 108 may be onboard the first aircraft. In another example, the display device 108 may not be onboard the first aircraft but may be located at a dispatch facility, an air traffic control facility, or the like. In one example, the controller 102 may control the display device 108 to display a profile map showing at least one flight path of the first aircraft and a graphic indicator representing airflow conditions (e.g., turbulence conditions) 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.

[0017]

[0026] The one or more communication devices 110 represent hardware circuitry that can communicate electrical signals over wireless communication paths and / or wired conductive paths. The communication device(s) 110 may include transmit and receive circuitry for wireless communication (e.g., a transceiver or separate transmitters and receivers), one or more antennas, etc. In one embodiment, the communication device(s) 110 includes 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 may be onboard a first aircraft. The ADS-B receiver 112 may include surveillance technology that combines the first aircraft's positioning sources, avionics, and ground infrastructure to create an accurate surveillance interface between the first aircraft and air traffic control. The ADS-B receiver 112 may broadcast the first aircraft's GPS position, altitude, ground speed, and / or other data to ground stations and other aircraft. The outgoing information may also include airflow reports, as described herein. The ADS-B receiver 112 may also receive information from external sources, such as weather information and traffic location information. In one example, the ADS-B receiver 112 may receive airflow reports generated by other aircraft. The ADS-B receiver 112 may broadcast outgoing information periodically, such as once per second. The ADS-B receiver 112 may receive incoming information periodically. For example, the ADS-B receiver 112 may continuously listen for incoming messages.

[0018]

[0027] The one or more input devices 114 may enable a human operator to interact with the turbulence notification system 100. The human operator may use the input devices 114 to issue user input commands that provide instructions to the controller 102 for a desired action. For example, one instruction may be to select a candidate flight path from among a plurality of different flight paths for a first aircraft to perform on a scheduled flight. Another instruction may be to modify information on a graphical user interface displayed by the display device 108. For example, the human operator may manipulate the input devices 114 to switch between different maps, select drop-down menus, 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 communicated by the input devices 114 to the controller 102. The one or more input devices 114 may include physical buttons, a keyboard, virtual buttons on a touchscreen, a graphical user interface (GUI), a mouse, a microphone, etc. In one embodiment, the display device 108 and the input device 114 may be integrated as a touchscreen interface.

[0019]

[0028] The components of the turbulence notification system 100 may be integrated into a computing device and therefore co-located. The computing device may be a laptop computer, a tablet computer, a smartphone, a workstation, etc. In one embodiment, the components of the turbulence notification system 100 are onboard the first aircraft. In another embodiment, at least some of the components of the turbulence notification system 100 may be located remotely from one another and communicatively coupled to one another (e.g., via a network connection). For example, one or more components of the controller 102 may be located in a server or other remote device separate from the computing device containing the other components of the turbulence notification system 100.

[0020]

[0029] In one embodiment, the controller 102 receives airflow reports generated by multiple aircraft while the aircraft are in flight. Each airflow report includes the geographic location of each of the multiple aircraft that generated the airflow report, the altitude of each aircraft, and the airflow conditions experienced by each aircraft due to atmospheric airflow. The airflow reports may include additional information, such as the speed of each aircraft, the identifier of each aircraft, and / or the size and / or weight of each aircraft. Aircraft speed refers to the aircraft's current speed through the atmosphere during flight at the time the information used to generate the airflow report was collected. The speed may be the airspeed of the air moving over the aircraft's wings during flight, or, stated another way, the relative velocity between the aircraft and the air mass. The airflow reports may be automatically generated and communicated by the aircraft periodically. The controller 102 analyzes the information in the airflow reports and generates a profile map based on the information from the airflow reports. For example, the profile map plots at least a first flight path of the first aircraft along the first aircraft's scheduled route and a graphical indicator representing airflow conditions included in at least a portion of the airflow reports. The profile map may have a vertical axis representing altitude and a horizontal axis representing one of time, position, or distance (corresponding to the first aircraft's movement along the scheduled route). The controller 102 may display the generated profile map on the display device 108 for viewing by an operator associated with the first aircraft. The operator may be the pilot of the first aircraft, a navigator or co-pilot of the first aircraft, a flight planner, a dispatcher, an air traffic controller, etc.

[0021]

[0030] 2 illustrates a controller 102 of a turbulence notification system 100 receiving an airflow report 200 and generating a profile map 202 based on the airflow report 200, according to one embodiment. The controller 102 can control a display device 108 to display the profile map 202 on a display screen 204 of the display device 108.

[0022]

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

[0023]

[0032] In one embodiment, each airflow report 200 may include the geographic location of the respective aircraft generating the airflow report 200, the altitude of the respective aircraft, and the airflow conditions experienced by the respective aircraft. The geographic location may include coordinates within a coordinate plane. In one embodiment, the geographic location includes longitude and latitude coordinates. The geographic location may be determined, for example, by a Global Positioning System (GPS) receiver onboard the respective aircraft. The altitude of each aircraft refers to the aircraft's current distance (e.g., altitude) relative to sea level or ground. The altitude may be measured by a sensor onboard the aircraft, such as an altimeter. The airflow conditions are caused by atmospheric airflow encountered by the aircraft. Although the airflow conditions refer to the degree of turbulence, the airflow conditions may also indicate whether the surrounding airflow is smooth or laminar (e.g., generally turbulence-free). For example, the airflow report 200 may automatically report the quality of the encountered airflow periodically, regardless of whether the quality is smooth or turbulent. As a result, areas of smooth airflow are reported as well as areas of turbulence. When selecting a flight path for the first aircraft, areas of smooth airflow may be targeted by an operator associated with the first aircraft. Conventional PIREPs are unable to identify smooth airflow and instead report only turbulence. Furthermore, the turbulence reported by conventional PIREPs is subjectively classified by the pilot, resulting in limited reliability.

[0024]

[0033] The airflow conditions in airflow report 200 may describe the level of a force event experienced by each aircraft generating airflow report 200. A force event may refer to the force of airflow in the atmosphere exerted on the aircraft's wings, etc. The level of the force event provided in airflow report 200 may be one of multiple different turbulence levels of increasing severity. The different turbulence levels include at least a first level indicating smooth airflow (e.g., no turbulence) and a second level indicating turbulence. There may also be three or more different turbulence levels. For example, the turbulence levels may include, in order of increasing severity, "smooth" (or "irregular ripples"), "light," "moderate," "heavy," and "extreme." The aircraft generating airflow report 200 may select the level of the force event based on measured quantities, such as force, acceleration, etc., associated with the force event. The airflow reports 200 and force events may be similar to the reports and force events 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 No. 2023 / 0298476), which is incorporated herein by reference. The airflow reports 200 may include the time at which the airflow report 200 was generated. Information in the airflow reports 200 loses relevance over time. The controller 102 may utilize the time of the airflow reports 200 by giving greater weight to information in newer (e.g., more current) airflow reports 200 than older airflow reports 200.

[0025]

[0034] Optionally, airflow report 200 may identify the flight phase or mode of the aircraft generating airflow report 200. For example, the flight phase may be "takeoff," "maneuvering," "landing," "cruise," etc. In one embodiment, controller 102 may analyze only force events encountered by the aircraft in cruise mode. For example, controller 102 may filter out and ignore airflow reports 200 generated while the respective aircraft is taking off, landing, or maneuvering (e.g., turning). Force events during takeoff, maneuvering, and landing may be caused by aircraft acceleration rather than atmospheric airflow. Therefore, these force events are not reliable indicators of smooth airflow or turbulence.

[0026]

[0035] The controller 102 generates a profile map 202 based on the information in the received airflow report 200. The profile map 202 has a vertical axis 206 representing altitude 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 along the first aircraft's scheduled route. The first flight path 210 shows the altitude of the first aircraft over time, distance, or position along the scheduled route from a start location (e.g., departure point) to an arrival location (e.g., destination point). The time indicates the time of day during the flight. The distance indicates the distance traveled by the first aircraft during the flight. The position indicates the geographic location the first aircraft is passing through during the flight. A first portion of the first flight path 210 has a positive slope, indicating the first aircraft is climbing and gaining altitude during takeoff. A second portion of the first flight path 210 is generally flat, indicating the first aircraft is at cruising altitude. A third portion of the first flight path 210 has a negative slope, indicating the first aircraft is descending for landing at the destination. Profile map 202 is a side profile map that displays the planned flight of the first aircraft from a side profile view.

[0027]

[0036] The controller 102 generates the profile map 202 to also plot graphic indicators 212 that represent the airflow conditions of at least some of the airflow reports 200. The graphic indicators 212 are shown as small circles / dots in FIG. 2 but may have different shapes in other exemplary implementations of the profile map 202. Each graphic indicator 212 on the profile map 202 represents the airflow conditions of a different one of the airflow reports 200. The controller 102 determines the location of the graphic indicators 212 on the profile map 202 based on the geographic location and altitude reported in the airflow reports. For a first graphic indicator 212 corresponding to a first airflow report 200, the controller 102 determines the location of the first graphic indicator 212 along the vertical axis 206 based on the altitude included in the first airflow report 200. For example, if the altitude of the aircraft that generated the first airflow report 200 is 35,000 feet (ft.), then the first graphical indicator 212 is plotted at a location along the vertical axis 206 that represents 35,000 ft. The controller 102 determines the location of the first graphical indicator 212 along the horizontal axis 208 based on the geographic location included within the first airflow report 200. For example, the controller 102 may determine (e.g., calculate) the time, location, or distance of the intersection point. The time, location, or distance of the intersection point refers to the time, location, or distance along the scheduled flight of the first aircraft at which the first aircraft passes through or is near the longitude and latitude coordinates of the aircraft that generated the first airflow report 200 (at the time the first airflow report 200 was generated). The controller 102 then plots the first graphical indicator 212 at a location along the horizontal axis 208 that represents the calculated time, location, or distance of the intersection point. Thus, the controller 102 may plot a graphical indicator 212 whereby 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.

[0028]

[0037] Although not shown in FIG. 2 , the controller 102 may generate the profile map 202 so that at least some of the graphic indicators 212 have different visual characteristics. The controller 102 may distinguish the visual characteristics of the graphic indicators 212 based on the airflow conditions of the airflow reports 200. For example, the controller 102 may visually distinguish some of the graphic indicators 212 based on the airflow reports 200 having different turbulence levels of the airflow conditions. The controller 102 may generate the profile map 202 so that the graphic indicators 212 representing the airflow reports 200 showing smooth, irregular, and / or mild turbulence levels appear differently from the graphic indicators 212 representing the airflow reports 200 showing moderate, heavy, and / or extreme turbulence levels. In one embodiment, the controller 102 may use different colors for the graphic indicators 212 to represent different turbulence levels. For example, a graphical indicator 212 representing smoothness (or irregular ripples) may be displayed in green on the profile map 202, a graphical indicator 212 representing light turbulence may be displayed in light yellow, a graphical indicator 212 representing moderate turbulence may be displayed in dark yellow, a graphical indicator 212 representing heavy turbulence may be displayed in orange, and a graphical indicator 212 representing extreme turbulence may be displayed in red. The profile map 202 may include a key that explains the meaning of the various colors of the graphical indicators 212. In another example, the graphical indicators 212 representing different airflow conditions (e.g., levels of turbulence) are distinguished by having different shapes, different fill textures (e.g., crosshatch, dots, etc.).

[0029]

[0038] After generating the profile map 202, the controller 102 may control the display device 108 to display the profile map 202 on the display screen 204. The display device 108 may 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 may be the pilot, co-pilot, navigator, or another crew member on the first aircraft. In another example, the operator may be a flight planner, dispatcher, air traffic controller, or the like, not on board the first aircraft. The off-board operator may be associated with the first aircraft by scheduling a flight of the first aircraft and / or selecting one or more routes or paths for the aircraft during the scheduled flight. The system 100 displays a profile map 202 to provide an intuitive visualization of the automated airflow report 200 relative to the altitude of the first aircraft along the first planned flight path 210. The profile map 202 is generated to assist the pilot and / or flight planner in selecting a flight path or altitude for the first aircraft that is smoother (e.g., less turbulent) than other flight paths or altitudes.

[0030]

[0039] After generating the profile map 202, the controller 102 may periodically update the profile map 202 based on receiving additional airflow reports 200. The controller 102 may update the profile map 202 over time to maintain the relevance of the displayed information.

[0031]

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

[0032]

[0041] Figure 3 is a top-down geographic map 300 that plots a scheduled route 302 of a first aircraft and a graphical indicator 304 that represents airflow conditions within received airflow reports 200. Figure 4 is a profile map 400 that plots a first flight path 402 and a second flight path 404 of the first aircraft along the scheduled route 302 shown in Figure 3, according to one embodiment. The profile map 400 also plots a graphical indicator 406 that represents airflow conditions within at least a subset of the received airflow reports 200. The profile map 400 may be the same as or similar to the profile map 202 shown in Figure 2.

[0033]

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

[0034]

[0043] The geographical map 300 has a different perspective than the profile map 400. For example, the geographical map 300 has a top-down (e.g., bird's-eye) perspective. The geographical map 300 shows multiple geographic jurisdictions, such as states, separated by boundaries or bodies of water. Data points on the geographical map 300 are plotted to represent geographic coordinates, such as longitude and latitude. The profile map 400 has a side profile perspective, viewing the flight of the first aircraft from ground level at a location far away from the first aircraft, as described above with reference to the profile map 202 of FIG. 2 . The profile map 400 shows altitudes not shown on the geographical map 300. The view shown by the profile map 400 may be perpendicular to the view shown by the geographical map 300. The graphic indicator 304 in the geographical map 300 may be similar to the graphic indicator 406 in the profile map 400 because both indicators 304, 406 are plotted based on information in the received airflow report 200. Although the graphical indicators 304, 406 are all shown as dots (e.g., small circles) in the illustrated embodiments, in other embodiments, at least some of the graphical indicators 304 and / or 406 may have different shapes.

[0035]

[0044] The positions of the graphic indicators 304 on the geographic map 300 are based solely on the geographic location of the aircraft that generated the airflow report 200 (e.g., not on the altitude of the aircraft). For example, each graphic indicator 304 may be plotted at a coordinate location corresponding to the longitude and latitude coordinates of the aircraft at the time the airflow report 200 was generated. In comparison, the positions of the graphic indicators 406 on the profile map 400 are based on both the geographic location of the aircraft as well as the altitude of the aircraft. For example, the controller 102 uses the altitude to determine the position of each graphic indicator 406 along a vertical axis 408 that represents that altitude. The controller 102 uses the geographic location to determine the position of the graphic indicator 406 along a horizontal axis 410 that represents time, position, or distance along the first aircraft's scheduled flight.

[0036]

[0045] The geographic map 300 shows a scheduled route 302 for a first aircraft from a start location 306 (e.g., departure location) to an arrival location 308 (e.g., destination location). The geographic map 300 may be generated to show multiple graphic indicators 304 representing airflow reports 200 corresponding to geographic locations within the field of view shown in the geographic map 300. For example, the field of view of the map 300 in FIG. 3 shows several states in the United States, and the controller 102 may plot graphic indicators 304 representing airflow conditions for all airflow reports 200 generated by aircraft flying over the several states shown in the field of view. Airflow reports 200 generated by aircraft traveling near the scheduled route 302 may be associated with the operator associated with the first aircraft. In the illustrated example, the scheduled route 302 passes through Ohio and Pennsylvania, among other states. Because the scheduled route 302 does not extend through North Carolina, airflow reports 200 generated over North Carolina would not be associated with the operator / first aircraft.

[0037]

[0046] Optionally, the controller 102 may generate an aircraft icon for display on one or both of the maps 300, 400. The aircraft icon may represent the position of the first aircraft while it moves on a flight path (e.g., flight path 402) along the scheduled route 302. The controller 102 may place the aircraft icon on the map(s) 300, 400 based on the first aircraft's current position relative to the Earth. The controller 102 may periodically update the position of the aircraft icon on the map(s) 300, 400 to reflect the movement of the first aircraft over time.

[0038]

[0047] In one embodiment, the controller 102 may filter received airflow reports 200 based on the proximity of the geographic location provided in the airflow report 200 to the scheduled route 302. For example, the controller 102 may identify an associated footprint that encompasses the scheduled route 302 and the surrounding area within a specified proximity of the scheduled route 302. For example, the associated footprint may be identified by extending a specified proximity distance in all directions from each point along the scheduled route 302. The specified proximity may be one mile, two miles, etc. In one example, the controller 102 may filter the airflow reports 200 by using only a subset of the airflow reports 200 that have a geographic location within the associated footprint to generate the graphical indicator 406 shown on the profile map 400. Conversely, the controller 102 may not generate the graphical indicator 406 for airflow reports 200 outside the associated footprint. In effect, the graphic indicators 406 shown in Figure 4 represent airflow reports 200 within a specified proximity of the scheduled route 302 and are therefore most relevant to the first aircraft. The airflow conditions represented by the graphic indicators 406 in Figure 4 are conditions that the first aircraft may encounter while flying along the scheduled route 302. Airflow conditions farther away from the first aircraft are not graphed on the profile map 400.

[0039]

[0048] In one example, the controller 102 may generate the profile map 400 to distinguish a first visual characteristic of the graphic indicator 406 for different airflow reports 200 based on the turbulence level of the airflow conditions reported in the airflow reports 200. The first visual characteristic may be color, intensity (e.g., brightness), shape, surface texture (e.g., hatching), etc. In one example, the first visual characteristic is color. For example, a graphic indicator 406 representing a report of smooth airflow is shown to have a different color than a graphic indicator 406 representing a report of turbulence. This information may assist an operator (e.g., a pilot or other flight planner) in determining which flight path to follow on the scheduled route 302 during a flight. For example, the operator may select one flight path that has smoother airflow areas and / or less turbulent areas than another candidate flight path in an attempt to limit the turbulence encountered by the first aircraft during the flight.

[0040]

[0049] In one embodiment, the controller 102 may generate the profile map 400 to distinguish a second visual feature of the graphic indicator for different airflow reports 200 in addition to distinguishing the first visual feature. The controller 102 may distinguish the second visual feature of the graphic indicator based on the recency level of the airflow report 200. The recency level is an indication of how recently the airflow report 200 was generated by the corresponding aircraft that generated the airflow report 200. The recency level is used to indicate how recently the information was included in the airflow report 200. Because airflow conditions in the atmosphere change over time, newer (e.g., fresher) airflow reports 200 are more relevant than older airflow reports 200. For example, smooth airflow conditions reported for a first area may not be accurate or reliable after a certain length of time, such as 30 minutes or an hour. The controller 102 may distinguish a second visual feature of the graphic indicator by grouping the airflow reports 200 into multiple different age categories based on the time the airflow reports 200 were generated. For example, the controller 102 may distinguish graphic indicators 406 representing newer airflow reports 200 from graphic indicators 406 representing older, and therefore less relevant (e.g., less accurate, less reliable), airflow reports 200. In one example, the controller 102 may show the graphic indicators 406 representing newer (e.g., younger) classes of reports 200 with a higher intensity (e.g., brightness) than the graphic indicators 406 representing older classes of reports 200. The controller 102 may optionally show three or more levels of recency based on three or more corresponding age buckets of the airflow reports 200, such as by showing three or more fade levels.

[0041]

[0050] In the illustrated example, the controller 102 may generate a profile map 400 to show multiple candidate flight paths for visual comparison by the operator. Each of the candidate flight paths may represent a path that the first aircraft may follow while traveling along the scheduled route 302 shown in FIG. 3. The candidate flight paths may differ from each other in altitude over one or more portions of the flight. The profile map 400 in FIG. 4 shows two candidate flight paths 402, 404. The second flight path 404 has a higher cruising altitude than the first flight path 402. For example, the cruising altitude of the second flight path 404 may be approximately 40,000 ft., and the cruising altitude of the first flight path 402 may be approximately 35,000 ft.

[0042]

[0051] The controller 102 may allow the operator to select one of different candidate flight paths for the first aircraft to undertake during flight along the scheduled route 302. The operator may select a flight path, such as either the first flight path 402 or the second flight path 404, based at least in part on considering the airflow conditions represented by the graphic indicator 406. In one example, the first flight path 402 may pass through more of the graphic indicator 406 representing turbulence than the second flight path 404. As a result, the operator may select the second flight path 404 for the first aircraft to follow instead of the first flight path 402 in an attempt to reduce or limit the turbulence encountered in the flight. The controller 102 simultaneously shows both paths 402, 404 on the profile map 400 of FIG. 4 . Alternatively, the controller 102 plots the flight paths 402, 404 sequentially. For example, during a first time period, the profile map 400 may display the first flight path 402 but not the second flight path 404. During a second time period, the profile map 400 may display the second flight path 404 but not the first flight path 402.

[0043]

[0052] Optionally, controller 102 allows an operator to modify the flight path and / or generate a new flight path based on the information displayed in profile map 400. For example, an operator may view first flight path 402 and graphic indicator 406 on profile map 400. Based on the location and visual characteristics of graphic indicator 406, which indicates reported airflow conditions, the operator may use input device 114 to generate a new flight path that is expected to encounter less turbulence than first flight path 402. For example, the new flight path may be second flight path 404 shown in FIG. 4.

[0044]

[0053] In one embodiment, the controller 102 may automatically compare multiple different candidate flight paths and generate a flight path recommendation for an operator associated with the first aircraft. For example, the controller 102 may determine respective turbulence scores for multiple different candidate flight paths based on airflow conditions in the nearby airflow reports 200. The controller 102 may calculate a first turbulence score for a first flight path 402 on the scheduled route 302 based on airflow conditions in a first subset of the graphic indicators 406 nearby the first flight path 402. The controller 102 may calculate a second turbulence score for a second flight path 404 on the scheduled route 302 based on airflow conditions in a second subset of the graphic indicators 406 nearby the second flight path 404.

[0045]

[0054] The turbulence score may be calculated by assigning different quantitative values ​​to different airflow conditions reported in the airflow report 200 proximate to the corresponding flight path. The different airflow conditions may be different turbulence levels. For example, a graphical indicator 406 representing reported smooth airflow may be assigned a value of zero, a graphical indicator 406 representing reported light turbulence may be assigned a value of one, a graphical indicator 406 representing moderate turbulence may be assigned a value of two, a graphical indicator 406 representing heavy turbulence may be assigned a value of four, and a graphical indicator 406 representing extreme turbulence may be assigned a value of six. The controller 102 may determine the turbulence score for the first flight path 402 by adding the values ​​of the graphical indicators 406 that the first flight path 402 intersects (within a specified margin threshold). The controller 102 may determine a turbulence score for the second flight path 404 by adding the values ​​of the graphical indicators 406 that the second flight path 404 intersects (within a specified margin threshold). The controller 102 may similarly determine turbulence scores for other candidate flight paths.

[0046]

[0055] The controller 102 may select at least one of the flight paths as a recommended flight path for the first aircraft based on the comparison of the turbulence scores. In one example, the controller 102 selects the flight path with the lowest turbulence score as the recommended flight path. With reference to FIG. 4 , the controller 102 may select the second flight path 404 as the recommended flight path in response to the second flight path 404 having a lower turbulence score than the first flight path 402. The controller 102 may 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 may be a text-based message and / or a visual indication highlighting the second flight path 404 as preferred. The controller 102 may display the flight path recommendation using the display device 108. Optionally, the controller 102 may control the communication device 110 to wirelessly communicate the flight path recommendation to a remote receiving device.

[0047]

[0056] FIG. 5 illustrates a portion of a graphical user interface 500 including a text box 504, according to one embodiment of the turbulence notification system 100. The controller 102 may generate the graphical user interface 500 for display by the display device 108. In one example, in addition to displaying the geographical map 300 shown in FIG. 3 and / or the profile map 400 shown in FIG. 4, the controller 102 may also display the text box 504. The text box 504 is generated to provide information about at least a first one of the airflow reports 200. The first airflow report described in the text box 504 may be closer to the current location and current altitude of the first aircraft than other airflow reports in the airflow reports 200. As the first aircraft moves during flight along the scheduled route 302, the controller 102 may compare the current geographical location of the first aircraft and the current altitude of the first aircraft with the information in the received airflow reports 200 to identify one or more airflow reports closest to the first aircraft at a given time.

[0048]

[0057] After identifying the first airflow report, the controller 102 may generate a text box 504 providing the airflow conditions of the first airflow report and display the text box 504 on the display device 108 to enhance situational awareness of an operator associated with the first aircraft. The text box 504 in FIG. 5 states that the airflow conditions of the first (e.g., closest) airflow report are smooth. Optionally, the text box 504 may include information about additional airflow reports close to the first aircraft. For example, the text box 504 may state that one nearby airflow report has heavy airflow conditions and another nearby airflow report has medium airflow conditions.

[0049]

[0058] 6 is a flowchart 600 of a method for predicting and managing turbulence for a scheduled flight, according to one embodiment of the present disclosure. The method may be performed in whole or in part by the controller 102 of the turbulence notification system 100. Optionally, the method may include additional steps other than those shown in FIG. 6, fewer steps than those shown in FIG. 6, and / or different steps than those shown in FIG. 6.

[0050]

[0059] In step 602, airflow reports 200 are received by the controller 102. The airflow reports 200 are generated by multiple aircraft during flight. Each airflow report 200 may include the geographic location of each of the multiple aircraft that generated the airflow report 200, the altitude of each aircraft, and the airflow conditions experienced by each aircraft, resulting from atmospheric airflow. The airflow report may describe the level of the force event experienced by each aircraft that generated the airflow report 200. The level may be one of multiple different turbulence levels of increasing severity (e.g., smooth or irregular rippling, light, moderate, heavy, and extreme). In one embodiment, the airflow reports 200 may be received periodically when additional airflow reports 200 are generated. The controller 102 may receive the airflow report 200 from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver 112 onboard the first aircraft. The ADS-B receiver 112 may receive the airflow report 200 wirelessly.

[0051]

[0060] In step 604, the airflow reports 200 are filtered by the controller 102 based on the proximity of the geographic locations provided in the airflow reports 200 to the first aircraft's scheduled route 302.

[0052]

[0061] In step 606, the controller 102 generates a profile map 202, 400 that plots at least a first flight path 210, 402 of the first aircraft along the first aircraft's scheduled route 302 and a graphical indicator 212, 406. The graphical indicator 212, 406 may represent airflow conditions for only a subset of the airflow reports 200. The subset includes only airflow reports 200 having geographic locations within a threshold proximity of the scheduled route 302. The profile map 202, 400 has a vertical axis 206, 408 that represents altitude and a horizontal axis 208, 410 that represents one of time, position, or distance. The controller 102 may generate the profile map 202, 400 by placing the graphic indicators 212, 406 on the profile map 202, 400 at positions along the vertical axis 206, 408 and horizontal axis 208, 410 that correspond to geographic locations and altitudes within the filtered subset of airflow reports 200. The controller 102 may generate the profile map 202, 400 to distinguish a first visual characteristic of the graphic indicators 212, 406 for different airflow reports based on the turbulence level of the airflow conditions. In one embodiment, the controller 102 may also distinguish a second visual characteristic of the graphic indicators 212, 406 for different airflow reports based on the recency of the airflow report. In one embodiment, the first visual characteristic is color and the second visual characteristic is intensity.

[0053]

[0062] In step 608, the controller 102 controls the display device 108 to display the profile map 202, 400 for viewing by an operator associated with the first aircraft. The operator may be a pilot, a flight planner, etc.

[0054]

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

[0055]

[0064] Optionally, the method may include identifying at least a first airflow report among the airflow reports 200 that has a closer proximity to the current location and current altitude of the first aircraft than other airflow reports among the airflow reports 200. The controller 102 may generate a text box 504 providing airflow conditions for the at least the first airflow report. The controller 102 may display the text box 504 on the display device 108.

[0056]

[0065] In one example, the method may provide flight path recommendations to assist an operator in selecting a flight path for the first aircraft to follow along the scheduled route 302. For example, the controller 102 may determine a first turbulence score for a first flight path 210, 402 of the first aircraft on the scheduled route 302 based on airflow conditions of a first subset of the graphical indicators 212, 406 proximate 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 on the scheduled route 302 based on airflow conditions of a second subset of the graphical indicators 212, 406 proximate 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 404, or another flight path as a recommended flight path for the first aircraft based on the 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.

[0057]

[0066] The turbulence notification system 100 in one or more embodiments may normalize the airflow report to make the reported turbulence level aircraft-independent (e.g., aircraft-agnostic). For example, the airflow conditions (e.g., turbulence levels) provided in the airflow report are inherently aircraft-dependent. A first aircraft may determine the airflow conditions by measuring the effect of atmospheric airflow on the first aircraft. For example, the first aircraft may identify the airflow force on its 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 may receive the airflow report and normalize the reported airflow conditions to standardize the information for general application to all aircraft. By normalizing the airflow conditions, the controller 102 may then modify the normalized data for a particular aircraft. For example, the controller 102 may predict the effective turbulence level the first aircraft may experience in flight. The effective turbulence level refers to the expected or predicted effect of the atmospheric airflow specifically on the first aircraft, rather than the actual effect of the airflow on the reporting aircraft that generated the airflow report.

[0058]

[0067] A technical effect of turbulence notification system 100 normalizing airflow conditions is that the effective turbulence level generated and displayed to an operator may provide more relevant and accurate information than simply plotting the airflow conditions (e.g., turbulence levels) as reported by various reporting aircraft. By normalizing the turbulence levels provided within the airflow reports, controller 102 can adjust the information specific to the first aircraft. This information helps the operator predict how the adjusted airflow experienced by different reporting aircraft may be experienced by the first aircraft as the first aircraft moves in flight.

[0059]

[0068] 7 illustrates a normalization algorithm 702 of the turbulence notification system 100 that receives the airflow report 200 and generates a normalized turbulence value 704 based on the airflow report 200, according to one embodiment. In one example, the normalization algorithm 702 may be a component of the controller 102. For example, the normalization algorithm 702 may be stored in the memory device 106 (shown in FIG. 1 ). In another example, the normalization algorithm 702 is a separate and distinct component from the controller 102. The controller 102 may input the airflow report 200 or data obtained from the airflow report 200 into the normalization algorithm 702.

[0060]

[0069] The normalization algorithm 702 may perform a statistical formalism that scales the data set from the airflow report 200 so that all values ​​of the data fall into a standard range. In a first example, the standard range may be from 0 to 1 (either inclusive or exclusive of the endpoints). In a second example, the standard range may be from -1 to +1. Even if the values ​​of the relevant parameter being scaled vary significantly within the input data set (e.g., the airflow report 200), the normalization algorithm 702 outputs normalized values ​​(representing the input data set) that are all in the standard range.

[0061]

[0070] Each airflow report 200 includes airflow conditions, also referred to herein as a reported turbulence level. The reported turbulence level indicates the level or severity of turbulence experienced by the respective aircraft that generated the airflow report 200. For example, the reported turbulence levels may include smooth, light, moderate, heavy, and / or extreme. The reported turbulence levels may be input into a normalization algorithm 702. In one embodiment, another parameter from the airflow reports 200 input into the normalization algorithm 702 (e.g., by the controller 102) is information about the aircraft that generated each corresponding airflow report 200. The normalization algorithm 702 may scale the reported turbulence levels experienced by the reporting aircraft based at least in part on the physical and / or movement characteristics of the reporting aircraft to generate a normalized turbulence value.

[0062]

[0071] The information about the reporting aircraft input to normalization algorithm 702 may include the size of the reporting aircraft, the weight of the reporting aircraft, the speed of the reporting aircraft, and / or an identifying characteristic of the reporting aircraft. Size may represent the overall length of the aircraft from nose to tail, the width or wingspan from wingtip to wingtip, the total footprint of the aircraft, the wing area of ​​at least one of the aircraft's wings, etc. Reporting aircraft weight may represent the weight of the reporting aircraft in an unladen state without passengers and / or cargo, and / or the weight in a loaded state including passengers and / or cargo. This information about the size and / or weight of each aircraft that generated airflow report 200 may be included in airflow report 200. Aircraft speed may also be included in airflow report 200. Size and / or weight may be examples of identifying characteristics of each reporting aircraft that are included in airflow report 200. Optionally, some or all of airflow report 200 may provide identifying characteristics of each reporting aircraft that do not include size and / or weight. For example, airflow report 200 may provide a unique identifier for each reporting aircraft and / or a model number for each reporting aircraft. The unique identifier may be an alphanumeric sequence that is unique to each reporting aircraft relative to all other aircraft that may be in the same jurisdiction. The model number may indicate the make and model of the aircraft, the year the aircraft was manufactured, etc. If airflow report 200 lacks information about the size and / or weight of the aircraft, controller 102 may use the unique identifier and / or model number of the reporting aircraft to look up a predicted size and / or weight of the aircraft. For example, controller 102 may reference a lookup table in a database that provides different size and / or weight data for different models of aircraft. Controller 102 may then input the predicted size and / or predicted weight into normalization algorithm 702 as a proxy for the actual size and / or weight of the reporting aircraft.

[0063]

[0072] The normalization algorithm 702 may use the speed, size, and / or weight of the reporting aircraft to determine how to scale the reported turbulence levels in the airflow report 200, so that the output normalized turbulence values ​​are all within a standard range. In one example, the normalization algorithm 702 may compare the speed, size, and / or weight of the reporting aircraft to at least one baseline value to determine a scaling factor. The baseline value(s) may include a baseline speed, a baseline weight, and / or a baseline size. The baseline value(s) represent reference values. Optionally, the baseline value(s) may be selected to be a median or average value for a group of different aircraft. In a simple case, the baseline size may be selected as the size of a medium-class aircraft, and the baseline weight may be selected as the weight of a medium-class aircraft. The baseline speed may be selected as the average or median speed of the reporting aircraft. In another example, the baseline speed may be a specified or regulated speed, such as a speed limit for passage through a particular jurisdiction or airspace. The normalization algorithm 702 may scale the reported turbulence level of an airflow report up or down based on a comparison of the speed, size, and / or weight of a particular reporting aircraft to a baseline value(s).

[0064]

[0073] In one example, normalization algorithm 702 may determine that the size and / or weight of a first reporting aircraft is above one or more baseline values. The first reporting aircraft may be a large commercial jet. The turbulence experienced by the first reporting aircraft may be milder or less severe compared to the degree to which the same turbulence may affect a smaller aircraft. Normalization algorithm 702 may scale up the severity of the first reported turbulence level in the airflow report generated by the first reporting aircraft. If the first reported turbulence level is light, normalization algorithm 702 may generate a first normalized turbulence value that indicates a moderate or severe turbulence level. Specifically, the first normalized turbulence value may be a numeric value within a standard range, such as between 0 and 1. The output numeric value may represent a higher severity level than the severity initially reported by the first reporting aircraft due to the large size of the first reporting aircraft.

[0065]

[0074] In another example, normalization algorithm 702 may determine that the size and / or weight of the second reporting aircraft is below one or more baseline values. The second reporting aircraft may be a small private jet. The turbulence experienced by the second reporting aircraft may be more severe compared to the degree to which the same turbulence affects a larger aircraft. Normalization algorithm 702 may scale down the severity of the second reported turbulence level in the turbulence report generated by the second reporting aircraft. If the second reported turbulence level is heavy, normalization algorithm 702 may generate a second normalized turbulence value indicating a moderate or light turbulence level. The output number may represent a lower severity level than the severity initially reported by the second reporting aircraft due to the small size of the second reporting aircraft.

[0066]

[0075] In another example, normalization algorithm 702 may determine that the speed of a third reporting aircraft is above a baseline value. The third reporting aircraft may be traveling faster than the baseline speed. As a result, the turbulence experienced by the third reporting aircraft may be milder or less severe compared to the degree to which the same airflow may affect a slower-moving aircraft. Normalization algorithm 702 may scale up the severity of a third reported turbulence level in the airflow report generated by the third reporting aircraft. If the third reported turbulence level is light, normalization algorithm 702 may generate a third normalized turbulence value that indicates a moderate or severe turbulence level.

[0067]

[0076] The normalization algorithm 702 may consider conflicting factors when generating the normalized turbulence value. For example, if a relatively small, lightweight aircraft is traveling at a relatively fast speed, the size / weight aspect may favor scaling down the severity of the reported turbulence level in the airflow report generated by that aircraft. However, the speed aspect may favor scaling up the severity of the reported turbulence level in the airflow report. This reduces the amount by which the severity is scaled down. The normalization algorithm 702 may assign weights to multiple factors (e.g., speed, size, weight, etc.) based on the amount of deviation of each factor from its corresponding baseline value. The normalization algorithm 702 may utilize the weights to determine the normalized turbulence value.

[0068]

[0077] The normalized turbulence value 704 may be a standard range of values ​​that represent a scaled version of the reported turbulence level experienced by a variety of different reporting aircraft. The normalization algorithm 702 may scale the reported turbulence level based on the speed, size, and / or weight of the reporting aircraft and output an aircraft-independent (e.g., aircraft-agnostic) normalized turbulence value. For example, the normalized turbulence value may represent the effect of atmospheric airflow on an aircraft having a baseline (e.g., reference) speed, size, and weight. By converting the reported turbulence level to a normalized turbulence value, the controller 102 can then apply the normalized turbulence value to a particular aircraft to predict how that particular aircraft will encounter the same atmospheric airflow during flight.

[0069]

[0078] In one example, controller 102 may filter airflow reports 200 based on the proximity of the geographic location provided in airflow report 200 to the first aircraft's scheduled route. The first aircraft may be scheduled to fly along the scheduled route. The first aircraft may be flying a trip at the time the airflow report 200 is received and filtered. Optionally, the first aircraft may not have begun a trip at the time the airflow report 200 is received and filtered. Controller 102 may filter airflow reports 200 that are not within a threshold proximity of the scheduled route. In one example, controller 102 may input only airflow reports 200 that are within a threshold proximity of the scheduled route to normalization algorithm 702. Alternatively, controller 102 may filter airflow reports 200 after normalization algorithm 702 generates the normalized turbulence value.

[0070]

[0079] 8 illustrates a controller 102 of the turbulence notification system 100 receiving a normalized turbulence value 704 and determining an effective turbulence level 710 based on the normalized turbulence value 704, according to one embodiment. The controller 102 may determine an effective turbulence level 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 may be any particular aircraft currently flying or scheduled to fly in the near future (otherwise, the turbulence report will become stale and irrelevant). The effective turbulence level 710 predicts the impact that atmospheric airflow may have on the first aircraft at the geographic location of the airflow report 200. The first identifying characteristic of the first aircraft may be a size of the first aircraft, a weight of the first aircraft, a unique identifier of the first aircraft, a model of the first aircraft, etc. The first identifying characteristic may be entered by an operator associated with the first aircraft, received in a message, etc. The controller 102 may use a lookup table to determine the expected size and / or weight of the first aircraft if the first identifying characteristic is a unique identifier or model of the aircraft.

[0071]

[0080] The controller 102 may scale the normalized turbulence value 704 based on the size and / or weight of the first aircraft (e.g., relative to a baseline value(s)) to determine the effective turbulence level 710. For example, if the first aircraft is a large aircraft (e.g., larger and heavier than the baseline value), the controller 102 may scale the normalized turbulence value 704 down to reflect a lower predicted turbulence severity in the output effective turbulence level 710. Conversely, if the first aircraft is smaller than the baseline value(s), the controller 102 may scale the normalized turbulence value 704 up to reflect a higher predicted turbulence severity in the output effective turbulence level 710. In one example, the effective turbulence level 710 may be a different turbulence severity class or category. In one example, the different classes may include smooth, light, moderate, heavy, and extreme. The different classes of turbulence may be classified with different instances. For example, the effective turbulence level 710 may be between 0 and 10. The effect is that the controller 102 may automatically convert the aircraft-independent normalized turbulence value 704 based on the physical characteristics of the first aircraft to generate the effective turbulence level 710 that indicates the predicted force of the airflow on the first aircraft as it flies.

[0072]

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

[0073]

[0082] 9 illustrates the controller 102 of the turbulence notification system 100 receiving an effective turbulence level 710 and generating one or more maps 714 based on the effective turbulence level 710 and trip information 712, according to one embodiment. The map(s) 714 may include the top-down geographic map 300 shown in FIG. 3 and / or the profile maps 202, 400 shown in FIGS. 2 and 4. The trip information 712 may include a scheduled route of a first aircraft on a scheduled trip, at least one flight path of the first aircraft along the scheduled route, a departure time, a planned arrival time, etc. The controller 102 may generate the map(s) 714 to plot the scheduled route of the first aircraft and a graphical indicator representing the determined effective turbulence level 710. The controller 102 may generate the map(s) 714 to plot the graphical indicator at positions along the vertical and horizontal axes of the map(s) 714 that correspond to the geographic location of the turbulence report. The controller 102 may generate the map to distinguish visual characteristics of the graphic indicator corresponding to different valid turbulence levels 710 specific to the first aircraft. For example, a first group of valid turbulence levels 710 representing smooth airflow for the first aircraft may be displayed in a first color on the map(s) 714, and a second group of valid turbulence levels 710 representing moderate turbulence for the first aircraft may be displayed in a second color on the map(s) 714. Light, heavy, and extreme turbulence may be displayed by different colors of the graphic indicator on the map(s) 714.

[0074]

[0083] In one example, map(s) 714 includes a profile map such as that shown in FIGS. 2 and 4. The profile map has a vertical axis representing altitude. Controller 102 generates the profile map to show at least one flight path of the first aircraft along the scheduled route. Airflow report 200 includes the altitude of the reporting aircraft. Controller 102 may generate the profile map by placing a graphical indicator at a position along the vertical axis corresponding to the altitude of the reporting aircraft provided in airflow report 200. In this example, the graphical indicator represents the effective turbulence level 710.

[0075]

[0084] 10 is a flowchart 800 of a method for estimating turbulence that a first aircraft is expected to encounter during flight based on airflow reports from other aircraft, according to one embodiment of the present disclosure. The method may be performed in whole or in part by the controller 102 of the turbulence notification system 100. Optionally, the method may include additional steps not shown in FIG. 10, fewer steps than shown in FIG. 10, and / or different steps than those shown in FIG. 10.

[0076]

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

[0077]

[0086] In step 806, normalized turbulence values ​​704 may be generated based on the reported turbulence level in the airflow reports 200 and the speed, size, and / or weight of the reporting aircraft. In one example, each of the normalized turbulence values ​​704 may be generated by inputting the reported turbulence level and at least one of the speed, size, weight, or identifying characteristics of the reporting aircraft from each of the airflow reports into a normalization algorithm 702 configured to output the normalized turbulence values ​​704. The normalized turbulence values ​​704 may be generated such that all of the normalized turbulence values ​​704 are within a standard range. The normalized turbulence values ​​704 may be generated by comparing (i) at least one of the speed, size, or weight of the reporting aircraft to (ii) at least one baseline value. One normalized turbulence value 704 may be generated by scaling up the severity of a first reported turbulence level by a first reporting aircraft in response to at least one of the speed, size, or weight of the first reporting aircraft being above at least one baseline value. A second normalized turbulence value 704 may be generated by scaling down the severity of a second reported turbulence level by a second reporting aircraft in response to at least one of the speed, size, or weight of the second reporting aircraft being below at least one baseline value.

[0078]

[0087] In step 808, an effective turbulence level 710 specific to the first aircraft is determined based on the normalized turbulence value 704 and the first identifying characteristic of the first aircraft. The effective turbulence level 710 predicts the impact that atmospheric airflow will have on the first aircraft at the geographic location of the airflow report 200.

[0079]

[0088] At step 810, at least one map 714 is generated that plots the first aircraft's scheduled route 302 and a graphical indicator 212 representing the determined effective turbulence level. Each map 714 is generated to plot the graphical indicator at a position along the map's 714 vertical and horizontal axes that corresponds to the geographic location of the airflow report. The map 714 may be a profile map 202, 400. At step 812, the generated at least one map 714 is displayed on the display device 108 for viewing by an operator associated with the first aircraft.

[0080]

[0089] Furthermore, the present disclosure includes embodiments according to the following clauses.

[0081]

[0090] Article 1. acquiring, with a controller having one or more processors, airflow reports generated by a plurality of reporting aircraft while the reporting aircraft are in flight, each of the airflow reports including a geographic location of the respective reporting aircraft generating the airflow report, a reported turbulence level experienced by each of the reporting aircraft that is attributable to atmospheric airflow, and an identification characteristic of each of the reporting aircraft; generating a normalized turbulence value based on the reported turbulence level in the airflow report and at least one of the size of the reporting aircraft or the weight of the reporting aircraft; determining an effective turbulence level specific to the first aircraft based on the normalized turbulence value and a first identifying characteristic of the first aircraft, the effective turbulence level predicting an impact of the atmospheric airflow on the first aircraft at the geographic location of the airflow report; and generating, via the controller, a map plotting a scheduled route of the first aircraft and a graphical indicator representing the determined effective turbulence level, the map being generated to plot the graphical indicator at positions along vertical and horizontal axes of the map corresponding to the geographic locations of the airflow reports.

[0082]

[0091] Article 2. 2. The method of claim 1, wherein each of the airflow reports includes a speed of a respective one of the reporting aircraft, and generating the normalized turbulence value includes generating the normalized turbulence value based on the speed of the reporting aircraft.

[0083]

[0092] Article 3. 3. The method of claim 2, wherein generating the normalized turbulence value includes comparing (i) at least one of the speed, the size, or the weight of the reporting aircraft to (ii) at least one baseline value.

[0084]

[0093] Article 4. 4. The method of any one of clauses 1 to 3, wherein each of the normalized turbulence values ​​is generated by inputting the reported turbulence level from each of the airflow reports and at least one of the size, the weight, or the identification characteristic of each of the reporting aircraft into a normalization algorithm configured to output the normalized turbulence value.

[0085]

[0094] Article 5. 5. The method of any one of clauses 1 to 4, wherein generating the normalized turbulence values ​​includes generating the normalized turbulence values ​​such that all of the normalized turbulence values ​​are within a standard range.

[0086]

[0095] Article 6. 6. The method of any one of clauses 1 to 5, wherein generating the normalized turbulence value includes scaling up a severity of a first reported turbulence level by the first reporting aircraft in response to at least one of the size or the weight of the first reporting aircraft being above at least one baseline value.

[0087]

[0096] Article 7. 7. The method of clause 6, wherein generating the normalized turbulence value includes scaling down a severity of a second reported turbulence level by the second reporting aircraft in response to at least one of the size or the weight of the second reporting aircraft being below the at least one baseline value.

[0088]

[0097] Article 8. The method of any one of clauses 1 to 7, wherein each of the airflow reports includes an altitude of the respective reporting aircraft, the map is a profile map showing at least one flight path of the first aircraft along the scheduled route, the vertical axis representing the altitude, and generating the map includes positioning the graphical indicator at a position along the vertical axis corresponding to the altitude within the airflow report.

[0089]

[0098] Article 9. 9. The method of any one of clauses 1 to 8, further comprising displaying the generated map on a display device for viewing by an operator associated with the first aircraft.

[0090]

[0099] Article 10. 10. The method of any one of clauses 1 to 9, wherein the identifying characteristics of each reporting aircraft include at least one of a unique identifier of the reporting aircraft, a model of the reporting aircraft, the weight of the reporting aircraft, or the size of the reporting aircraft.

[0091]

[0100] Article 11. 11. The method of any one of clauses 1 to 10, further comprising filtering the airflow reports based on the proximity of the geographical locations provided within the airflow reports to the scheduled route of the first aircraft, and generating the map comprises plotting the graphical indicator corresponding to only a subset of the airflow reports having geographical locations within a threshold proximity of the scheduled route.

[0092]

[0101] Article 12. 12. The method of any one of clauses 1 to 11, wherein the controller is onboard the first aircraft, and obtaining the airflow report includes the controller receiving the airflow report from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver onboard the first aircraft, the ADS-B receiver configured to receive the airflow report wirelessly.

[0093]

[0102] Article 13. 1. A turbulence notification system comprising a controller including one or more processors, the controller is configured to obtain airflow reports generated by a plurality of reporting aircraft while the reporting aircraft are in flight, each of the airflow reports including a geographic location of the respective reporting aircraft generating the airflow report, a reported turbulence level experienced by each of the reporting aircraft, the turbulence level being attributable to atmospheric airflow, and an identification characteristic of each of the reporting aircraft; the controller is configured to generate a normalized turbulence value based on the reported turbulence level in the airflow report and at least one of a size of the reporting aircraft or a weight of the reporting aircraft; the controller is configured to determine an effective turbulence level specific to the first aircraft based on the normalized turbulence value and a first identification characteristic of the first aircraft, the effective turbulence level predicting an impact of the atmospheric airflow on the first aircraft at the geographic location of the airflow report; the controller is configured to generate a map plotting a scheduled route of the first aircraft and a graphical indicator representing the determined effective turbulence level, the controller being configured to plot the graphical indicator at a position along a vertical axis and a horizontal axis of the map corresponding to the geographic location of the airflow report.

[0094]

[0103] Article 14. 14. The turbulence notification system of clause 13, further comprising a display device communicatively connected to the controller, the controller configured to display the generated map on the display device for viewing by an operator associated with the first aircraft.

[0095]

[0104] Article 15. 15. The turbulence notification system of claim 13 or 14, further comprising a normalization algorithm, wherein the controller is configured to generate the normalized turbulence values ​​by inputting the reported turbulence level from each of the airflow reports and at least one of the size, the weight, or the identification characteristic of the reporting aircraft into the normalization algorithm, which is configured to output the normalized turbulence values ​​such that all of the normalized turbulence values ​​are within a standard range.

[0096]

[0105] Article 16. 16. The turbulence notification system of any one of clauses 13 to 15, wherein the controller is configured to generate the normalized turbulence value by comparing (i) at least one of the size or the weight of the reporting aircraft with (ii) at least one baseline value.

[0097]

[0106] Article 17. 17. The turbulence notification system of any one of clauses 13 to 16, wherein the controller is configured to generate the normalized turbulence value by scaling up a severity of a first reported turbulence level by a first reporting aircraft in response to at least one of the size or the weight of a first reporting aircraft being above at least one baseline value, and scaling down a severity of a second reported turbulence level by a second reporting aircraft in response to at least one of the size or the weight of a second reporting aircraft being below the at least one baseline value.

[0098]

[0107] Article 18. 18. A turbulence notification system as described in any one of clauses 13 to 17, wherein each of the airflow reports includes an altitude of the respective reporting aircraft, the vertical axis of the map represents the altitude, the controller is configured to generate the map to show at least one flight path of the first aircraft along the scheduled route, and the controller is configured to position the graphic indicator at a position along the vertical axis corresponding to the altitude within the airflow report.

[0099]

[0108] Article 19. 19. The turbulence notification system of any one of clauses 13 to 18, wherein the controller is configured to filter the airflow reports based on the proximity of the geographical locations provided in the airflow reports to the scheduled route of the first aircraft, and the controller is configured to generate the map by plotting only the graphical indicators corresponding to a subset of the airflow reports having geographical locations within a threshold proximity of the scheduled route.

[0100]

[0109] Article 20. 20. The turbulence notification system of any one of clauses 13 to 19, wherein the controller is onboard the first aircraft, and the controller is configured to obtain the airflow reports by receiving the airflow reports from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver onboard the first aircraft, and the ADS-B receiver is configured to receive the airflow reports wirelessly.

[0101]

[0110] For purposes of describing the embodiments of the present disclosure, various spatial and directional terms may be used, such as top, bottom, lower, center, sideways, horizontal, vertical, front, etc., but it should be understood that such terms are used solely with reference to the orientations shown in the drawings. These orientations may be flipped, rotated, or otherwise changed so that top becomes bottom, bottom becomes top, horizontal becomes vertical, etc.

[0102]

[0111] As used herein, a structure, limitation, or element that is "configured to" perform an task or operation is structurally shaped, configured, or adapted specifically to correspond to the task or operation. For clarity and to avoid doubt, an object that can merely be modified to perform a task or operation is not "configured / set up to" perform a task or operation as used herein.

[0103]

[0112] It should be understood that the above description is intended to be illustrative, not limiting. For example, the above-described examples (and / or aspects thereof) can be used in combination with each other. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the various embodiments of the present disclosure without departing from the scope of the present disclosure. While the dimensions and types of materials described herein are intended to define aspects of the various embodiments of the present disclosure, the examples are by no means limiting, but are illustrative examples. Many other examples will be apparent to those skilled in the art upon reviewing the above description. The scope of the various embodiments of the present disclosure should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. In the accompanying claims and the detailed description herein, the words "including" and "in which" are used as the plain English equivalents of the words "comprising" and "wherein," respectively. Furthermore, terms such as "first," "second," and "third" are used merely as labels and are not intended to impose numerical requirements on their objects. Moreover, the limitations of the following claims are not written in means-plus-function form, and are not intended to be construed under 35 U.S.C. §112(f) unless such claim limitations expressly use the phrase "means for," followed by a statement of function lacking further structure.

[0104]

[0113] The description herein uses examples to disclose various embodiments of the present disclosure, including the best mode, and to enable any person skilled in the art to practice various embodiments of the present disclosure, including making and using any device or system and practicing any methods incorporated therein. The patentable scope of various examples of the present disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if the examples have structural elements that do not differ from the literal language of the claims, or if the examples include equivalent structural elements that differ only insignificantly from the literal language of the claims.

Claims

1. acquiring, in a controller (102) having one or more processors (104), airflow reports (200) generated by a plurality of reporting aircraft while the reporting aircraft are in flight, each of the airflow reports (200) including a geographic location of the respective reporting aircraft that generated the airflow report (200), a reported turbulence level experienced by each of the reporting aircraft, the turbulence level being attributable to atmospheric airflow, and an identification characteristic of each of the reporting aircraft; generating a normalized turbulence value (704) based on the reported turbulence level in the airflow report (200) and at least one of the size of the reporting aircraft or the weight of the reporting aircraft; determining an effective turbulence level specific to the first aircraft based on the normalized turbulence value and a first identifying characteristic of the first aircraft, the effective turbulence level predicting an impact of the atmospheric airflow on the first aircraft at the geographic location of the airflow report; and a method (600, 800) including generating, via the controller (102), a map (714) plotting the scheduled route (302) of the first aircraft and a graphical indicator (212, 304, 406) representing the determined effective turbulence level (710), the map (714) being generated to plot the graphical indicator (212, 304, 406) at positions along a vertical axis (206) and a horizontal axis (208) of the map (714) that correspond to the geographic location of the airflow report (200).

2. 2. The method of claim 1, wherein each of the airflow reports includes a speed of a respective one of the reporting aircraft, and wherein generating the normalized turbulence value includes generating the normalized turbulence value based on the speed of the reporting aircraft.

3. 3. The method of claim 2, wherein generating the normalized turbulence value comprises comparing (i) at least one of the speed, the size, or the weight of the reporting aircraft to (ii) at least one baseline value.

4. 2. The method of claim 1, wherein each of the normalized turbulence values ​​is generated by inputting the reported turbulence level from each of the airflow reports and at least one of the size, the weight, or the identifying characteristic of the respective reporting aircraft into a normalization algorithm configured to output the normalized turbulence value.

5. 2. The method of claim 1, wherein generating the normalized turbulence values ​​includes generating the normalized turbulence values ​​such that all of the normalized turbulence values ​​are within a standard range.

6. 10. The method (600, 800) of claim 1, wherein generating the normalized turbulence value (704) includes scaling up a severity of a first reported turbulence level by the first reporting aircraft in response to at least one of the size or the weight of the first reporting aircraft being above at least one baseline value.

7. 10. The method (600, 800) of claim 6, wherein generating the normalized turbulence value (704) includes scaling down a severity of a second reported turbulence level by the second reporting aircraft in response to at least one of the size or the weight of the second reporting aircraft being below the at least one baseline value.

8. 2. The method of claim 1, wherein each of the airflow reports includes an altitude of a respective one of the reporting aircraft, the map is a profile map illustrating at least one flight path of the first aircraft along the scheduled route, the vertical axis representing the altitude, and generating the map includes positioning the graphical indicator at a position along the vertical axis corresponding to the altitude within the airflow report.

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

10. 2. The method (600, 800) of claim 1, wherein the identifying characteristics of each reporting aircraft include at least one of a unique identifier of the reporting aircraft, a model of the reporting aircraft, the weight of the reporting aircraft, or the size of the reporting aircraft.

11. 2. The method of claim 1, further comprising filtering the airflow reports based on proximity of the geographic locations provided in the airflow reports to the scheduled route of the first aircraft, and wherein generating the map comprises plotting the graphical indicators corresponding to only a subset of the airflow reports having geographic locations within a threshold proximity of the scheduled route.

12. 2. The method of claim 1, wherein the controller is onboard the first aircraft, and obtaining the airflow report includes the controller receiving the airflow report from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver onboard the first aircraft, the ADS-B receiver configured to wirelessly receive the airflow report.

13. A turbulence notification system (100) comprising a controller (102) including one or more processors (104), the controller (102) is configured to obtain airflow reports (200) generated by a plurality of reporting aircraft while the reporting aircraft are in flight, each of the airflow reports (200) including a geographic location of the respective reporting aircraft that generated the airflow report (200), a reported turbulence level experienced by each of the reporting aircraft, the turbulence level being attributable to atmospheric airflow, and an identification characteristic of each of the reporting aircraft; the controller (102) is configured to generate a normalized turbulence value (704) based on the reported turbulence level in the airflow report (200) and at least one of a size of the reporting aircraft or a weight of the reporting aircraft; the controller (102) is configured to determine an effective turbulence level (710) specific to the first aircraft based on the normalized turbulence value (704) and a first identification characteristic of the first aircraft, the effective turbulence level (710) predicting an impact of the atmospheric airflow on the first aircraft at the geographic location of the airflow report (200); the controller (102) is configured to generate a map (714) that plots the scheduled route (302) of the first aircraft and a graphical indicator (212, 304, 406) that represents the determined effective turbulence level (710), and the controller (102) is configured to plot the graphical indicator (212, 304, 406) at a position along a vertical axis (206) and a horizontal axis (208) of the map (714) that corresponds to the geographic location of the airflow report (200).

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

15. 14. The turbulence notification system of claim 13, further comprising a normalization algorithm, wherein the controller is configured to generate the normalized turbulence values ​​by inputting the reported turbulence level from each of the airflow reports and at least one of the size, the weight, or the identification characteristic of the reporting aircraft into the normalization algorithm, configured to output the normalized turbulence values ​​such that all of the normalized turbulence values ​​are within a standard range.

16. 14. The turbulence notification system of claim 13, wherein the controller is configured to generate the normalized turbulence value by comparing (i) at least one of the size or the weight of the reporting aircraft to (ii) at least one baseline value.

17. 14. The turbulence notification system of claim 13, wherein the controller is configured to generate the normalized turbulence value by scaling up a severity of a first reported turbulence level by a first one of the reporting aircraft in response to at least one of the size or the weight of the first reporting aircraft being above at least one baseline value, and scaling down a severity of a second reported turbulence level by the second reporting aircraft in response to at least one of the size or the weight of a second reporting aircraft being below the at least one baseline value.

18. 14. The turbulence notification system of claim 13, wherein each of the airflow reports includes an altitude of the respective reporting aircraft, the vertical axis of the map represents the altitude, the controller is configured to generate the map to show at least one flight path of the first aircraft along the scheduled route, and the controller is configured to position the graphical indicator at a position along the vertical axis that corresponds to the altitude within the airflow report.

19. 14. The turbulence notification system of claim 13, wherein the controller is configured to filter the airflow reports based on proximity of the geographic locations provided in the airflow reports to the scheduled route of the first aircraft, and wherein the controller is configured to generate the map by plotting only the graphical indicators corresponding to a subset of the airflow reports having geographic locations within a threshold proximity of the scheduled route.

20. 14. The turbulence notification system of claim 13, wherein the controller is onboard the first aircraft, and the controller is configured to obtain the airflow reports by receiving the airflow reports from an Automatic Dependent Surveillance-Broadcast (ADS-B) receiver onboard the first aircraft, the ADS-B receiver being configured to receive the airflow reports wirelessly.

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