[0001]The inventive concepts disclosed herein relate generally to the field of cockpit alerting and awareness systems. More particularly, embodiments of the inventive concepts disclosed herein relate to alerting and awareness systems that provide hapiic feedback indications regarding aircraft critical functions to aircraft operators.
[0002]Commercial aviation and military pilots face many challenges in the cockpit. Modern aviation cockpits present operators, such as pilots and copilots, with an abundance of information, which operators must monitor and respond appropriately to pilot the aircraft. In order to assist operators in managing flight critical information, avionics systems provide primarily visual and/or auditory alerts to stimulate operator responses. However, due to the highly complex environments and abundance of information presented, visual and auditory channels of operators are often overloaded.
[0003] Research has shown that eye movement is relatively slower than physical movement with respect to response time. Tactile alerting can be used to provide alternative and more impactful methods of alerting a pilot to provide awareness or to stimulate a response.
SUMMARY
[0004] In one aspect, the inventive concepts disclosed herein are directed to a system. The system includes a flight control, a haptic feedback device, and at least one processor coupled

with a non-transitory processor-readable medium storing processor-executable code. The flight control is configured to be manipulated by an operator of an aircraft. The non-transitory processor-readable medium stores processor-executable code for causing the at least one processor to interpret a sensor input received from a sensor positioned on the aircraft to determine a condition of the aircraft or mission and a desired control input based on the condition, and cause the haptic feedback device to provide a haptic indicator regarding the desired control input to the flight control. A characteristic of the haptic indicator is configured to identify' a specific desired control input from a plurality of possible desired control inputs that the operator should perform.
{0005] Jn a further aspect, the inventive concepts disclosed herein are directed to a method. The method includes interpreting a sensor input received from a sensor positioned on an aircraft to determine a condition of the aircraft and a desired control input based on the condition, and causing a haptic feedback device to provide a haptic indicator regarding the desired control input to a flight control to be manipulated by an operator of the aircraft. A characteristic of the haptic indicator identifies a specific desired control input from a plurality of possible desired control inputs that the operator should perform.
[0006] In a further aspect, the inventive concepts disclosed herein are directed to a system. The system includes at least one processor coupled with a non-transitory processor-readable medium storing processor-executable code for causing the at least one processor to interpret a sensor input received from a sensor positioned on an aircraft to determine a condition of the aircraft and a desired control input based on the condition, and cause a haptic feedback device to

provide a haptic indicator regarding the desired control input to a flight control configured to be manipulated by an operator of the aircraft. A characteristic of the haptic indicator is configured to identify a specific desired control input from a plurality of possible desired control inputs that the operator should perform.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] Implementations of the inventive concepts disclosed herein may be better understood when consideration is given to the following detailed description thereof. Such description makes reference to the included drawings, which are not necessarily to scale, and in which some features may be exaggerated and some features may be omitted or may be represented schematically in the interest of clarity. Like reference numerals in the drawings may represent and refer to the same or similar element, feature, or function. In the drawings:
[0008] FIG. 1 is a schematic illustration of an exemplary embodiment of a control center of an aircraft according to the inventive concepts disclosed herein;
[0009] FIG. 2 is a detailed schematic illustration of a flight control according to the inventive concepts disclosed herein;
[0010] FIG. 3 is a block diagram of an aircraft haptic feedback indicator system according to the inventive concepts disclosed herein;
[0011] FIG. 4 is a block diagram of the controller of the aircraft haptic feedback indicator system of FIG. 3;

[0012] FIG. 5 is a block diagram of another exemplary flight control of FIG. 2; and
[0013] FIG. 6 is a diagram of an exemplary embodiment of a method of providing haptic feedback based on a condition of an aircraft according to the inventive concepts disclosed herein.
DETAILED DESCRIPTION
[0014] Before explaining at least one embodiment of the inventive concepts disclosed herein in detail, it is to be understood that the inventive concepts are not limited in their application to the details of construction and the arrangement of the components or steps or methodologies set forth in the following description or illustrated in the drawings. In the following detailed description of embodiments of the instant inventive concepts, numerous specific details are set forth in order to provide a more thorough understanding of the inventive concepts. However, it will be apparent to one of ordinary skill in the art having the benefit of the instant disclosure that the inventive concepts disclosed herein may be practiced without these specific details. In other instances, well-known features may not be described in detail to avoid unnecessarily complicating the instant disclosure. The inventive concepts disclosed herein are capable of other embodiments or of being practiced or carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting.
[0015] As used herein a letter following a reference numeral is intended to reference an embodiment of the feature or element that may be similar, but not necessarily identical, to a previously described element or feature bearing the same reference numeral (e.g., 1, la, lb).

Such shorthand notations are used for purposes of convenience only, and should not be construed to limit the inventive concepts disclosed herein in any way unless expressly stated to the contrary.
[0016] Further, unless expressly stated to the contrary, "or" refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).
[0017] In addition, use of the "a" or "an" are employed to describe elements and components of embodiments of the instant inventive concepts. This is done merely for convenience and to give a general sense of the inventive concepts, and "a" and "an" are intended to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise.
[0018] Finally, as used herein any reference to "one embodiment" or "some embodiments" means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the inventive concepts disclosed herein. The appearances of the phrase "in some embodiments" in various places in the specification are not-necessarily all referring to the same embodiment, and embodiments of the inventive concepts disclosed may include one or more of the features expressly described or inherently present herein, or any combination or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.

Atty. Dkt.No.: I8CR042 (04714M3I8)
[0019] Broadly, embodiments of the inventive concepts disclosed herein are directed to systems and methods for providing haptic alerts regarding critical functions and phases of flight. The inventive concepts disclosed herein can be utilized in a number of control systems for various types of applications, sensing systems, and display systems. While the present disclosure describes systems and methods implcmcntable in a cockpit of an aircraft, the inventive concepts disclosed herein may be used in any type of environment (e.g., in another aircraft, a spacecraft, a ground-based vehicle, or in a non-vehicle application such as a ground-based display system, an air traffic control system, a radar system, a virtual display system). While certain examples and embodiments of the inventive concepts disclosed herein are described with respect to a pilot of an aircraft, it will be appreciated that users other than a pilot may use and benefit from the inventive concepts disclosedherein with respect to other vehicles, systems, and objects.
[0020] Referring now to FIG. I, a schematic illustration of an exemplary embodiment of a control center 100 of an aircraft is shown according to the inventive concepts disclosed herein. The aircraft control center 100 (or "cockpit") includes one or more flight displays 102, one or more user interface (UI) elements 104, and one or more flight controls 106. The flight displays 102 maybe implemented using any of a variety of display technologies, including CRT, LCD, organic LED, dot matrix'display, and others. The flight displays 102 may be navigation (NAV) displays, primary flight displays, electronic flight bag displays, tablets such as iPad® computers manufactured by Apple, Inc. or tablet computers, synthetic vision system displays, head up displays (HUDs) with or without a projector, wearable displays, watches, Google Glass® and so on. The flight displays 102 may be used to provide information to the flight crew, thereby

increasing the flight crew's visual range and enhancing their decision-making abilities. The flight displays 102 may be configured to function as, for example, a primary flight display (PFD) used to display altitude, airspeed, vertical speed, navigation and traffic collision avoidance system (TCAS) advisories; a crew alert system (CAS) configured to provide alerts to the flight crew; a multi-function display used to display navigation maps, weather radar, electronic charts, TCAS traffic, aircraft maintenance data and electronic checklists, manuals, and procedures; an engine indicating and crew-alerting system (EICAS) display used to display critical engine and system status data, and so on. Other types and functions of the flight displays 102 are contemplated and will be apparent to those skilled in the art. According to various exemplary embodiments of the inventive concepts disclosed herein, at least one of the flight displays 102 may be configured to provide a rendered display from the systems and methods described herein.
[0021] In some embodiments, the flight displays 102 provide an output from an aircraft-based system, a ground-based system, a satellite-based system, or from a system of another aircraft. In some embodiments, the flight displays 102 provide an output from an aircraft-based weather radar system, LIDAR system, infrared system, or other system on the aircraft. For example, the flight displays 102 may include an avionics display, a joint display, an air traffic display, a weather radar map, and a terrain display. The flight displays 102 include an electronic display or a synthetic vision system (SVS). For example, the flight displays 102 may include a display configured to display a two-dimensional (2-D) image, a three-dimensional (3-D) perspective image, or a four-dimensional (4-D) display. Other views of air traffic information, terrain, and/or weather information may also be provided (e.g., plan view, horizontal view, and vertical view).

The views shown on the flight displays 102 may include monochrome or color graphical representations of the displayed information. Graphical representations of the displayed information may include an indication of altitude of other aircraft, weather conditions, or terrain, or the altitude and/or location of such information relative to the aircraft.
[0022] The UI elements 104 may include, for example, dials, switches, buttons, touch screens, keyboards, a mouse, joysticks, cursor control devices (CCDs) or other multi-function key pads certified for use with avionics systems. The UI elements 104 may be configured to, for example, enable an aircraft crew member to interact with various avionics applications and perform functions such as data entry, manipulation of navigational maps, and moving among and selecting checklist items. For example, the UI elements 104 may be used to adjust features of the flight displays 102, such as contrast, brightness, width, and length. The UI elements 104 may also (or alternatively) be used by an aircraft crew member to interface with or manipulate the displays of the flight displays 102. For example, the UI elements 104 may be used by aircraft crew member to adjust the brightness, contrast, and information displayed on the flight displays 102. The UI elements 104 may additionally be used to acknowledge or dismiss an indicator provided by the flight displays 102. Further, the UI elements 104 may be used to correct errors on the flight displays 102. Other UI elements 104, such as indicator lights, displays, display elements, and audio alerting devices, may be configured to warn of potentially threatening conditions such as severe weather, terrain, and obstacles.
[0023] The flight control 106 can be any type of instrument or mechanism (e.g., a yoke, center stick, side stick, cyclic, collective, rudder pedals, throttle) used to control a functionality of the

aircraft. For example, the flight control 106 can be configured to control the basic maneuvering of the aircraft in terms of pitch and roll. In some embodiments, the flight control 106 can be configured to control additional functionalities or systems of the aircraft beyond the pitch and roll, such as an autopilot control (e.g., autopilot disengage), or in the case of a military aircraft, weapons and targeting systems.
[0024] While shown in FIG. I as a yoke, it will be appreciated that the flight control 106 can be a lever, throttle, knob, or any other mechanical or electrical component of the aircraft that a pilot or copilot can interact with. For example, the flight control 106 can be or include a side stick, cyclic, collective, rudder pedals, and throttle, among other types of or features of flight controls. As shown in FIG. 1, the flight control 106 includes a column 108, though it will be appreciated that a column 108 is not necessary for all embodiments (e.g., in the case of the flight control 106 being a center stick or side stick). The column 108 is configured to translate movement of the flight control 106 to control the pitch and roll of the aircraft such that when the flight control 106 is pulled back the nose of the aircraft rises, and when the flight control 106 is pushed forward the nose of the aircraft is lowered. In some embodiments, the column 108 includes or is coupled with a mechanical device configured to rapidly vibrate the column 108 and flight control 106 (e.g., to wan the pilot of an imminent stall).
[0025] Referring now to FIG. 2, a detailed schematic illustration of the flight control 106 is shown according to the inventive concepts disclosed herein. The flight control 106 includes a plurality of buttons 110, a primary flight control display 112, a secondary flight control display 114, apluiality of hand interface areas 116, and a plurality of haptic feedback devices 118. It will

Atty. Dkt.No.: I8CR042 (047141-1318)
be appreciated that any number (0 — infinity) of buttons 110, flight control displays 112, 114, hand interface areas 116, and haptic feedback devices 118 can be part of the flight control 106, and the number and arrangement of these components may vary depending on whether the flight control 106 is a yoke, center stick, collective, cyclic, rudder pedals, or side slick.
[0026] As shown in FIG. 2, the flight control 106 is a two-handed control, though as discussed above with respect to FIG. I, the flight control 106 can also be a one-handed control or any control device the pilot can manipulate with his or her body. For example, the flight control 106 can be a yoke, a center stick positioned in the center of the cockpit between the pilot's legs, or a side stick positioned to the left or right of the pilot and copilot and configured to be operated with one hand. In another example, the flight control 106 could be or include rudder pedals or toe brakes which are operated with one or more foot of the pilot.
[0027] The plurality of buttons 110 can be a number of electrical control switches within easy finger reach of the operator of the aircraft. The buttons 110 can be arranged to reduce the workload of the operator by being configured to carry out any aircraft function, including ftinctions relating to maneuvering the aircraft. For example, the buttons 110 can be configured to control an autopilot function, a targeting system, and a weapons system.
[0028] The primary flight control display 112 and the secondary flight control display 114 can be or include the flight displays 102 and can include any information capable of being displayed by the flight displays 102. In some embodiments, the primary flight control display and the secondary flight control display 114 are configured to display a subset of the information
-ll-
4811-2134-3066

ii

Atty. Dkt.No.: 18CR042 (047141-1318)
displayed on one of the flight displays 102 (e.g., such as an airspeed of the aircraft, an altitude, a heading).
[0029] The plurality of hand interface areas 116 are areas of the flight control 106 configured to be held by the pilot or copilot of the aircraft when manipulating the flight control 106. In some embodiments, the hand interface areas 116 are formed to facilitate gripping. For example, the hand interface areas 116 can be ergonomically designed for gripping by various sizes of hands.
[0030] The plurality of haptic feedback devices 118 are configured to apply forces, vibrations, or motions to the pilot or copilot through the control devices 116. As shown in FIG. 2, the haptic feedback devices 118 are shown are being located within the hand interface areas 116, though it will be appreciated that the haptic feedback devices 118 can be located anywhere on the flight control 106 or the column 108 so long as the haptic feedback devices 118 are able to apply forces, vibrations, or motions to the controller. In some embodiments, the haptic feedback devices 118 apply forces, vibrations, or motions to the hand interface areas 116 or other areas of the controller. For example, haptic feedback can be provided through the entire flight control 106 or other areas of the flight control that do not include the hand interface areas 116, such as through a shaft of the flight control 106 and foot pedals of the flight control 106. The haptic feedback devices 118 can apply the forces, vibration, or motions in various patterns based on an input from another system component, such as a controller, processor, or processing circuit. For example, the haptic feedback devices 118 can be configured to provide a haptic indication to a pilot in the form of vibrations to make the pilot more conscious of when the pilot should take a
-12-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
specific action (e.g., when the pilot has to pull the flight control 106 during a take-off or landing procedure).
[0031] The haptic feedback devices 118 can include or be any type of device configured to apply the forces, vibrations, or motions. For example, the haptic feedback devices 118 can include motors built into the flight control 106 to drive forces and vibrations of various amplitudes and frequencies. In another example, the haptic feedback devices 118 can include a microcontroller used to drive vibrating motors embedded within the flight control 106 near the hand interface areas 116 to provide direct haptic feedback. In another example, the haptic feedback devices 118 can include or be an eccentric rotating mass actuator that includes an unbalanced weight attached to a motor shaft that causes shaking due to the spinning of the irregular mass of the unbalanced weight. In another example, the haptic feedback devices 118 can include or be a linear resonant actuator that moves a mass in a reciprocal manner using a magnetic voice coil. In another example, the haptic feedback devices 118 can include or be piezoelectric actuators and a force feedback device.
[0032] Referring now to FIG. 3, a block diagram of an aircraft haptic feedback indicator system 120 is shown according to the inventive concepts disclosed herein. The aircraft haptic feedback indicator system 120 includes the flight displays 102, the UI elements 104, the flight control 106, a controller 122, a flight monitoring system 124, a plurality of sensors 126, and a communication system 130. The aircraft haptic feedback indicator system 120 can include other systems and components for general aircraft operation, such as a weather radar system.
-13-
4811-2134-3066

Atty.Dkt.No.: I8CR042 (047141-1318)
[0033] The controller 122 is configured to send data to and receive data from, or otherwise facilitate electronic data communications with, the other systems of the aircraft haptic feedback indicator system 120 or with the external systems 132, such as other aircraft, satellite-based systems, or ground-based systems. The controller 122 can interface with an aircraft control system, aircraft monitoring system, or other such system. The controller 122 can be configured to generally receive input from the various other systems, interpret the inputs to determine a condition of the aircraft and a desired control input based on the condition, and communicate with the haptic feedback devices 118 of the flight control 106 to cause the haptic feedback devices 118 to provide a haptic indicator regarding the desired control input. In some embodiments, the desired control input is a critical control input (e.g., an input that is critical to the performance of the aircraft, such as an input that is necessary to make a particular maneuver or to keep the aircraft in a flight envelope). The structure of the controller 122 is shown in greater detail in FIG. 4 and the activities of the controller 122 are explained in greater detail with respect to FIG. 4. In various embodiments, the controller 122 can be configured to perform any of the actions described herein using any of the various other systems of the aircraft haptic feedback indicator system 120 as described herein.
[0034] The plurality of sensors 126 can include, for example, one or more aircraft speed sensors (e.g., an airspeed sensor, a ground speed sensor), altitude sensors, fuel sensors, location tracking sensors (e.g., GPS), optical systems (e.g., camera system, infrared system), weather sensors (e.g., lightning sensors, turbulence sensors, pressure sensors, winds at altitude sensors), or any other aircraft sensors or sensing systems that may be used to monitor the performance of
-14-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
the aircraft or weather local to or remote from the aircraft. The plurality of sensors 126 may include one or more sensors configured to acquire data indicative of an indicated airspeed, a true airspeed, a ground speed, an angle of attack, a pitch angle, rotation speed, flare speed, and stall speed, among other aircraft operating characteristics. The sensors may be located in various positions on the aircraft, and a single sensor may be configured to acquire more than one type of sensor data. Data from the sensors 126 is provided to the controller 122 for further processing, display, and control of the haptic feedback devices 118 of the flight controls 106 as described herein. The sensors 126 could also include off board sensors that transmit information to the aircraft. For example, the sensors 126 can include or be configured to receive a sensor feed from an off board sensor (e.g., a sensor of another aircraft or a ground sensor) that can detect an enemy at the aircraft's nine o'clock position. In such an example, the aircraft could then receive this information and provide a haptic alert to the pilot indicating that there is an enemy at the nine o'clock position and prompt him or her to turn away from the enemy to take another action to reduce the enemy threat.
[0035] The flight monitoring system 124 may be or include at least one of a GPS, a Global Navigation Satellite System (GNSS), an altitude heading and reference system (AHRS), and an inertial reference system (IRS). The flight monitoring system 124 is configured to acquire flight data indicative of at least one flight characteristic of the aircraft. The flight characteristics may include, for example, a ground speed, a vertical speed, a pitch angle, or an altitude of the aircraft. Data from the flight monitoring system 124 is provided to the controller 122 for determining an
-I5-
4811-2134 3066

Atty. Dkt.No.: 18CR042 (047141-1318)
impact of the flight characteristics on the aircraft during a flight event (e.g., landing or landing approach, takeoff).
[0036] The communication system 130 facilitates communications between the aircraft haptic feedback indicator system 120 and external systems 132 (e.g., a satellite system, other aircraft, a terrestrial station, or other air, space, or ground-based system). For example, the communication system 130 can send data to and receive data from external ground-based weather supplier systems and ground-based air traffic control systems. The communication system 130 can communicate with the external systems 132 using any type of communication protocol or network (e.g., via a mobile network, via one or more bi-directional or uni-directional communication channels) and can include any type of wired or wireless interface for facilitating the communication. It should be understood that the information received by the controller 122 as described in the present disclosure can come from any internal or external source.
[0037} Referring now to FIG. 4, a block diagram of the controller 122 of the aircraft haptic feedback indicator system 120 of FIG. 3 is shown according to the inventive concepts disclosed herein. The controller 122 includes a processor 134, a memory 136, a communications interface 138, and a haptic feedback system 140. The communications interface 138 is configured to facilitate communications between the controller 122 and the other components and systems of the aircraft haptic feedback indicator system 120. While the controller 122 is shown as including the processor 134 and the memory 136, it will be appreciated that the controller 122 does not necessarily require the processor 134 and the memory 136 and can include other components for carrying out the function described herein with respect to the controller 122.
-16-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
[0038] The processor 134 can be implemented as a general or specific purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a group of processing components, or other suitable electronic processing components. The memory 136 is one or more devices (e.g., RAM, ROM, flash memory, hard disk storage) for storing data and computer code for completing and facilitating the various user or client processes, layers, and modules described in the present disclosure. The memory 136 can be or include volatile memory or non-volatile memory and can include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures of the inventive concepts disclosed herein. The memory 136 is communicably connected to the processor 134 and includes computer code or instruction modules for executing one or more processes described herein.
[0039] The memory 136 includes one or more memory devices for storing instructions that are executable by the processor 134 to carry out the functions of the aircraft haptic feedback indicator system 120. The memory 136 (e.g., RAM, ROM, Flash Memory, hard disk storage) can store various data and/or computer code for facilitating the various processes described herein. The memory 136 can be communicably connected to the processor 134 to provide computer code or instructions to the processor 134 for executing at least some of the processes described herein. Moreover, the memory 136 can be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory 136 can include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.
-17-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-!318)
[0040] The haptic feedback system 140 includes an aircraft parameter analysis circuit 142 and a haptic feedback circuit 144. In some embodiments, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 are embodied as machine or computer-readable media that is executable by a processor, such as the processor 134. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable generation of past and projected path depictions and an approach volume of an aircraft. For example, the machine-readable media can provide an instruction (e.g., a command) to acquire data. In this regard, the machine-readable media can include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media can include code, which can be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the "C" progi'amming language or similar programming languages. The computer readable program code can be executed on one processor or multiple remote processors. In the latter scenario, the remote processors can be connected to each other through any type of network (e.g., CAN bus).
[0041] In another configuration, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 are embodied as hardware units, such as electronic control units. As such, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits,
-18-
4811-2134-3066

Atty. Dkt. No.: 18CR042 (047141-1318)
system on a chip (SOCs) circuits, microcontrollers), telecommunication circuits, hybrid circuits, and any other type of "circuit." In.this regard, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein can include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can include one or more memory devices for storing instructions that are executable by the processor(s) of the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144. The one or more memory devices and processor(s) can have the same definition as provided herein with respect to the memory 136 and the processor 134. In some hardware unit configurations, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can be physically located in separate locations in the aircraft haptic feedback indicator system 120. Alternatively, and as shown, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can be embodied in or within a single unit/housing, which is shown as the haptic feedback system 140 of the controller 122. In some embodiments, the aircraft parameter analysis circuit 142 and the haptic feedback circuit 144 can be a hybrid of any device disclosed herein, such as a specific purpose processor or task execution unit (e.g., configured to execute a micro node) with additional circuity specifically configured to execute bandwidth calculations, frame analysis, or routing determinations.
-19-
4811-2134-3066

Ally. Dkt.No.: 18CR042 (047141-1318)
[0042] The aircraft parameter analysis circuit 142 is configured to receive sensor inputs from the sensors 126, interpret the sensor inputs, and determine a condition of the aircraft and a desired control input based on the condition.
[0043] The desired control input is an input that the operator of the aircraft must make as part of an aircraft maneuver (e.g., pulling up on the flight control 106 at the right moment during a take-off procedure, pushing the flight control 106 down to avoid a stall) or an input the operator must provide to achieve a mission objective (e.g., the desired control input may be related to managing or directing aircraft in the own ship fleet). The desired control input includes a maneuver component and/or a timing component, where the timing component indicates when the maneuver component should or must be made by the operator of the aircraft. For example, during a takeoff procedure, the aircraft parameter analysis circuit 142 senses the critical rotation speed of the aircraft during a takeoff procedure and provides the critical rotation speed to the haptic feedback circuit 144.
[0044] The haptic feedback circuit 144 is configured to control the haptic feedback devices 118. For example, the haptic feedback circuit 144 is configured to cause the haptic feedback devices 118 to provide a haptic indicator regarding the desired control input to the hand interface area 116. In some embodiments, a characteristic of the haptic indicator is configured to increase over the length of the hand interface area 116. The haptic feedback circuit 144 can be configured to control haptic feedback devices located in other components of an aircraft besides the flight control 106, such as in in the steering wheel of a vehicle, or in other devices that interface with an operator of an aircraft or vehicle, such as seats or wearable devices.
-20-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
[0045] In some embodiments, the haptic feedback circuit 144 is configured to control the haptic feedback devices 118 to provide a discrete haptic feedback profile to alert the operator of the aircraft of different situations and conditions. The discrete haptic feedback profile can be in the form of specific rhythmic vibrations for specific situations and conditions. For example, the haptic feedback can be provided to serve as an alert or warning the operator of the aircraft of flight critical parameters. The haptic feedback is configured to improve interaction of the operator with the cockpit 100 generally, 100 when the operator is handing critical flight phases, such as a takeoff or landing process, or mission objectives.
[0046] The haptic feedback circuit 144 is configured to provide a discrete haptic feedback profile based on a specific condition or situation of the aircraft to indicate to the operator a desired control input and a time to make the desired control input. For example, the haptic feedback circuit 144 can cause the haptic feedback devices 118 to provide distinct vibratory patterns that are unique in at least one of frequency and/or amplitude. The vibratory patterns can relate to flight envelope limitations or to desired control inputs.
[0047] The various haptic feedback profiles can have unique rhythmic vibrations so that operators can easily distinguish between what flight envelope limitation is being reached or what desired control input is needed based on the vibration pattern. For example, a rotation speed haptic feedback profile indicates when the aircraft reaches the critical rotation speed on takeoff and that the pilot should pull back on the flight control 106 for takeoff. In another example, a flare start point haptic feedback profile indicates a point where the operator should slightly pull the flight control 106 to make the aircraft align with the runway and to ensure that main landing
-21-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
gear of the aircraft touches down on the runway first before any other landing gear. The flare starting point haptic feedback profile can include a vibration pattern designed to indicate to the operator when to slightly pull the flight control 106 to start the flare phase.
[0048] In another example, a stall speed haptic feedback profile indicates that the aircraft is reaching or has already reached a stall speed. In another example, an overspeed haptic feedback profile indicates that the aircraft is cruising faster than the maximum structural speed for the specific aircraft. In another example, an overbank haptic feedback profile indicates that the aircraft is in a steeper roil than the flight envelope for the specific aircraft permits.
[0049] In another example, an autopilot engage/disengage haptic feedback profile indicates that an autopilot feature has engaged or has been disengaged. The autopilot engage/disengage haptic feedback profile can also indicate whether the aircraft operator has overridden an autopilot control or if the autopilot has taken over control from the operator. The autopilot engage/disengage haptic feedback profile can be a sharp jolt in the flight control 106.
[0050] In another example, a reverse feedback haptic feedback profile indicates to a first operator of the aircraft that a second operator of the aircraft has entered an input (e.g., moving a flight control of the second operator, selecting a button 110 on the flight control of the second operator). In other words, the flight control of the pilot and the flight control of the copilot are linked such that the copilot will feel a force input in the flight control of the copilot based on the control inputs made by the pilot on the flight control of the pilot, and vice-versa. For example, if the copilot provides an input to the flight controls of the copilot to pitch down while the pilot is
-22-
4811-2134-3066

Atty. Dkt.No.: I8CR042 (047141-1318)
providing input with the flight control of the pilot to pitch up, each of the copilot and the pilot will feel a reverse force feedback to indicate that they are providing opposing inputs of their counterpart.
[0051] The haptic feedback circuit 144 is configured to dynamically change a characteristic of the haptic indicator as the haptic feedback indicator is being provided. For example, haptic feedback can be provided in an increasing pattern over the length of flight control 106 to correspond with a critical rotation speed and start rotation such that the operator of the aircraft can sense the critical rotation speed and start rotation. The haptic feedback circuit 144 is configured to change other characteristics of the haptic indicator, such as by providing haptic feedback pulses, different vibration patterns. The characteristics can be unique for the situation and configured to provide the operator an understanding of the state of the aircraft or mission context.
[0052] Some examples of the haptic feedback characteristic can include shaking a control column of the flight control 106 (e.g., low frequency and high amplitude vibrations indicating a stall situation). The haptic feedback characteristic can be an overspeed indicator (e.g., high frequency and low amplitude), a rumble strip indicator, a reverse feedback indicator (e.g., linking a flight control of a pilot and a flight control of a co-pilot so each other feels the action being taken on the other's controller), a rotation speed indicator (e.g., low frequency so duration between pulses is long). In some embodiments, the haptic feedback characteristic can include multiple kinds of feedback types together.
-23-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
[0053] In some embodiments, the haptic feedback characteristic is based on an urgency of the situation of the aircraft. For example, the haptic feedback can be modified to coordinate the frequency of the vibrations or pulses with the urgency such that the mote urgent the situation becomes (e.g., due to the operator not taking an appropriate action), the frequency used for the vibrations or pulses also is higher. The amplitude (e.g., intensity) of the feedback can also be increased or modified based on the urgency of the situation in a similar way. In another embodiment, the frequency and amplitude can be coordinated based on the urgency of the situation such that both increase as the urgency of the situation increases.
[0054] Referring now to FIG. 5, a block diagram of another exemplary flight control 106 of FIG. 2 is shown according to an example embodiment. The flight control 106 is shown to include a hand placement sensor 146. In some embodiments, the hand placement sensor 146 is configured to acquire sensor data indicative of where the operator has placed their hands on the hand interface areas 116 of the fl ight control 106. The haptic feedback circuit 144 is configured to use the sensor data to focus vibrations on parts of the hand interface areas 116 where the operator has placed their hands or near where the operator has placed their hands to ensure the haptic feedback is appropriately provided to the operator. The hand placement sensors 146 are shown as being witHin'the hand interface areas 116 of the flight control 106, though it will be appreciated that the hand placement sensors 146 can be located anywhere on the flight control 106 or elsewhere in an environment of the flight control 106 (e.g., a ceiling or wall of a cockpit, on another component located in the cockpit, worn by the operator, part of a head-mounted display).
-24-
4811-2134-3066

AUy.Dkt.No.: 18CR042 (047141-1318)
[0055] Referring now to FIG. 6, an exemplary embodiment of a method according to the . inventive concepts disclosed herein may include one or more of the following steps.
[0056] A step (602) may include interpreting a sensor input received from a sensor. The sensor can be positioned on an aircraft or transmitted from an off board sensor to the aircraft. 1 he sensor can acquire aircraft operational data and environmental data regarding the operational environment of the aircraft. For example, the sensor can include one or more sensors for acquiring data indicative of an indicated airspeed, a true airspeed, a ground speed, an angle of attack, a pitch angle, rotation speed, flare speed, and stall speed, among other aircraft operating characteristics. In another example, the sensor can include one or more sensors for acquiring altitude of the aircraft, location of the aircraft, and a weather condition (e.g., lighting, turbulence, pressure, winds at altitude). Interpreting the sensor input can be for purposes of determining a condition of the aircraft and a desired control input based on the condition.
[0057] A step (604) may include determining a condition of the aircraft or mission. For example, based on the sensor input, the determined condition of the aircraft may be that the aircraft reaches a critical rotation speed, the aircraft is at a flare start point, that the aircraft is reaching or has already reached a stall speed, and that the aircraft is in a steeper roll than a flight envelope for the specific aircraft permits. Other determinations are possible based on interpreting the sensor input. In some embodiments, some sensor inputs can be related to how other aircraft in a fleet are performing and the desired control input can be related to managing or directing the other aircraft based on a condition of a mission.
-25-
4811-2134-3066

Atty. Dkt.No.: 18CR042 (047141-1318)
[0058] A step (606) may include determining a desired control input based on the determined condition of the aircraft. The determined desired control input is from a plurality of possible desired control inputs that the operator should perform based on the condition of the aircraft. The desired control input includes at least one of a maneuver component and a timing component (e.g., a type of input such as pulling back or pushing down on the flight control 106, and when the operator should provide the input). For example, the determined condition of the aircraft may be that the aircraft is about to enter a stall situation. In this example, the determined desired control input would be for the operator to push the flight control 106 forward so that the aircraft is directed at an angle that will not stall the aircraft.
[0059] A step (608) may include causing a haptic feedback device to provide a haptic indicator regarding the desired control input. The haptic indicator is provided to the flight control 106. A characteristic of the haptic indicator identifies a specific desired control input from a plurality of possible desired control inputs that the operator should perform. Accordingly, the haptic indicator provides a discrete haptic feedback profile based on a specific condition or situation of the aircraft to indicate to the operator a desired control input and a time to make the desired control input. The various haptic feedback profiles can have unique rhythmic vibrations so that operators can easily distinguish between what action is required based on the vibration pattern.
[0060] As will be appreciated from the above, systems and methods for providing haptic alerts regarding critical functions and phases of flight according to embodiments of the inventive concepts disclosed herein may provide an indication to a pilot in the form of vibrations to make the pilot more conscious when he or she has to pull or otherwise manipulate the control stick to
-26-
4811-2134-3066

Atty. Dkt. No.: 18CR042 (047141-1318)
take-off, land, or to otherwise maneuver the aircraft or take another type of action. The inventive concepts disclosed herein may also improve pilot interaction with a cockpit system, and more specifically improve pilot interaction with a cockpit system when the pilot is handing critical flight phases or mission objectives. The inventive concepts disclosed herein may also significantly eliminate reliance of pilots on visual interactions, make it simpler for pilots to take action at the perfect time without diverting his or her attention from the task at hand, reduce workload through visual and auditory channels of pilots, improve communication between the pilot and the aircraft using a haptic device, improve pilot performance when using automated systems, and improving overall pilot awareness.
[0061] It is to be understood that embodiments of the methods according to the inventive concepts disclosed herein may include one or more of the steps described herein. Further, such steps may be carried out in any desired order and two or more of the steps may be carried out simultaneously with one another. Two or more of the steps disclosed herein may be combined in a single step, and in some embodiments, one or more of the steps may be carried out as two or more sub-steps. Further, other steps or sub-steps may be carried out in addition to, or as substitutes to one or more of the steps disclosed herein.
[0062] From the above description, it is clear that the inventive concepts disclosed herein are well adapted to carry out the objects and to attain the advantages mentioned herein as well as those inherent in the inventive concepts disclosed herein. While presently preferred embodiments of the inventive concepts disclosed herein have been described for purposes of this disclosure, it will be understood that numerous changes may be made which will readily suggest themselves to
-27-
4811-2134-3066

those skilled in the art and which are accomplished within the broad scope and coverage of the inventive concepts disclosed and claimed herein.

WHAT IS CLAIMED IS:

A system comprising:
a flight control, the flight control configured to be manipulated by an operator of an aircraft;
a haptic feedback device; and
at least one processor coupled with a non-transitory processor-readable medium storing processor-executable code for causing the at least one processor to:
interpret a sensor input received from a sensor positioned on the aircraft to determine a condition of the aircraft and a desired control input based on the condition; and
cause the haptic feedback device to provide a haptic indicator regarding the desired control input to the flight control, wherein a characteristic of the haptic indicator is configured to identify a specific desired control input from a plurality of possible desired control inputs that the operator should perform.
2. The system of claim 1, wherein the flight control comprises the haptic feedback device.
3. The system of claim 1, wherein the characteristic of the haptic indicator is at least one of a frequency and an amplitude.
4. The system of claim 3, wherein the characteristic of the haptic indicator increases over the length of the flight control.

5. The system of claim 3, wherein the characteristic of the haptic indicator increases in amplitude over time.
6. The system of claim 1, wherein the haptic feedback device is configured to provide a set of different types of haptic feedback, wherein each of the different types of haptic feedback of the set have a different haptic feedback profile associated with a specific aircraft situation, and wherein the different haptic feedback profiles differ from one another in at least one of a frequency and/or an amplitude.
7. The system of claim 6, wherein the haptic indicator comprises a discrete haptic feedback profile, wherein the discrete haptic feedback profile is one of:
a rotation speed haptic feedback profile indicative of when the aircraft reaches a critical rotation speed on takeoff and the operator should pull back on the flight control for takeoff;
a flare start point haptic feedback profile indicative of when the operator should pull the flight control to align the aircraft with a runway and to ensure that main landing gear of the aircraft touch down on the runway before other landing gear;
a stall speed haptic feedback profile indicates that the aircraft is reaching or has already reached a stall speed;
an overspeed haptic feedback profile indicates that the aircraft is cruising faster than a maximum structural speed for the specific aircraft;
an overbank haptic feedback profile indicates that the aircraft is in a steeper roll than a flight envelope for the specific aircraft permits;

an autopilot engage or disengage profile indicates that an autopilot state has changed or that operator control inputs have overridden an autopilot input; and
a feedback profile indicates that the operator and co-operator controls are linked, and the operators feel reverse feedback for opposing control inputs inputted by the other operator.
8. The system of claim 1, wherein the desired control input comprises at least one of a maneuver component and/or a timing component.
9. The system of claim i, wherein the flight control comprises a steering handle, a yoke, or a joystick handle.
10. The system of claim 1, wherein the haptic indicator is provided to the at least one hand of the operator via a hand interface area.
11. A method comprising:
interpreting a sensor input received from a sensor positioned on an aircraft to determine a condition of the aircraft and a desired control input based on the condition; and
causing a haptic feedback device to provide a haptic indicator regarding the desired control input to a flight control to be manipulated by an operator of the aircraft, wherein a characteristic of the haptic indicator identifies a specific desired control input from a plurality of possible desired control inputs that the operator should perform.
12. The method of claim 11, wherein the characteristic of the haptic indicator is at
least one of a frequency and an amplitude.

13. The method of claim 11, wherein the characteristic of the haptic indicator increases over the length of the flight control.
14. The method of claim 11, wherein the characteristic of the haptic indicator increases in amplitude over time.
15. The system of claim 11, further comprising causing the haptic feedback device to provide a set of different types of haptic feedback, wherein each of the different types of haptic feedback of the set have a different haptic feedback profile associated with a specific aircraft situation, and wherein the different haptic feedback profiles differ from one another in at least one of a frequency and an amplitude.
16. A system comprising:
at least one processor coupled with a non-transitory processor-readable medium storing processor-executable code for causing the at least one processor to:
interpret a sensor input received from a sensor positioned on an aircraft or off board the aircraft to determine a condition of the aircraft and/or mission and a desired control input based on the condition; and
cause a haptic feedback device to provide a haptic indicator regarding the desired control input to a flight control configured to be manipulated by an operator of the aircraft, wherein a characteristic of the haptic indicator is configured to identify a specific desired control input from a plurality of possible desired control inputs that the operator should perform.

17. The system of claim 16, wherein the haptic indicator is configured to indicate when the aircraft reaches a critical rotation speed on takeoff and that the operator should pull back on the flight control for takeoff.
18. The system of claim 16, wherein the haptic indicator is configured to indicate when the operator should pull the flight control to align the aircraft with a runway and to ensure that main landing gear of the aircraft touch down on the runway before other landing gear.
19. The system of claim 16, wherein the haptic indicator is configured to indicate that the aircraft is reaching or has already reached a stall speed.
20. The system of claim 16, wherein the haptic indicator is configured to indicate that the aircraft is cruising faster than a maximum structural speed for the specific aircraft.