BACKGROUND
The subject matter disclosed herein relates generally to weather data, and
more particularly, to providing an aircraft with weather data during flight.
Accurate and consistent weather forecast data (such as, but not limited
to. air pressure, winds, temperature aloft, and/or the like) is important to optimal flight
operations. such as, but not limited to, Optimized Profile Descent (OPD) and the
Optimized Profile Climb (OPC) of an aircraft. Currently, an Automatic Terminal
Information Service (ATIS) and a Datalink ATlS (D-ATIS) from the Air Navigation
Service Provider (ANSP) only broadcast a relatively small set of safety critical weather
data, and onlj' for the region of a particular airfield.
In some existing trials of an airline based weather uplink service, an
Aircraft Communications Addressing and Reporting System (ACARS) uplinks weather
data. But, the data transmission has to be addressed to a specific individual flight (is., is
not shared among multiple flights performing the same procedure), which imposes
concerns in data link congestion as the service expands (e.g., as weather data is uplinked
to more and more individual flights). One possible solution is to enhance D-ATIS to
broadcast Flight Management System (FMS) climb and descent weather forecast data.
f:or example, weather data may be broadcasted every minute or so (plus a valid time of
the forecast data), the climb and descent forecast may be developed for specific
arrival/departure gates and/or procedures, and/or the uplink weather could be calculated
and may include information from previously downlinked aircrafl meteorological reports.
But using D-ATIS may raise concerns about competition and other legislative issues.
I3KIEF DESCRIPTION
In one embodiment, a method for providing one or more aircraft with
weather data during flight includes generating a weather model using a source of weather
data. The weather model incorporates flight operations information and performance
requirements. The method includes generating a weather message from the weather
model. The weather message is generated in a format that is compatible with the aircraft,
'The method also includes transmitting the weather message to the aircraft during flight of
the aircraft.
In another embodiment, a method is provided for managing subscription
to a weather service that provides aircraft with weather data during flight. The method
includes receiving subscription requests that request subscription to the weather service,
recording in a subscription database valid subscriptions to the weather service that are
based on the subscription requests, and receiving a weather service request for an aircraft.
The weather service request requests weather data from the weather service during flight
ol'the aircraft. The method also includes verifying a subscription status of the aircraft by
comparing the weather service request with the valid subscriptions in the subscription
database, and providing or rejecting the weather service according to the subscription
status of the aircraft.
In another embodiment, a weather service system provides one or more
aircraft with weather data during flight. The weather service system includes an in-flight
weather server (IFWS) having an operations specification (0s) module, an airspace
objective specification (AOS) module, and a weather processing (WP) module. The WP
module is operatively connected to the OS module and the AOS module. The WP
module is configured to generate a weather model using a source of weather data, flight
operations information received from the OS module, and performance requirements
received from the AOS module. The weather service system also includes a weather
message generator server (WMGS) operatively connected to the IFWS. The WMGS is
configured to receive the weather model from the lFWS and generate a weather message
tiom the weather model. The WMGS is configured to generate the weather message in a
format that is compatible with the aircraft. The WMGS is further configured to transmit
the weather message to the aircraft during flight of the aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure L is schematic block diagram of an exemplary embodiment of a
weather service system.
Figure 2 is a schematic block diagram of an exemplary embodi~nent of
an air traffic environment illustrating an exemplary implementation of the weather
service system shown in Figure 1.
Figure 3 is a schematic block diagram of another exemplary embodiment
of an air traffic environment illustrating another exemplary implementation of the
~veathers ervice system shown in Figure I.
Figure 4 is a schematic block diagram of another exemplary embodiment
of an air traffic environment illustrating another exemplary implementation of the
weather service system shown in Figure I.
Figure 5 is a schematic block diagram of another exemplary embodiment
of' an air trat'fic environment illustrating another exemplary implementation of the
weather service system shown in Figure 1.
Figure 6 is a schematic block diagram of yet another exemplary
embodiment of an air traffic environment illustrating yet another exemplary
implementation of the weather service system shown in Figure 1.
Figure 7 is a flowchart illustrating an exemplary embodiment of a
method for providing one or more aircraft with weather data during flight.
Figure 8 is a flowchart illustrating an exemplary embodiment of a
method for rnanaging subscription to a weather service.
Figure 9 is a flowchart illustrating an exemplary embodiment of a
method for generating one or more weather models.
Figure 10 is a flowchart illustrating an exemplary embodiment of a
method for generating one or more weather messages fiom one or more weather models.
Figure I I is a flowchart illustrating another exemplary embodiment: of a
lnethod for generating one or more weather messages from one or more weather models.
Figure 12 is a flowchart illustrating another exemplary embodiment of a
method for generating one or more weather messages fiom one or more weather models.
Figure 13 is a flowchart illustrating yet another exemplary embodiment
of a method for generating one or more weather messages from one or more weather
tnodels.
DETAILED DESCRIPTION
The following detailed description of certain embodiments will be better
understood when read in conjunction with the appended drawings. It should be
i~nderstood that the various embodiments are not limited to the arrangements and
instrumentality shown in the drawings.
As used herein, an element or step recited in the singular and proceeded
with the word "a" or "an" should be understood as not excluding plural of said elements
or steps, unless such exclusion is explicitly stated. Furthermore, references to "one
embodiment" are not intended to be interpreted as excluding the existence of additional
embodiments that also incorporate the recited features. Moreover, unless explicitly stated
to the contrary, embodiments "comprising" or "having" an element or a plurality of
c.le~nentsh aving a particular property may include additional such elements not having
that property. As used herein, the meaning of an "update" is intended to include a
"recreation" and a "regeneration".
Described herein are various embodiments for a subscription in-flight
weather service that provides one or more aircraft with weather data during flight of the
aircraft. The weather service can be addressed to specific individual flights andlor can be
broadcasted (e-g., sharing communication channels), but only subscribers can decode the
tveather data. Data format with specific parameters for a limited set of Flight
Management System (FMS) configurations can be used to formulate data for automatic
uploading into the FMS. Alternatively, a generic data format can be provided to allow
the pilot or FMS to select what to upload. The weather service could use a separate radio
frequency different from the frequencies used by Datalink Automatic Terminal
Information Service (D-ATIS) or Aircraft Communications Addressing and Reporting
System (ACARS). If a separate radio frequency is used, the range of the radio might be a
concern, fbr example, for arrivals, the weather needs to be loaded in the aircraft FMS
prior to top of descent, which may require a range of at least I50 nm from the destination
airport. Another option is to use an air-ground data link specified by current or future
standards. for example using pre-defined andlor user configurable messages. Another
option is to use airborne internet via an internet connection of the aircraft.
Various embodiments provide methods and systems for providing one or
rnore aircraft with weather data during flight. Various embodiments, provide methods
and systems for managing subscription to a weather service that provides aircraft with
weather data during flight. Technical effects of various embodiments may include
generating weather models and messages taking into account operator preferences and air
traffic control (ATC) objectives, consistent weather data across flights from different
operators to allow for the consistent operation for efficiency, and/or leveraging airground
data link communications including ACARS, direct radio frequency (RF) data
link, and airborne internet access. Technical effects of various embodiments may include
broadcast of extended weather data to multiple flights in an airspace, weather data that is
tailored to the performance requirements for the specific operation so that extraneous data
is not transmitted, and/or efficient use of computational and communicational resources
through systematically developed system architecture. Further, technical effects of
various embodiments may include providing business growth opportunities by offering
systems support Next Generation Air Transportation Systems (NextGen), providing
business growth opportunities by offering in flight weather services as an ATC approved
independent service provider with technologies that place the business in an advantage
position, and/or different installation and operation configurations to satisfy weather
service needs of customers with different leveis of capacities and different operations
(which may consequently increase direct revenue). Moreover, technical effects of
various embodiments may include integration with other in-house Air Traffic
Management (ATM) systems and services to enhance market leverage, and/or enabling
other '-add-on7' services that require relatively accurate and tailored weather data.
As used herein, the term "aircraft" may include any type of flying
apparatus having any design, structure, configuration, arrangement, and/or the like. For
example, an aircraft may be a fixed wing airplane. But, the various embodiments of
systems and methods described and/or illustrated herein are not limited to airplanes or
fixed wing aircraft. Rather, the various embodiments of systems and rnethads may be
i~nplernented within other types of aircraft having any other design, structure,
configuration, arrangement, and/or the like, such as, but not limited to, aerostats, powered
lift aircraft, and/or rotorcraft, among others. Moreover, the various embodiments are not
limited to being used with aircraft, Rather, the various embodiments may be used for
other applications, such as, but not limited to, operations of maritime vessels, operations
of land-based vehicles, operations of solar and/or wind power farms, andlor the like.
Figure I is block diagram of a weather service system 10 formed in
accordance with various embodiments. The weather service system 10 provides one or
Inore aircraft with weather data during flight of the aircraft. The weather service system
10 includes an in-flight weather server (IFWS) 12 and a weather message generator
server (WMGS) I4 that is operatively connected to the IFWS 12. As will be described in
Inore detail below, the IFWS 12 generates weather models using one or more sources of
\kcather data. The WMGS 14 receives weather models from the IFWS 12 and generates
\+eather messages from the weather models. The weather messages generated by the
WMGS 14 arc transmitted, for example by the WMGS 14, to aircraft during flight of the
aircraft.
The IFWS 12 is configured to generate one or more weather models
tiom one or more various available weather data sources. The IFWS 12 maintains and
provides access interfaces to the generated weather models for use by the WMGS 14.
One exemplary purpose of the IFWS 12 is to fuse and deduce a subset of available
weather data that can be conveniently and efficiently accessed by the WMGS I4 for a
plurality of flights that share similar flight operations.
An exemplary embodiment of the lFWS 12 is shown in Figure I . The
IF WS 12 may include a variety of modules, for example an operation specification (0s)
rnodule 16, an airspace objective specification (AOS) module 18, a weather data interface
(WLII) module 20, a weather processing (WP) module 22, a model update dispatch
(MUD) module 24, and/or a weather model access interface (WMAI) module 26. In the
exemplary embodiment of Figure 1, the IFWS 12 also includes a configurntion database
(C'D13) 28.
Referring first to the OS module 16, the OS module 16 is configured to
manage infannation related to the type of flight operations that are supported by the
weather service (i.e., for which the weather data will be provided). The flight operations
information may include, but is not limited to, specifying airspace in which the flight
operations are conducted (i.e., in which the aircraft is/are intended to fly), the
contiguration of the airspace, the types of flight procedures, and/or the like. For terminal
area operations, the airspace may extend from a central airport (there may be other
airports nearby the central airport) to the boundary of the terminal airspace that is a
predetermined distance (such as, but not limited to, at least approximately 20 nautical
miles, at least approximately 40 nautical miles, and/or the like) from the central airport.
Alternatively, for terminal area operations, the airspace may extend to en route airspace
that is a predetermined distance (such as, but not limited to, between approximately 99
i~nd 201 nautical miles) from the central airport. For en route operations, the airspace
may cover one or more sectors and/or certain flight levels (e.g., altitudes), the entire
airspace controlled by an ATC entity (i.e., an ATC facility), or a volume of airspace
consisting of sectors from adjacent ATC entities. The configuration of the airspace
defines the assignment of airspace sectors to different flight operations.
The flight operations information managed by the OS module 16 may
include specifying ane or more types of flight procedures within the airspace that are
supported by the weather service. The flight procedures may include, but are not limited
to. arrivals, departures, over flights, flights conducted by jet aircraft or propeller aircraft,
tlights to and from specified terminal airspace entry or exit gates or fixes, major traffic
tlows in en route airspace, andlor the like. In general, the flight operations information
managed by the OS module 16 determines the scope of the weather model (described
bclow) that is generated by the IFWS 12.
The OS module 16 may include textural, graphical, voice, and/or other
types of user interfaces to assist a user to interactively manage the flight operations
infortnation. In some embodiments, electronic interfaces may be included for receiving
flight operations information from other systems hosted by an operator of the weather
service system 10, from an ATC entity, and/or from an aircraft operator entity that
controls operation of one or more aircraft. The OS module 16 may be operatively
connected to the CDB 28 (described in more detail below) for receiving predefined
default operation specification parameters and/or associated weather model parameters
(described below). Operation specification parameters may be referred to herein as
"operation parameters".
The AOS module 1 8 is configured to manage performance requirements
rulatvd to the weather service and the flight operations that are supported by the weather
service. The performance requirements may include, but are not limited to, Required
Navigation Performance (RNP) for a flight or a flight procedure, traffic throughput in
terms of flight flow rate, the use of performance based flight profiles (such as, but not
l i~intc d to. Optimized Profile Descent (OPD),O ptimized Profile Climb (OPC), and/or the
like). flight profiles optimized to maximize traffic throughput, or a trade off
therebetween, a vertical profile within certain limits from a nominal profile and
operational objectives and parameters, high throughput operations, convective weather
avoidance operations, andlor the like.
One example of flight profiles optimized to maximize traffic throughput
is to desire different flights to follow a similar vertical profile, such that the in trail
spacil~g between flights can be managed more easily and vertical separation between
crossing traffic can be managed more efficiently. In such a case, the same wind forecast
model with best fitting to the original forecast data can be used even if the model does
not retlect the most accurate winds for some flights (e.g., due to the difference in time).
In general FMSs will build a vertical path based on forecast winds, and try to follow the
vertical path unless there is a problem with aircraft performance that will prevent
fbllowing the vertical path.
The performance requirements can be translated into weather model
requirements, such as, but not limited to, requirements on forecast age, grid resolution,
grid intervals. accuracy, model update rate, and/or the like. (As will be described below,
the translation of performance requirements into weather model requirements is
performed by the WP module 22.) When the translation is completed, the weather model
to be generated attempts to satis& the most stringent requirements defined by the OS
module 16 and the AOS module 18, as opposed to satisfying the minimum requirements
(which may be the case of many known systems). Accordingly, the data provided by the
weather model can then be tailored to meet various levels of needs from a broad fleet of
aircraft operating in the airspace.
Performance requirements related to the weather service may also be
explicitly specified to defme weather model configuration parameters. In some
embodiments, a specific weather forecast product with validated performance may also
be specified. A weather product performance category scheme may also be developed
and used across organizations and/or as industry standards. The AOS module 18 may
include textural, graphical, voice, and/or other types of user interfaces to assist a user to
interactively manage the performance requirements. In some embodiments, the AOS
tnodule 18 includes electronic interfaces for receiving performance requirements from
other systems hosted by an operator of the weather service system 10, from an ATC
entity, andlor from an aircraft operator entity that controls operation of one or more
aircrafr.
The AOS module 18 may provide a means to consider the needs of the
Air Navigation Service Provider (ANSP) in the weather service provided by the weather
service system 10. For example, if spacing management is critical, the same weather data
can be provided to a group of in trail flights so that the same airspeed may be assigned to
the flights, which may provide predicted spacing that is consistent between different
flights and therefore may simpli+ the traffic control task.
The AOS module 18 may be operatively connected to the CDB 28
(described in more detail below) for receiving predefined default airspace objective
specification parameters andlor associated weather model parameters (described below).
Although shown as being separate and discrete modules, alternatively, the OS module 16
and the AOS module 18 may be combined into a single module. Airspace objective
specification parameters may be referred to herein as "airspace objective parameters"
at~d/orm ore simply as "objective parameters".
The CDB 28 is operatively connected to the OS module 16 and the AOS
module 18. The CDB 28 manages predefined operational configurations for the IFWS
12. which are defined by combinations of operation specification parameters and airspace
objective specification parameters. The CDB 28 provides default configuration
parameters for the OS module 16 and the AOS module 18. Information managed by the
CDB 28 may also relates operation specification parameters and airspace objective
specification parameters to weather model parameters, such as, but not limited to, types
of' weather data to be contained in the weather model, three-dimensional (3D) airspace
scope, weather prediction horizon, horizontal and vertical model resolution (e.g., grid and
grid intervaIs), temporal resolution (e.g., time grid and time intervals), model update
criteria, model update rates, andfor the like. Information managed by the CDB 28 may
include. but is not limited to, scheduled time to switch from one configuration to another.
Such a configuration switch reflects changes in operational requirements and objectives
us scheduled traffic volume changes over time.
In some embodiments, the CDB 28 may include textural, graphical,
voice, and/or other types of user interfaces to assist a user (e-g., a configuration database
manager) to interactively create new entries to the CDB 28, update existing entries in the
C'IIB 28, and/or to assist operators of the weather service system 10 to define inputs to
the system 10 by providing default inputs, selective options, and/or the like. The CDB 28
may include electronic interfaces for receiving information necessary to update and/or
maintain the CDB 28 from other systems hosted by an operator of the weather service
system 10, from an ATC entity, andlor from an aircraft operator entity that controls
operation of one or more aircraft. The CDB 28 and associated database files may be built
as a separate system that is connected to the IFWS 12, or the CDB 28 and associated
database files may be integrated into the IFWS I2 as a single system.
Referring now to the WDI module 20, the WDI module 20 is operatively
connected to one or more internal andlor external sources (e-g., the source 110 shown in
Figures 2-6) of weather data for receiving weather data therefrom. The WDI module 20
provides functionality for the IFWS 12 to access the weather data source(s). Weather
data ]nay be accessed remotely from the weather data sources as needed (e-g., ondemand).
andlor may be obtained and stored in a local system cache of the lFWS 12, for
example. Cached data in the lFWS 12 can be easily moved to local archive for analysis,
tracking. andlor improving system performance. For nationwide forecast weather grids
ii-om sophisticated super computer systems, use of data stored in local cache may reduce
network communication burdens andlor increase access speed. The terms "source of
weather data" and "weather data source" are used interchangeably herein.
The external and/or internal sources of weather data may include, but are
not limited to, systems operated by international weather data providers, systems
operated by national weather data providers, systems operated by commercial weather
data providers, andlor the like. The weather data may include, but is not Iimited to,
observed and/or predicted weather data from different systems operated by different
orga~~izationsa,c hieved and processed historical data, raw weather data, processed
weather data. observed weather data, forecast weather data, and/or the like. In some
embodiments, a four-dimensional (4D) Weather Single Authoritative Source may be used
as a primary source of weather data.
The WDI module 20 may include one or more tools for managing and
expanding the support of new data sources that may be available, such as, but not limited
to. new textual, binary. Extensible Markup Language (XML), and/or other data formats.
'She tools may enable the WDI module 20 to support new data sources with minimal or
no changes in software code. For example, standard data formats currently being used
andfor envisioned may be identified and such formats may be defined by parameters.
Accessing of weather data sources, be it remotely and/or from local cached data, may be
Ii~nitedt o the airspace region of interest, for example to improve processing speed and/or
reduce data access latency and retrievaI volume. For example, more than one IFWS I2
may be provided to support different operations within the same region or adjacent
regions.
The MUD module 24 is operatively connected to each of the OS module
16. the AOS module 18, and the WDI module 20. The MUD module 24 monitors inputs
Srotn the OS module 16 and the AOS module 18 and monitors the status of weather data
sources to determine when to generate one or more weather models (i.e., whether or not
one or more weather models needs to be generated).
As used herein, "generating" one or more weather models may mean
creating one or more new weather models and/or updating one or more existing weather
mudels. One example of an event that triggers the update of an existing weafher model is
when the operation is switched to a new configuration, which may include both the
content and parameters of the weather model(s) being updated. Another example
ilicludes updating a weather model or weather models whenever a new release of a
weather data item is available from a weather data source. But, if the impact of the new
release is not operationally significantly different (e.g., because the changes in the data is
relatively small and/or because the data item is less relevant to the current configuration,
as indicated by the weather performance requirements), then the weather model(s) may
not be updated. for example to avoid the update being propagated throughout the system
I0 with relatively minimal benefits in return.
Mareover, in some circumstances, the airspace objective may require
that the weather model(s) remain stable for a period of time even if certain weather
conditions (e.g., a change in winds) have changed. The airspace objective may require
the vertical profile of a sequence of arrival flights to remain consistent. A similar
example would be requiring a Single Authoritative Source to be used even if a more
accurate weather model is available (e.g., commonality with the ANSP may be more
important than direct efficiency for certain operations). By using the same forecast
Ivinds. the FMS will generate similar profiles that satisfy airspace constraints while
changes in winds may be compensated by autopilot and autothrottle and/or by pilot
manual control inputs as long as the changes in winds are within certain bounds. In some
circumstances, the benefits in traffic throughput might well offset the extra fuel cost due
to discrepancies between the forecast winds and actual winds.
Referring now to the WP module 22, the WP module 22 is operatively
connected to each of the WDI module 20 and the MUD module 24. Upon activation by
the MUD module 24, the WP module 22 integrates specified inputs from the OS module
16 and the AOS module 18 to determine one or more sets of weather performance
requirements. The specified inputs from the OS module 16 and the AOS module 18 that
arc integrated may inciude, but are not limited to, the flight operations information and
thc peribrtnance requirements managed by the OS module 16 and the AOS module IS,
respectively. Examples of the weather performance requirements include, but are not
limited to, the airspace region of interest, 3D airspace scope, forecast time horizon,
horizontal and altitude resolution and time step, required weather data contents to be
included in the weather model or models, specific weather model data structure, types
and/or number of weather models to be generated to satisfy operation needs, and/or the
like. The weather performance requirements determined by the WP module 22 may also
be referred to as "weather model specifications".
The WP module 22 also receives weather data from one or more of the
weather data sources via the WDl module 20. The WP module 22 generates one or more
weather models according to the weather data and the weather performance requirements.
In other words, the WP module 22 formulates the deduced weather data into one or more
weather models that satisfy the weather pefiormance requirements. In some
cmbodirnents. the processing of weather data from various weather data sources yields a
si~bsct or subsets of unified and consistent weather data necessary to support the
operations in question..
Each weather model is configured to provide a subset of weather data
that can be conveniently and efficiently accessed by the weather service system 10. In
some embodiments, a weather model is relatively compact, for example providing only
data relevant to the operations in question and for the region of interest, such that
repetitive fast query can be supported. Examples of the form of a weather model include,
but are not limited to, a four dimensional (4D) grid. The 4D grid may or may not include
equal number of grids for all instantiations of any dimension. For example, the different
horizontal grids may be used at different altitudes and/or at different forecast times. The
4D grid ma)' include a two-dimensional (2D) horizontal grid in terms of latitude and
longitude or a plane grid based on a flat earth approximation or map projection. The
horizontal grid is then stacked vertically, by pressure levels, pressure altitudes, and/or
geolnetric altitudes to form a 3D grid. The 3D grid is then spaced at difrerent time steps
up to the model forecast time horizon to form a 4D grid. For space launch vehicle
applications, an earth centric 3D grid may be used. To be relatively compact and for
relatively easy access, the four dimensions of the 4D grid may be reorganized from the
nominal structure described above. For example, a 3D grid may present a 4D weather
field by correlating the time of the surface 2D horizontal grid to a predicted vehicle
launch time, and the time of a subsequent 2D horizontal grid at an altitude to the
predicted time when the vehicle reaches that altitude. Additional 3D grids of same
structure may be included in the weather model to provide weather data for different
predicted launch times.
The same method of correlating time and space based on vehicle
movement can be used to compress a 4D weather grid into a single 31) grid which is valid
for a given period of time during which the discrepancy between forecast weather and
actual weather is estimated to be acceptable. Known optimization aigorithms may be
clnployed to derive the 3D grid with minimum error. In some embodiments, a method
fbr choosing the best en route and descent winds from a larger grid to uplink to the FMS
is employed to further compress a 4D weather grid into a one-dimensional (ID) vector
with minimum errors. For terminal area operations, a 1D vector representing winds aloft
at various altitudes is referred to as a sounding. For ground transportation, a similar 1 D
vector may be used to represent weather data along the planned route instead of giving
time of day forecasts at various cities. For certain applications, the raster data may be
converted to vector data, such as, but not limited to, polygons, polyhedrons, and/or the
like.
To retain weather model accuracy while using relatively compact and
simplified data structures, a separate weather model can be generated for a group of
flights arriving from, or departure to, a general direction. In such an embodiment, several
weather models may be needed to cover all operations in the terminal area in question.
Aside from dimension reduction, the size of the grid may be reduced without reducing
the dimension by further limiting the airspace and/or temporal scope to the extent just
srifficient enough to cover the movement of the aircraft, plus buffer to account for
potential variations in operations. In addition to subdividing traffic flow and providing
weather models for different flows, different weather models may be provided for
ditycrent levels of dimension reduction or resolution. If relatively high speed processing
is required, equal spacing grid may be used so that lookup date points may be directly
mapped to grid indices extract model values rather than searching algorithms which has a
complexity with a lower bound.
The WMAI module 26 is operatively connected to the WP module 22 for
receiving weather models from the WP module 22. The WMAI module 26 establishes
and maintains a weather model storage. The WMAl module 26 provides an interface for
cot~trolleda ccess to the weather models by aircraft, ATC entities, and/or aircraft operator
entities that control operation of one or more of the aircraft. The WMAI module 26
indexes the weather models generated by the WP module 22 for querying available
ueather models. Each weather madel may include meta data that specifies various
properties of the weather model and information needed to interpret the data contained
M ithin the weather model. Through the WMAI module 26, the WMGS 14 and users
(e.g.. aircraft, ATC entities, and/or aircraft operator entities that control operation of one
or Inore of the aircraft) of the weather service may be isolated from the original weather
data sources (which may use a format that is relatively difficult to access and/or interpret
by the users). The isolation provided by the WMAI module 26 may facilitate reducing
system development and/or maintenance cost, and/or may facilitate maintaining a
tclatively high system availability and/or reliability.
Referring now to the WMGS 14, the WMGS 14 is configured to
generate and delivers weather messages from weather models generated and maintained
by the IFWS 12. One exemplary purpose of the WMGS 14 is to generate a subset of
weather data maintained by the weather model in a format that can be transmitted to the
aircraft and can be automatically uploaded into airborne automation systems (such as, but
not limited to. a FMS and/or the like) and/or can be automatically displayed in a
meaningful way to the aircrew of an aircraft.
An exemplary embodiment of the WMGS 14 is shown in Figure 1. The
W MGS 14 may include a variety of modules. For example, the WMGS I4 may include a
profile specification (PS) module 30, a flight objective specification (FOS) module 32, a
\$rather file generation (WFG) module 34, a weather message formulation (WMF)
module 36, andtor a message delivery (MD) module 38. In the exemplary embodiment
of' Figure I, the WMGS 14 also includes a configuration database (CDB) 40.
Referring first to the PS module 30, the PS module 30 is configured to
manage protile specification information related to the flight operations specific to a
flight or a plurality of flights. The profile specification information managed by the PS
tnodule 30 [nay include, but is not limited to, a pfanned route, a flight operational
procedure, a flight profile, a pfanned speed and/or altitude profile, a previously predicted
speed andlor altitude profile, a nominal speed and/or altitude profile, and/or the like. As
an example, the FMS predicted aircraft trajectory may be downlinked to the PS module
30 as protile specification information.
While the OS module I6 of the IFWS 12 concerns all flights and
airspace in the entirety within a region (e.g., the terminal area for a metropolitan area),
the PS module 30 of the WMGS 14 concerns an individual flight or a group of flights that
can be considered conducting the same flight operations (e.g., flying the same arrivaI
procedure and/or flying through the same airspace corridor). The profile specification
information may also include specifics about the target (airborne) automation system, for
cxarnple the format of a weather model in the FMS of a target aircraft. The profile
specitlcation information determines the scope of a weather file (described below) that is
generated by the WFG module 34, for example the number of winds that can be accepted
at each waypoint. The profile specification information also determines the format of the
weather messages generated by the WMFS 14.
The PS module 30 may include textural, graphical, voice, and/or other
types of user interfaces to assist a user to interactively managing profile specification
information. In some embodiments, electronic interfaces may be included for receiving
int'urmation from one or more aircraft, from other systems hosted by an operator of the
\+eather service system 10, from an ATC entity, and/or from an aircrafi operator entity
that controls operation of one or more aircraft. The PS module 30 may be operatively
connected to the CDB 40 (described in more detaiI below) for receiving predefined
default profile specification parameters and/or associated weather file and/or weather
nlcssage configuration parameters (described below). Profile specification parameters
!nay be referred to herein as "flight profile parameters" and/or more simply as "profile
parameters".
The FOS module 32 is configured to manage objective specification
information for the flight(s) in question, such as, but not limited to, performance
requirements and operational objectives and parameters. The FOS module 32 of the
WMGS 14 is similar to the AOS module 18 of the IFWS 12, however, the FOS module
32 focuses on objective specification information specific to the flight(s) in question. For
csatnple, the terminal operations normally involve a mixed fleet of aerial vehicles with
different levels of technical performance and equipage. Specifying performance
requirements for an individual flight or a selected group of flights allows the weather
tnessages generated by the WMGS 14 to better match the needs of better equipped
vehicles with higher control accuracy while also supporting vehicles equipped with
legacy system and/or limited capability. In some embodiments, the objective
specification information managed by the FOS module 32 includes a weighting of time
vs. firel cost. a deadband for controlling speed on an idle descent path, andlor the like, for
example such that a tradeoff between accuracy for individual flights and consistency
across a group of flights is incorporated into a generated weather message.
In some embodiments, the FOS module 32 may include textural,
graphical. voice, and/or other types of user interfaces to assist a user to interactively
tnanage the objective specification information managed by the FOS module 32. The
FOS module 32 may include electronic interfaces for receiving objective specification
information from one or more aircraft, from other systems hosted by an operator of the
weather service system 10, from an ATC entity, and/or from an aircrafi operator entity
that controls operation of one or more aircraft. The FOS module 32 may be operatively
connected to the CDB 40 for receiving predefined default flight objective specification
parameters and associated weather file and/or weather message configuration parameters
(described below). Flight objective specification parameters may be referred to herein as
"flight objective parameters" and/or more simply as "objective parameters".
The CDB 40 is operatively connected to the PS module 30 and the FOS
niodule 32. The CDB 40 manages predefined profile configurations for the WMGS 14,
which are defined by combinations of profile specification parameters and flight
objective specification parameters. The CDB 40 provides default configuration
parameters for the PS module 30 and the FOS module 32. The CDB 40 also maintains a
database of various aircraft system configurations, which for example may describe
details of weather message formats corresponding to the aircraft system configurations.
An aircraft system configuration identification (ID) may be used to reference to a
particular configuration so that weather message formatting details do not have to be
transmitted when a weather message request is sent to an operator of the weather service
system 10. 'I'he weather message configuration parameters may be a function of, for
example, the phases of flight (as is the case for most commercial aircrafi today). The
CDB 40 may also link specific aircraft tail numbers with the corresponding configuration
parameters thereof such that the configuration parameters can be easily looked up when
thc weather message request is processed. As an aerial vehicle going through equipment
upgrades, its configuration parameter may also change. When a configuration parameter
changes, the configuration can be easily updated through a service subscription
management channel.
The CDB 40 may include textural, graphical, voice, and/or other types of
user interfaces to assist a user (e.g., a configuration database manager) to interactively
create new entries to the CDB 40, update existing entries in the CDB 40, and/or to assist
operators of the weather service system 10 to define inputs to the system 10 by providing
default inputs, selective options, and/or the like. The CDB 40 may include electranic
interfaces fur receiving information necessary to update and/or maintain the CDB 40
ii.ort.1 other sqqstems hosted by an operator of the weather service system 10, from an ATC
entity, andlor from an aircrafi operator entity that controls operation of one or more
aircraft.
The CDB 40 and associated database files may be built as a separate
system that is connected to the WMGS 14, or the CDS 40 and associated database files
may be integrated into the WMGS 14 as a single system. In the exemplary embodiment
of Figure 1, the CDB 40 is a separate and discrete component from the CDB 28 of the
IFWS 12. Alternatively, the CDB 40 and the CDB 28 are combined into a single
coniponent.
The WFG module 34 is operatively connected to each of the PS module
30 and the FOS module 32. The WFG module 34 is also operatively connected to the
WMAl module 26 of the IFWS 12. The WFG module 34 integrates inputs fiom the PS
module 30 and the FOS module 32. The WFG module 34 receives weather models
generated by the IFWS 12 through the WMAl module 26 of the IFWS 12. The WFG
module 34 uses the inputs from the modules 30 and 32 and one or more weather models
received from the IFWS 12 to generate an intermediate weather file. In other words, the
WFCi module 34 is configured to integrate specified inputs from the PS module 30 and
the FOS module 32, to access the proper (i.e., corresponding) weather rnodel(s) generated
by the IFWS 12, and to generate a weather file. The intermediate weather file may also
be referred to herein more simply as a "weather file".
As used herein, "generating" ane or more intermediate weather files may
mean creating one or more new weather files andlor updating one or mare existing
tveathcr files. In some embodiments, the WFG module 34 generates an intermediate
neather file by reducing the corresponding weather model(s) to a subset of weather data
that satisties the needs of requested weather messages for the aircraft but that is not yet
formulated in the specific format for the target system. Dimension reduction methods
rnay be tirrther applied to reduce the dimension of the weather model to that required by
the weather message before the intermediate weather file is generated.
The intermediate weather file separates the specific weather message
encoding details from the general requirements for a weather information request. For
example, an aircraft FMS may require the descent winds aloft be represented as wind
direction and speeds as functions of altitude in general. The specific message encoding
however, may require only a maximum of 4 data points be provided, wind direction be in
integer degrees, and wind speed in integer knots, for example. The intermediate weather
tile can be generated by reducing the dimension from that of a potential 4D grid used by
the weather model to a ID vector of wind direction and speeds versus altitude, and
retaining the native data resolution, precision, and units of the weather model without
considering which data points to pick for the weather message. When specific message
encoding details change as a result of vehicle system upgrade, the functionality of the
W FG module 34 remains the same, and only the weather message formulation (described
below with respect to the WMF module 36) needs to be adjusted to accommodate that
change.
The intermediate weather file may ease weather message formutation.
For example, the selection of optimal data points to be used in the weather message can
be achieved through analyzing the much simpler weather file rather than the weather
model, which has been generated to support a host of flights. A weather file normally
contains more details than a weather message for a specific vehicle. Accordingly,
intermediate weather files may be well suited for display to various persons involved in
the flight operations. The data points in the weather message can be overlaid on the
intermediate weather file to illustrate how well the weather message captures key
information in the intermediate weather file. The intermediate weather file can also be
used in what-if scenarios to simulate aircraft behavior by providing both the weather
message to the vehicle systems and the weather file to the simulator to emulate detailed
actual weather. Accordingly, while the weather message is transmitted to the aircraft, the
intermediate weather file may be transmitted to an ATC entity and/or to an aircraft
operator entity that controls operation of one or more aircraft.
Referring now to the WMF module 36, the WMF module 36 is
operatively connected to the WFG module 34 for receiving intermediate weather files
therefrom. The WMF module 36 generates weather messages. Specifically, the WMF
111odulr 36 uses one or more intermediate weather files received from the WFG module
34 to formulate one or more weather messages according to specific weather message
encoding rules for the f? ight(s). The WMF module 36 then prepares the weather message
I'or transmission to one or more aircraft. As used herein, "generating" one or more
heather messages may mean creating one or more new weather messages and/or
updating one or more existing weather messages.
The weather messages generated by the WMF module 36 are generated
in a format that is compatible with the aircraft to which the weather messages are sent.
By "compatible with the aircraft, it is meant that a weather message is capable of being
transmitted to the aircraft, is capable of being received by the aircraft, and is capable of
being accessed and interpreted by an automated system of the aircraft and/or a person
(e.g.. a member of the aircrew) on-board the aircraft. For example, a weather message
tnay be formulated in a specific format that matches the format of the target system (ire.,
the aircraft to which the weather message is being sent). Moreover, and far example, a
weather message may be formulated in a format that can be autornatically uploaded into
an airborne automation system (such as, but not limited to, a FMS and/or the like) of an
aircraft andfor can be automatically displayed in a meaningful way to the aircrew of an
aircraft.
Examples of weather messages generated by the WMF module 36
include, but are not limited to, winds aloft, ambient temperature (which may or may not
bc given as deviations from the standard atmosphere temperature), humidity (which may
be useful when engine emissions is considered by the airborne system in performance
optimization), observed and/or predicted weather radar reflections of precipitation, and/or
the like. Depending on the aircraft system design, a weather message may provide
delineated data points, ID vector references to altitudes, 1D vector references to
uaypoints. ID vector references along track distances, 1D vector references to named
~aypoints. 1 D vector references to computed waypoints, ID vector references to latitude
intervals, 1 D vector references to longitude intervals, 2D horizontal grids (for the same
altitudes), 2D vertical grids (altitude versus track distance, latitude, and/or longitude), 3D
and/or 4D grids with the temporal dimension for more advanced systems, and/or the like.
For example, an advanced multi-dimensional (up to 4D) grid representation of winds may
be used to enable different proposed route and profile amendments be accurately
evaluated by an FMS without changing the wind model for each proposed amendment.
In such a grid, winds do not have to be tied to waypoints in the flight plan, but associated
with regions defined using non-conventional grids (e.g., grids used in a magnetic
variation models). In any case, the number of data points that can be accepted by the
aircraft systems may be limited and may be less than the number of data points that can
be provided by the weather model, which may be due to system performance limitations
and communication bandwidth limitations. Specific operational considerations and
optimization may be included in the process to down sample the data points fi-om the
weather file to minimize impacts that may be introduced due to the fact that only a
limited number of data points can be accepted by the aircraft systems.
The MD module 38 is operatively connected to the WMF module 36 for
receiving weather messages from the WMF module 36. The MD module 38 is
configured to transmit one or more weather messages to one or more aircraft. The MD
module 38 may be configured to transmit one or more weather messages to one or more
ATC entities and/or to one or more aircraft operator entities that control operation of one
or more aircraft. In some embodiments, the MD module 38 may be operatively
connected to the WFG module 34 for receiving intermediate weather files from the WFG
module 34. The MD module 38 may be configured to transmit one or more intermediate
weather files to one or more aircraft, one or more ATC entities, and/or to one or more
aircraft operator entities that control operation of one or more aircraft.
The MD module 38 may be configured to transmit weather messages
and/or intermediate weather files to aircraft, ATC entities, andfor aircraft operator entities
that control operation of one or more aircraft using any structure, means, type of
communications network, type of communications infrastructure, andlor the like. For
example. transmission of weather messages andfor intermediate weather files to an
aircraft may be achieved through ground based direct Radio Frequency (RF)
communications, ground based RF network connections such as Very High Frequency
(VHF) data links, satellite based network connections, airborne internet connections,
and/or the like. Commercial communications such as ACARS may also be used, which
may be enhanced to enable the capability to broadcast a single message to a plurality of
aircraft. Moreover, and for example, transmission of weather messages andlor
intermediate weather files to ATC entities andlor aircraft operator entities that control
operation of one or more aircraft may be performed using ground-to-ground network
connections, including internet and private direct links.
Referring again to the weather service system 10 generally, the weather
service system 10 may be utilized with aircrafi operations in a terminal area, may be
utilized with aircraft operations at the airport surface, and/or may be utilized in en route
airspace. The weather service system 10 may be embodied in (i.e., defined by) a single
crwiputer system or may be embodied in two or more networked computer systems. For
example. the IFWS 12 and the WMGS 14 may be embodied together in a single
computer system or the IFWS 12 may be embodied within a different computer system
than the WMCiS 14. Moreover, and for example, different components of the IFWS 12
tna} be embodied in different computer systems and/or different components of the
WMGS 14 may be embodied in different computer systems, whether or not any
components of the IFWS 12 are embodied in the same computer system as any
components of the WMGS 14. In other words, the operations (i.e., functionalities) of
rach of the IFWS 12 and the WMGS 14 may be spread over two or more different
computer systems, whether or not any of the different computer systems performs
operations of both the IFWS I2 and the WMGS 14. The individual components may be
virtilalized and hosted by a cloud type computational environment, for example to allow
for dynamic allocation of computational power, without requiring the user concerning the
location, configuration, andlor specific hardware of the computer system.
The weather service system 10 may be implemented within an air traffic
environment in any configuration that enables the weather service system 10 to function
ns described and/or illustrated herein. For example, the entire weather service system 10
( i t . . the lFWS 12 and the WMGS 14) may be installed at the facility of an existing or
newly created weather service provider entity, may be installed at the facility of an ATC
entity, or may be installed at the facility of an aircraft operator entity that controls
operation of one or more aircraft. Moreover, and for example, different components
(e.g,. the IFWS 12, components of the IFWS 12, the WMGS 14, andfor components of
the WMGS 14) of the weather service system 10 may be installed at the facilities of
different entities {e.g., a weather service provider entity, an ATC entity, and/or an aircraft
operator entity that controls operation of one or more aircraft). For example, the lFWS
12 may be installed at the faciIity of a different entity than the WMGS 14. Moreover,
and for example, different components of the IFWS 12 may be installed at the facilities of
diftkreni entities and/or different components of the WMGS 14 may be installed at the
hcilities of different entities, whether or not any components of the IFWS 12 are
installed at the facility of the same entity as any components of the WMGS 14. In
ernboditnents wherein different components of the weather service system 10 are
installed at the facilities of different entities, each component of the weather service
system 10 may be installed at the facility of any of the different entities. The term
"install" may refer to a computer or a plurality of networked computers physically
residing at a physical facility operated by an entity, and/or the term "install" may refer to
the virtual hosting associated with the entity in charge of the facility where the actual
computing may be performed in a cloud environment with physical computational
machines located anywhere. The cIoud may be a public cloud, a private cloud, andtor a
hybrid cloud operated by the entity, a consortium with or without the entity being a
tnem ber, and/or an independent third party.
Figure 2 is a schematic block diagram of an exemplary embodiment of
an air traffic environment 100 illustrating one exemplary implementation of the weather
service system 10. In the exemplary embodiment of Figure 2, the entire weather service
system 10 is installed at the facility of a weather service provider entity 102. Both the
IFWS 12 and the WMGS 14 are instailed at the facility of, and are operated by, the
wather service provider entity 102. The environment I00 includes the weather service
provider entity 102, one or more aircraft 104, one or more aircraft operator entities 106
that each control operation of one or more of the aircraft 104, one or more ATC entities
108. and one or more weather data sources 1 10.
In the exemplary embodiment of Figure 2, the environment 100 includes
a single weather service provider entity 102, four aircraft 104, four aircrafi operator
entities 106, a single ATC entity 108, and a single weather data source 1 10. But, the
environment 100 may include any number of the weather service provider entity 102, any
number of the aircraft 104, any number of the aircraft operator entities 106, any number
of the ATC entities I08, and any number of the weather data sources 110. For simplicity,
each aircraft operator entity 106 is shown in the exemplary embodiment of Figure 2 as
controlling the operation of a single aircraft 104. But, each aircraft operator entity 106
ma} control the operation of any number of aircraft 104. In some embodiments, one or
more of the aircraft operator entities 106 controls the operation of a relatively large
number (e.g.. greater than ten) of, and/or a relatively large variety (e.g., greater than
three) of difyerent, aircraft. Each weather data source 110 may be an internal source that
is located at the facility of the weather service provider entity 102 or an external source
that is located remotely from the facility of the weather service provider entity 102.
As described above, the weather service system 10, including the IFWS
12 and the WMGS 14, is operated by the weather service provider entity 102. The
weather service system 10 receives inputs from one or more of the aircrafi 104, one or
more of the aircraft operator entities 106, and/or the ATC entity 108. The weather
scrvice system 10 generates weather models, weather files, and weather messages at the
wcather service provider entity 102. The weather service system 10 delivers (i.e.,
transmits) the weather messages to the aircrafi 104. In some embodiments, the weather
tnodels and/or the weather files are delivered to the aircraft 104. In the exemplary
embodiment of Figure 2, the subscription to the weather service provided by the weather
scrvice system 10 is the delivery of weather messages to the aircraft 104. With additional
subscription. access to the weather models, the weather files, and/or copies of the weather
tncssages delivered to the aircraft 104 may be provided to one or more of the aircraft
operator entities 106. In some embodiments, the weather models, weather files, andfor
weather messages are copied to the ATC entity 108.
In some embodiments, the weather service provider entity 102 is a subentity
of the ATC entity 108. Moreover, in some alternative embodiments, the entire
weather service system 10 (i,e,, the IFWS 12 and the WMGS 14) is installed at the
ticility of the ATC entity 108 or at the facility of one or more of the aircraft operator
entities 106.
Figure 3 is a schematic block diagram of another exemplary embodiment
of an air traffic environment 200 illustrating another exemplary implementation of the
weather service system 10. In the exemplary embodiment of Figure 3, the IFWS 12 of
the weather service system 10 is installed at the facility of the weather service provider
cntity 102. while an WMGS 14 of the weather service system 10 is installed at the facility
of each of the aircraft operator entities 106. In the implementation shown in Figure 3, the
iFWS 12 is operated by the weather service provider entity 102, and the WMGSs 14 are
operated bj, the aircrafi operator entities 106
The IFWS 12 operated by the weather service provide entity 102
receives inputs from one or more of the aircraft operator entities I06 and/or from the
ATC cntity 108. The lFWS 12 generates weather models at the weather service provider
cntity 102. The IFWS 12 deIivers the weather models to the aircraft operator entities 106
and/or provides one or more of the aircraft operator entities 106 with controlled access to
the weather models. In some embodiments, the weather models are copied to the ATC
entity j08.
The aircraft operator entities 206 are responsible for generating the
weather tiles and the weather messages and delivering the weather messages to the
corresponding aircraft I04 that are controlled thereby. In some embodiments, an aircrafl
operator entity 106 delivers the weather models and/or the weather fifes to the
corresponding aircraft 104 controlled thereby. In the exemplary embodiment of Figure 3,
rhe subscription to the weather service provided by the weather service system 10 is the
delivery of weather models to the aircrafl operator entities 106 and licensing and support
of'the WMGSs 14. Such a subscription may be suitable for aircraft operator entities 106
with a relatively large number of flights operating within the airspace controlled by the
ATC entity 108. In some embodiments, one or more of the aircraft operator entities 106
delivers a copy of a weather file and/or a weather message to the ATC entity 108.
Figure 4 is a schematic block diagram of another exemplary embodiment
of an air traffic environment 300 illustrating another exemplary implementation of the
iveather service system 10. In the exemplary embodiment of Figure 4, the IFWS 12 of
the weather service system 10 is installed at the facility of the weather service provider
entit>. 102. i+h ile a WMF module 36 of the WMGS 14 is installed at the facility of each
of'the aircraft operator entities 106. The remainder (e.g., the modules 30, 32, 34, and 38
and the CDB 40, each of which is shown in Figure 1) of the WMGS 14 of the weather
scrvice system 10 is installed at the facility of the weather service provider entity 102.
One or more of the aircraft operator entities 106 may include an MD module 38 or
similar module for delivering the weather messages to the corresponding aircraft 104 that
are controlled thereby.
The IFWS 12 operated by the weather service provide entity 102
receives inputs from one or more of the aircraft operator entities 106 and/or from the
ATC entity 108. The IFWS 12 generates weather models at the weather -service provider
entity 102. The WMGS 14 generates weather files at the weather service provider entity
1 02. 'The W MGS 14 delivers the weather files to the aircraft operator entities 106 and/or
provides one or more of the aircraft operator entities 106 with controlled access to the
weather tiles. In some embodiments, the weather models and/or weather files are copied
to the ATC entity 108.
'The aircraft operator entities 106 are responsible for generating the
t\,eather messages and the delivering the weather messages to the corresponding aircraft
104 that are controlled thereby. In some embodiments, an aircraft operator entity 106
delivers the weather models and/or the weather files to the corresponding aircraft 104
controlled thereby. In the exemplary embodiment of Figure 4, the subscription to the
weather service provided by the weather service system 10 is the delivery of weather files
to the aircraft operator entities 106 and licensing and support of WMF module 36. Such
a subscription may be suitable for aircraft operator entities 106 with multiple flights
conducting the same procedure within the airspace controlled by the ATC entity 108. In
some embodiments, one or more of the aircraft operator entities 106 delivers a copy of a
\vrathcr message to the ATC entity 108.
Figure 5 is a schematic block diagram of another exemplary embodiment
of an air traffic environment 400 illustrating another exemplary implementation of the
weather service system 10. In the exemplary embodiment of Figure 5, an entire weather
service system 10 is installed at the facility of each of the aircraft operator entities 106.
130th the IFWS 12 and the WMGS 14 of the weather service system 10 are installed at the
facility of, and are operated by, the aircraft operator entity 106.
Each weather service system 10, including the IFWS 12 and the WMGS
14. is operated by the corresponding aircraft operator entity 106. The weather service
systern 10 receives inputs from an operator control tool 112 of the corresponding aircraft
operetor entity 106 and/or from the ATC entity 108. The aircraft operator entities 106
access the weather data source 1 10 and the weather service systems i 0 thereof generate
\vcather models, weather files, and weather messages at the corresponding aircraft
opcrator entity 106 using the weather data received from the weather data source 1 10.
The aircraft operator entities 106 are responsible for delivering the
weather messages to the corresponding aircraft 104 that are controlled thereby. In some
embodiments, an aircraft operator entity 106 delivers the weather models and/or the
weather files to the corresponding aircraft 104 controlled thereby. In the exemplary
embodiment of Figure 5, the subscription to the weather service provided by the weather
service systern I0 is a turnkey system subscription, which includes the installation and
support of the weather service system 10 at the aircraft operator entity's 106 facility and
licensing of associated technologies. Such a subscription may be suitable for relatively
large network air carriers with relatively complex operational needs. In some
embodiments, one or more of the aircraft operator entities 106 delivers a copy of a
weather model, a weather file, and/or weather message to the ATC entity 108.
Within each of the embodiments of Figures 2-5, one or more weather
service systems 10 are implemented within an air traffic environment in the same
configuration for each aircrafi operator entity that controls aircraft within the air traffic
environment. In other words, within a particular air traffic environment, the subscription
to the weather service is the same type of subscription for each aircraft operator entity
that controls aircraft within the air traffic environment. For example, in the embodiment
of Figure 2, each aircraft operator entity 106 of the air traffic environment 100 is served
by the weather service system 10 that is installed at the facility of the weather service
provider 102. Moreover, and for example, in the embodiment of Figure 3, each aircraft
operator entity I06 of the air traffic environment 200 has a subscription wherein an
WMGS 14 of the weather service system 10 is installed at the facility of each of the
aircraft operator entities 106. But, the weather service system 10 is not limited to
providing the same type of subscription for each aircraft operator entity that controls
aircraft within the same air traffic environment. Rather, different types of subscriptions
may be provided for different aircrafi operator entities that control aircraft within the
same air traffic environment. In other words, a single air traffic environment may inciude
a combination of different configurations (i.e., subscription types) for different aircraft
cjperator entities (e.g., a combination of the different configurations shown in Figures 2,
3. 4. andlor 5).
For example, Figure 6 is a schematic block diagram of another
eselnplary embodiment of an air traffic environment 500 illustrating another exemplary
impiementation of the weather service system 10. The embodiment of Figure 6 is a
combination of the embodiments of Figures 2-5. Specifically, the air traffic environment
500 includes a plurality of different aircraft operator entities 106a, 106b, I Odc, and 106d
that each control one or more aircrafl 104a, 104b, 104c, and 104d, respectively. For the
aircrati operator entity 106a, an entire weather service system 10a is installed at the
fhcility of the weather service provider entity 102. The weather service system 10a
provides weather service to the aircraft operator entity 106a. The subscription of the
aircraft operator entity 106a to the weather service is for the delivery of weather
tnessages to the aircraft 104a directly from the weather service system 1 Oa at the weather
service provider 102.
For the aircraft operator entity 106b, a weather service system lob
includes a W MGS 14b that is installed at the facility of the aircrafi operator entity 106b.
In addition to the WMGS 14b, the weather service system lob uses an lFWS 12a of the
teath her service system 10a to provide weather service to the aircraft operator entity
IO6b. In other words, the weather service system 10b includes the IFWS 12a of the
weather service system 10a. The subscription of the aircraft operator entity 106b to the
weather service is for the delivery of weather models to the aircraft operator entity 1 O6b
aud licensing and support of the WMGS 14b.
For the aircraft operator entity 106c, a weather service system IOc
includes a WMF module 36c that is installed at the facility of the aircraft operator entity
106c. In addition to the WMF module 36c, the weather service system 10c uses the other
components of a WMGS 14a of the weather service system 10a and the lFWS 12a to
provide weather service to the aircrafi operator entity 106c. In other words, the weather
service system IOc includes the IFWS 12a and the WMGS 14a (except for a WMF
module 36 of the WMGS 14a) of the weather service system 10a. The subscription of the
aircraft operator entity 106c to the weather service is for the delivery af weather files to
the aircraft operator entity 106c and licensing and support of WMF module 36c.
For the aircraft operator entity 106d, an entire weather service system
IOd is installed at the facility of the aircraft operator entity 106d. The weather service
system IOd provides weather service to the aircrafi operator entity 106d. The
subscription of the aircraft operator entity 1066 to the weather service is a turnkey system
subscription, which includes the installation and support of the weather service system
10d at the aircraft operator entity's 106d facility and licensing of associated technologies.
Figure 7 is a flowchart iIlustrating an exemplary embodiment of a
method 600 for providing one or more aircraft with weather data during flight. The
tnethod 600 may be performed, for example, using the weather service system 10
(Figures 1-61. At 602, the method 600 includes generating one or more weather models
using one or Inore sources of weather data. Generating a weather model at 602 may
include creating a new weather model or updating an existing weather model. The
Iseather model may be generated at 602 upon receiving a request for weather service
(e.g., a request for a weather message) from an aircraft, an aircraft operator entity that
controls operation of one or more aircraft, and/or an ATC entity. In addition or
alternatively. generation of the weather model at 602 may be initiated automatically upon
the occurrence of a predetermined event, such as, but not limited to, a predetermined
\scather event and/or the like. The weather model generated at 602 may have any form,
format. and/or the like, such as, but not limited to, the form of a 4D grid and/or the like.
As described above with respect to the weather service system 10,
*cather models generated at 602 incorporate flight operations information and
performance requirements. As should be apparent from the above description of the
neather service system 10, the flight operations information may include, but is not
limited to, a specified airspace within which an aircraft are intended to fly, a
configuration of the specified airspace, a type of flight procedure, andlor the like. As
should also be apparent from the above description of the weather service system 10, the
performance requirements may include, but are not limited to, an RNP for a flight or a
flight procedure of an aircraft, traffic throughput in terms of flight flow rate, a flight
profile, a performance based flight profile, a weather model parameter, a weather model
specification, a weather performance requirement, or a weather model requirement.
In one exemplary embodiment, the weather mode! is generated at 602 by
integrating the flight operations information and the performance requirements to
determine weather performance requirements, receiving weather data from the source of
weather data, and generating the weather model according to the weather data and the
weather performance requirements. Such an exemplary method for generating at 602 the
weather model will be described below in more detail with reference to Figure 9. In
addition or alternatively, any other method for generating at 602 the weather model may
be used.
In some embodiments, the weather model generated at 602 is transmitted
to one or rnore aircraft, one or more aircraft operator entities that control operation of
aircraft, andlor one or more ATC entities.
At 604, the method 600 includes generating one or more weather
niessages from the weather model(s). The weather message is generated at 604 in a
format that is compatible with the aircraft. For example, the weather message may be
generated at 604 in a format that is capable of being received by the aircraft and capable
of' being automaticaIIy uploaded into an airborne automation system of the aircraft and/or
au~omatically displayed to a crew of the aircraft. In one exemplary embodiment, the
weather message is generated at 604 by generating, at 604a, an intermediate weather file
by reducing the weather model to a subset of weather data, and using at 604b the
intermediate weather file to formulate the weather message according to one or more
weather message encoding rules of an aircraft that is being provided with the weather
scrvice. In addition or alternatively, any other method for generating at 604 the weather
niessage may be used. In some embodiments, the intermediate weather file is transmitted
to one or more aircraft, one or more aircraft operator entities that control operation of
aircraft, andlor one or more ATC entities.
The method 600 includes, at 606, transmitting the weather message to
one or more aircraft during flight of the aircraft. For example, the weather message may
be transmitted at 606 to one or more aircraft that have requested weather service (whether
the request was made directly by the aircraft and/or through an aircraft operator entity
that controls operation of the aircraft) and/or may be transmitted at 606 to one or more
aircraflt that are operating within an air traffic environment being serviced by the weather
scrvice system 10. The weather message may be transmitted at 606 to the aircraft
directly, or may be transmitted at 606 to the aircraft by first being transmitted to an
aircraft operator that controls operation of the aircraft and then being relayed to the
aircraft by the aircraft operator. In some other embodiments, the weather message is
transmitted to directly to both the aircrafi and one or more aircraft operator entities.
Moreover, in some embodiments, the weather message is transmitted to an ATC entity.
Figure 8 is a flowchart illustrating an exemplary embodiment of a
method 650 for managing subscription to a weather service that provides one or more
aircrafi with weather data during flight. For example, the method 650 may be used to
manage subscription to a weather service provided by the weather service system 10
(Figures 1-6). The method 650 illustrates an exemplary embodiment of a method of
receiving, recording, and verifying the subscription of weather services by a weather
service provider entity (e.g., an entity that operates the weather service system 10) such
that weather services can be provided to the subscription entities accordingly.
The method 650 includes, at 652, receiving subscription requests that
rcquest subscription to the weather service. The subscription requests may be received at
652a in advance of the receipt of a weather service request by the weather service
provider entity. In addition or alternatively, the subscription requests may be received at
652b simultaneously (i.e., in real-time) with the receipt of a weather service request by
the weather service provider entity. As should be apparent from Figure 8, each
subscription request received by the weather service provider entity may be received
fio~n a particular aircraft for that particular aircraft, from an aircraft operator entity for a
subset or all of the aircrafi: of a fleet of the aircraft operator entity, or from an A'TC entity
for a subset or all of the flights in the jurisdiction of the ATC entity.
At 654, the method 650 includes processing the subscription requests.
Specifically. a subscription is negotiated between the subscriber and the weather service
provider entity. In some embodiments, pre-defined reference subscription terms may be
refkrenced at 654a during the negotiation. Upon successful negotiation, a subscription
record is generated at 658 and stored at 660 as machine readable code in a subscription
database 656. In other words, the method 650 includes, at 658 and 660, recording in the
subscription database 656 valid subscriptions to the weather service that are based on the
subscription requests received at 652. The recorded subscriptions may reflect the
subscription status of a specific aircraft, may reflect the subscription status of one or
more tlights conducted by aircraft belonging to an aircraft operator entity, and/or may
reflect the subscription status of one or more flights in the jurisdiction of an ATC entity.
In addition or alternatively, the recorded subscriptions may indicate the level of service,
such as, but not limited to, limits on the number of weather messages to be delivered, the
type. extent. scope, volume and/or the like of service to be provided, andlor updates to
the service or messages to be delivered. Functionalities may be provided for querying
and verifying the subscription status of a weather service request for use by the operator
uf the weather service provider entity via a connected dispIay and/or for use by the
weather service system via an electronic interface.
Real-time subscriptions may be for a one time weather service request,
for services not covered by an advance subscription, and/or for a one time modification to
an advance subscription, In addition to the pre-defined reference subscription terms
which may be references at 654a, negotiated prior subscription conditions (e.g., extracted
tiotn the subscription database 656) with the subscriber may also be referenced, at 662,
during a subscription negotiation.
An effective subscription includes financially charging a subscription
request entity andlor an end user entity for the weather service provided. The charge may
be based on the characteristics of the request and the weather service including factors
such as. but not limited to, the type, extent, scope, volume, and/or the like of service
provided, seasonal and/or time of the day adjustments, the variety of different weather
message types being provided, the number of products being subscribed to, and/or the
like. One or more subscriber identifications (ID) and/or one or more vehicle IDS can be
used to cross reference or map the requesting user, the subscription database, and/or the
billing system that is responsible for recording and collecting the financial changes in
connection to the subscription-based weather service,
The method 650 includes providing weather services according to the
subscription status and the weather service request. For example, the method 650
includes, at 664, receiving a weather service request for one or more aircraft. The
weather service request requests weather data from the weather service during flight of
the aircraft. The weather service request may be received at 664 from one or more
aircraft, from one or more aircraft operator entities, andor from an ATC entity. At 666,
thc method 650 includes verifying a subscription status of the aircraft by comparing the
weather service request with the valid subscriptions in the subscription database. The
neth hod 650 funher includes, at 668, providing or rejecting the weather service according
to the subscription status of the aircraft.
Figure 9 is a flowchart illustrating an exemplary embodiment of a
method 700 for generating one or more weather models. For example, the method 700
Inay be used to perform all or a portion of the generation step 602 (Figure 7) of the
tncthod 600 (Figure 7). The method 700 includes, at 702, integrating flight operations
infortnation and performance requirements to determine weather performance
requirements. The flight operations information and the performance requirements are
integrated at 702 by consolidating at 702a flight operations information inputs for one or
more aircraft (e.g., received from a corresponding aircraft operator entity) with flight
operations information inputs from an ATC entity. Default operation parameters may be
used as the starting point for the consolidation at 702a and to fill gaps in the input data.
Integrating at 702 the flight operations information and the performance requirements
also includes, at 702b, consolidating performance requirement inputs for one or more
itircraft (e-g.. received from a corresponding aircraft operator entity) with performance
requirement inputs of the ATC entity. Default airspace objective parameters may be used
as the starting point for the consolidation at 702b and to fill gaps in the input data. The
input consolidation processes of 702a and 702b may allow for the interests from all
stakeholders to be reflected in the weather model.
Consolidated inputs are carried over to the next step to control the
process of various weather data sources. Specifically, at 704, the method 700 includes
receiving fieather data from one or more sources of weather data. At 706, the method
700 further includes generating one or more weather models according to the processed
weather data and the weather performance requirements. The weather model(s) may be
displayed, at 708, to an operator of the weather service system for monitoring purposes.
Moreover, and for example, stored weather models can be accessed by the operator of the
weather service system via the WMAI module 26 (Figure 1). Weather models may also
be provided to a third party (e.g., an aircraft operator entity) automatically or manually if
the weather model is included in a service subscription.
In continuous operations, weather models may need to be updated to
reflect changes in weather data and/or changes in flight operations andlor performance
requirements. Updating a weather model may be achieved by monitoring any inputs,
changes, and/or updates of one or more weather data sources. Accordingly, in some
embodiments, the method 700 includes monitoring, at 710, one or more inputs, changes,
andlor updates of one or more weather data sources. The input, change, and/or update is
then compared, at 712, with weather model update criteria derived from the flight
operations information and performance requirements. At 714, the weather model(s) is
then updated to reflect the input, change, and/or update of the weather data source(s).
Figure 10 is a flowchart illustrating an exemplary embodiment of a
rncthod 750 for generating one or more weather messages from one or more weather
models. For example, the method 750 may be used to perform all or a portion af the
generation step 604 (Figure 7) of the method 600 (Figure 7). The method 750 is a
method of providing subscription weather service to an individual flight by utilizing the
WMGS 14 to access one or more weather models generated by the IFWS 12 and to
generate and deliver one or more weather messages.
The method 750 includes receiving, at 752, a weather service request
for an individual aircraft 754. The weather service request may be received at 752 from
the individual aircraft 754, from an aircraft operator entity 756 that controls operation of
the individual aircraft 754, and/or from an ATC entity 758. When a weather service
request for an individual flight is received at 752, the method 750 may include
consolidating, at 760, flight profile inputs (i.e., profile specification parameters), received
from the individual aircraft and/or a corresponding aircraft operator entity, with default
flight profile parameters. The default flight profile parameters may be used as the
starting point for the consolidation 760 and to fill gaps in the input data. At 762, the
tnethod may also include consolidating flight objective inputs (i.e., flight objective
specification parameters), received from the individual aircraft 754 and/or the
corresponding aircraft operator entity 756, with default flight objective parameters. The
default flight profile parameters may be used as the starting point for the consolidation
762 and to till gaps in the input data. The consolidation of inputs from different entities
may offer the flexibility for the service requester to specify additional detaits about the
service request if so desired, and/or may offer the possibility for an aircraft user to
incorporate weather services into ground based automation and/or an airborne automation
tool.
At 764, the method 750 includes verifying the subscription status of the
individual aircraft. If the subscription status is effective (i.e., valid), one or more weather
messages is generated at 766 from the weather model(s). The weather message is
generated at the requested time and delivered, at 767, to the individual aircraft via
available co~nmunicationc hannels. The subscription may also include delivery of a copy
of the weather message to the aircraft operator entity 756 that controls operation of the
individual aircraft 754. In some embodiments, instead of being directly transmitted to the
individual aircraft 754, the weather message is transmitted to the aircraft operator entity
756 and is relayed to the individual aircraft 754 by the aircraft operator entity 756. If
desired, as may be indicated in airspace objective inputs from the ATC entity 758, a copy
of' the weather message may also be delivered to the ATC entity 758. The ATC entity
758 may use the weather message to improve traffic management, for example. The
\+leather message may be presented on a display 768 of the WMGS 14 for monitoring
purposes.
The weather service subscription may also include updates of the
weather messages. Accordingly, in some embodiments, the method 750 includes
monitoring. at 770, updates to one or more weather models generated by the IFWS 12,
which may include taking into account the requested timing (e.g., provided as part of the
flight objective inputs) of a weather message update. When update criteria are met, the
tnethud 750 includes updating, at 772, one or more weather messages. The updated
weather message(s) can then delivered as described herein.
Figure I I is a flowchart illustrating another exemplary embodiment of
a method 800 for generating one or more weather messages from one or more weather
models. For example, the method 800 may be used to perform all or a portion of the
generation step 604 (Figure 7) of the method 600 (Figure 7). The method 800 is a
rnethod of providing subscription weather service to a plurality of flights that are
conducting similar operations by utilizing the WMGS 14 to access one or more weather
models generated by the lFWS 12 and to generate and deliver one or more weather
messages.
The method 800 includes receiving, at 802, a weather service request
tbr a pfurality of aircraft 804 that are conducting similar operations. The weather service
rcquest may be received at 802 from one or more of the aircraft 804, from an aircrafi
operator entity 806 that controls operation of one or more of the aircraft 804, andlor from
;in ATC entity 808. The method 800 may include consolidating, at 810, flight profile
inputs (i.e., profile specification parameters) with default flight profile parameters. The
flight profile inputs may be received from one or mare of the aircraft operator entities
806 and/or from the ATC entity 808. The default flight profile parameters may be used
as rhe starting point for the consolidation 810 and to fill gaps in the input data. At 812,
the method may also include consolidating flight objective inputs (i.e., flight objective
specification parameters) with default flight objective parameters. The flight objective
inputs may be received from one or more of the aircraft operator entities 806 andlor from
the ATC entity 808. The default flight profile parameters may be used as the starting
point for the consolidation 8 12 and to fill gaps in the input data. Because the inputs may
be provided from more than one entity (i.e., from two or more aircraft operator entities
806 or from a combination of the ATC entity 808 and one or more aircraft operator
entities 806). the method 800 may include verifying, at 814, the consistency of the inputs.
The consolidation of inputs from different entities may offer the flexibility far the service
requester to speciFy additional details about the service request if so desired, andlor may
otTer the possibility for an aircrafi user to incorporate weather services into ground based
aututnation andlor an airborne automation tool.
Afer receiving the weather service request at 802, the method 800
includes verifying, at 816, the subscription status of the plurality of aircraft 804. For
cxa~nple, verifying at 81 6 may include verifying the subscription status of the weather
service request. If the subscription status is effective for at least a subset of the plurality
of aircraft 804, the weather service request will be processed. Specifically, if the
subscription status is effective for at least a subset of the plurality of aircraft 804, the
method 800 includes generating, at 818, one or more weather messages (using one or
rnore weather models generated by the IFWS 12) at the requested time. Because a
plurality of flights are involved, more than one weather message may be necessary to
satisfy the needs of aircraft 804 with different equipage. But, the weather messages may
be formulated from the same weather file because of the similar operations being
executed by the flights in question.
Before the delivery of the weather messages, the method 800 includes
verifying. at 820, the subscription status for each individual flight of the plurality of
aircraft 804. If the subscription is effective for a flight, the corresponding weather
rnessagc is delivered, at 822, to the aircraft 804 via available communication channels. If
the same weather message (e.g., with a specific encoding for a given airborne system)
suits more than one aircraft 804, a singie transmission may reach the aircraft at the same
time. which is referred to as a "subscription weather message broadcast". Such
subscription weather message broadcasts may save communication bandwidth. When a
subscription weather message is broadcasted, the message may include an addressing
mechanism such as a special identifier in the message that can be recognized by only the
aircratt 804 with subscription and/or such as an encryption mechanism that allows for
only aircraft 804 with subscription to decode the weather message. Accordingly, in some
embodiments, it may not be necessary to verify subscription status before the weather
tncssage is transmitted.
The subscription may also include delivery of a copy of the weather
message to one or more of the aircraft operator entities 806. In some embodiments,
instead of being directly transmitted to one or more of the aircraft 804, the weather
message is transmitted to one or more of the aircraft operator entities 806 for relay to the
one or more aircraft 804. If desired, as may be indicated in airspace objective inputs
from the ATC entity 808, a copy of the weather message may also be delivered to the
A'TC entity 808. For example, the ATC entity 808 may use the weather message to
improve traffic management. The weather message may be presented on a display 824 of
the WMGS 14 for monitoring purposes.
Because the method 800 applies to a plurality of aircraft 804, which
may enter and Ieave the airspace at different times, a particular weather file or weather
message may only apply to a given period of time, for example because of the aging of
the weather information. Accordingly, weather files and/or weather messages may need
to be updated as the corresponding weather model(s) is updated, for example even if the
profile specification inputs and the flight objective inputs remain the same for all flights
in question. Unlike the method 700 wherein updated versions of the same weather
message may be delivered to the same flight as time elapses, in the method 800, updated
weather messages may only be delivered to new flights. Accordingly, in some
embodiments. the method 800 includes monitoring, at 826, updates to one or mare
tveather models generated by the IFWS 12, which may include taking into account
weather message update criteria derived from (or given as part of) flight profile
specification inputs and flight objective specification inputs. When update criteria are
met. the method 800 includes updating, at 828, one or more weather messages. The
updated weather message(s) can then be delivered as described herein, but may only be
addressed to new flights coming into the airspace or predicted to coming into the airspace
at a given time in the future. As an alternative method, a time criterion or a flight
progress criterion (such as, but not limited to, a waypoint being reached, an altitude being
reached, and/or the- like) is configured in the aircraft 804 to receive weather messages up
to that specified waypoint, altitude, and/or the like. After the specified waypoint,
altitude, and/or the like is reached, the aircraft 804 will no tonger update an internal
weather model of the aircraft 804 even if a new weather message broadcast is available.
Figure I2 is a flowchart illustrating another exemplary embodiment of
a method 850 for generating one or more weather messages from one or more weather
models. For example, the method 850 may be used to perform all or a portion of the
generation step 604 (Figure 7) of the method 600 (Figure 7). The method 850 is a
~nerhad of providing subscription weather service to a plurality of flights that are
conducting si~nilaro perations by utilizing the WMGS 14 to access one or more weather
~nodels generated by the lFWS 12 and to generate and deliver one or more weather
Inessages. The method 850 is similar to the method 800 (Figure I I); however, one
difference between the method 850 and the method 800 is that in the method 850 there is
an advance weather service subscription in place that covers all flights controlled by a
single ATC entity 858. The subscription may actually be put into place by the ATC
entity 858 to ensure the all flights served by the ATC entity 858 receive the same level of
weather service, for example to maximize throughput and/or to minimize environmental
impact.
The method 850 includes receiving, at 852, a weather service request
for a plurality of aircraft 854 that are conducting similar operations. The weather service
request may be received at 852 from one or more of the aircraft 854, from an aircraft
operator entity 856 that controls operation of one or more of the aircrafl854, and/or from
the ATC entity 858. The method 850 may include consolidating, at 860, flight profile
inputs (i.e.. protjle specification parameters) with default flight profile parameters. The
flight profile inputs may be received from one or more of the aircraft operator entities
856 and/or from the ATC entity 858, The default flight profile parameters may be used
as the starting point for the consolidation 860 and to fill gaps in the input data. At 862,
the method may also include consolidating flight objective inputs (i.e., flight objective
specification parameters) with default flight objective parameters. The flight objective
inputs may be received from one or more of the aircraft operator entities 856 and/or from
the A'fC entity 858. The default flight profile parameters may be used as the starting
point for the consolidation 862 and to fill gaps in the input data. Because the inputs may
be provided from more than one entity (i.e., 'from two or more aircraft operator entities
856 or from a combination of the ATC entity 858 and one or more aircraft operator
cntities 856), the method 850 may include verifying, at 864, the consistency of the inputs.
'I'lie consolidation of inputs from different entities may offer the flexibility for the service
requester to specify additional details about the service request if so desired, and/or may
offer the possibility for an aircraft user to incorporate weather services into ground based
automation and/or an airborne automation tool.
Because subscription is already in place for all flights controlled by the
A1-C 858. no subscription verification is performed. At 868, the method 850 includes
generating one or more weather messages (using one or more weather models generated
by the IFWS 12). Because a pluratity of flights are involved, more than one weather
message may be necessary to satisfy the needs of aircraft 854 with different equipage.
But. the weather messages may be formulated from the same weather file because of the
sitnilar aperations being executed by the flights in question, The method 850 includes
attaching, at 870, a virtual channel number to the weather message. For example, the
virtiial channel number may be included within the weather message. The virtual channel
number indicates (i.e., identifies) the subset of aircraft 854 to which it is intended to
deliver a weather message, for example aircrafi 854 conducting similar operations (e.g.,
performing the same procedure) and having the same airborne system configuration.
Because there is no need to verify individual subscription status, a
weather message does not have to be specifically addressed to an individual flight and the
broadcast method can be used to deliver weather messages. Accordingly, the method 850
includes broadcasting, at 872, one or more weather messages to the intended subset of
aircraft 854 via available communication channels. The method 850 may be referred to
as an "opcn weather message broadcast". Such subscription weather message broadcasts
may save communication bandwidth. The subscription may also indude delivery of a
copy of the weather message to one or more of the aircraft operator entities 856.
Moreover, in some embodiments, instead of being directly broadcast to the aircraft 854,
the weather message may be broadcast to one or more of the aircraft operator entities 856
for relay to the one or more aircraft 854. if desired, a copy of the weather message may
also be delivered to the ATC entity 858, which for example may use the weather message
to improve traffic management. The weather message may be presented on a display 874
of the WMGS 14 for monitoring purposes.
The broadcasted weather message includes the virtual channel number
attached thereto. In the aircraft 854, the airborne systems are configured to identify the
virtual channel number contained in the weather message broadcast. When the virtual
channel number contained in the weather message matches that of the particular aircraft
854, the weather message is accepted; otherwise the weather message is ignored.
Weather files and/or weather messages may need to be updated as the
corresponding weather model(s) is updated, for example even if the profile specification
inputs and the flight objective inputs remain the same far all flights in question.
Accordingly. in some embodiments, the method 850 includes monitoring, at 876, updates
to one or more weather models generated by the IFWS 12, which may include taking into
account weather message update criteria derived from (or given as part of) flight profile
specification inputs and flight objective specification inputs. When update criteria are
met, the method 850 includes updating, at 878, one or more weather messages.
When updated messages (e.g., a subsequent broadcast) is detected by
an aircraft 854, a time criterion or a flight progress criterion (such as, but not limited to, a
waypoint being reached, an altitude being reached, and/or the like) is configured in the
aircraft 804 to control the acceptance of the weather message broadcast. Before the
specified waypoint, altitude, and/or the like is reached, a weather message with the
matching virtual channel number is accepted. After the specified waypoint, altitude,
and/or the like is reached, a weather message is ignored even if it has a matching virtual
channel number.
Figure 13 is a flowchart itlustrating another exemplary embodiment of
a method 900 for generating one or more weather messages from one or more weather
~nodels. Fur example, the method 900 may be used to perform all or a portion of the
gctieration step 604 (Figure 7) of the method 600 (Figure 7). The method 900 is a
method of providing subscription weather service to a plurality of flights that are
conducting similar operations by utilizing the WMGS 14 to access one or more weather
models generated by the IFWS 12 and to generate and deliver one or more weather files.
'I'he method 900 is one exemplary implementation of the embodiment of the weather
service system I0 shown in Figure 4. For example, in the method 900, the weather
messages are not generated at the facility of the weather service provider. Rather, only
tht intermediate weather files are generated at the facility of the weather service provider,
while the wealher messages are generated at the facility of an aircraft operator entity 906.
I n the method 900, there is an advance weather service subscription in place that covers a
plurality of aircraft 904 that are controlled by a single aircraft operator entity 906.
The method 900 includes receiving, at 902, a weather service request
for a plurality of aircraft 904 that are conducting similar operations. In the exemplary
embodiment of Figure 13, the weather service request is a request for a weather file. The
weather service request may be received at 902 from one or more of the aircraft 904,
liom the aircraft operator entity 906, and/or from an ATC entity 908. The method 900
may include consolidating, at 910, flight profile inputs (i.e., profile specification
parameters) with default flight profile parameters. The flight profile inputs may be
received from the aircraft operator entity 906 and/or from the A'I'C entity 908. The
ddault flight profile parameters may be used as the starting point for the consolidation
9 10 and to fill gaps in the input data. At 912, the method may also include consolidating
ilight objective inputs (i.e., flight objective specification parameters) with default flight
objective parameters. The flight objective inputs may be received from the aircraft
operator entity 906 and/or from the ATC entity 908. The default flight profile parameters
may be used as the starting point for the consolidation 912 and to fill gaps in the input
d ava .
After receiving the weather service request at 902, the method 900
includes verifying, at 914, the subscription status of the aircraft operator entity 906. The
method 900 may include verifying, at 916, the consistency of the inputs received from the
aircraft operator entity 906 andlor the ATC entity 908. The consolidation of inputs from
different entities may offer the flexibility for the service requester to specify additional
details about the service request if so desired, andlor may offer the possibility for an
aircrafi user to incorporate weather services into ground based automation and/or an
airborne automation tool.
If the subscription status is effective for the aircraft operator entity 906,
the method 900 includes generating, at 918, one or more intermediate weather files (using
one or more weather models generated by the IFWS 12). The intermediate weather files
are generated at 918 at the facility of the weather service provider. At 920, the
intermediate weather file is transmitted from the weather service provider to the aircraft
operator entity 906 via available communication channels. If desired, as may be
indicated in airspace objective inputs from the ATC entity 908, a copy of the intermediate
weather tile may also be delivered to the ATC entity 908, which for example may use the
lieather tile to improve trafxc management. The weather file may be presented on a
display 924 of the WMGS 14 for monitoring purposes.
The aircraft operator entity 906 is responsible for generating the
weather messages and the delivering the weather messages to the aircraft 904 that are
controlled thereby. Accordingly, the aircraft operator entity 906 generates, at 922, one or
Inore weather messages using the received intermediate weather file(s). The aircraft
r~perator entity 906 may generate at 922 the weather message at the facility of the aircraft
operator entity 906, for example using an WMF module 36 (Figures 1,4, and 6) installed
at the facility of the aircraft operator entity 906. In addition or alternatively, the aircraft
operator entity 906 may generate at 922 the weather message by accessing, for example
via a network, an external weather message formulation functionality (e.g., a WMF
niodule 36 of similar module) that is Located remotely (i.e., is offsite) from the facility of
the aircratt operator entity 9Q6.
The delivery of weather messages to the aircraft 904 is controlled by
the aircraft operator entity 906. Accordingly, the method 900 includes transmitting, at
926. the weather rnessage(s) generated at 922 by the aircraft operator entity 906 from the
facility of the aircraft operator entity 906 to the aircraft 904 via available communication
channels.
As the corresponding weather model(s) is updated, weather files and
the corresponding weather messages may need to be updated. Accordingly, in some
etnbodiments, the method 900 includes monitoring, at 928, updates to one or more
Iteather models generated by the IFWS 12, which may include taking into account
weather message update criteria derived from (or given as part of) flight profile
specification inputs and flight objective specification inputs. When update criteria are
met. the method 900 includes updating, at 930, one or more weather files. The updated
weather flle(s) can then be delivered to the aircraft operator entity 906 as described
herein. New weather files may be generated whenever updated weather models are
available from the IFWS 12. New weather files may transmitted to the aircraft operator
entity 906 (with a copy to the ATC entity 908 if desired) as soon as a new weather file is
ready, unless the weather service request specifies otherwise. The weather service
rcquest may specify the nominal frequency, the minimum frequency, and/or the
tnaximum frequency at which updated weather files are transmitted. The weather service
request may specify the nominal time interval, minimum time interval, andfor maximum
titne interval between successively updated weather file transmissions. In addition or
alternative to being selected by the weather service request, the frequency and/or time
intervals at which updated weather files are transmitted may be determined by a change
ot'the weather by more than a tolerance or the change of the weather over a threshold.
Similar message update, delivery, and/or acceptance mechanisms
described above for other exempIary methods can be employed for the aircraft operator
entity 906 and the aircraft 904 controlled thereby, for example to manage the utilization
of updated weather messages in aircraft operations.
The various embodiments of methods and systems of methods and
systems described andlor illustrated herein may provide relatively accurate andlor
relatively consistent weather forecast information to aircraft. For example, the various
clnbodiments of methods and systems of methods and systems described and/or
illustrated herein relates to creating, formatting, and/or transmitting relatively consistent
weather information specific to individual and/or tailored to the performance
requirements ot'a given operation.
It should be noted that the various embodiments may be implemented
in hardware, software or a combination thereof. The various embodiments and/or
components, for example, the modules, or components and controllers therein, also may
bc implemented as part of one or more computers or processors. The computer or
processor may include a computing device, an input device, a display unit and an
interface, for example, for accessing the internet. The computer or processor may
i~~cludae m icroprocessor. The microprocessor may be connected to a communication
bus. 'The computer or processor may aIso include a memory. The memory may include
Random Access Memory (RAM) and Read Only Memory (ROM). The computer or
processor further may include a storage device, which may be a hard disk drive or a
retnuvable storage drive such as a solid state drive, optical drive, and the like. The
storage device may also be other similar means for loading computer programs or other
instructions into the computer or processor.
As used herein, the term "computer" or "module" may include any
processor-based or microprocessor-based system including systems using
microcontrollers, reduced instruction set computers (RISC), application specific
integrated circuits (ASICs), logic circuits, GPUs, FPGAs, and any other circuit or
processor capable of executing the functions described herein. The above examples are
exemplary only, and are thus not intended to limit in any way the definition and/or
meaning of the term "module" or "computer".
The computer, module, or processor executes a set of instructions that
are stored in one or more storage elements, in order to process input data. The storage
elements may also store data or other information as desired or needed. The storage
elctnent may be in the form of an information source or a physical memory element
within a processing machine.
The set of instructions may include various commands that instruct the
computer, module, or processor as a processing machine to perform specific operations
such as the methods and processes of the various embodiments of the invention. The set
of' instructions may be in the form of a software program. The software may be in
various forms such as system software or application sohare and which may be
embodied as a tangible and nan-transitory computer readable medium. Further, the
software may be in the form of a collection of separate programs or modules, a program
module within a larger program or a portion of a program module. The sofhvare also
may include modular programming in the form of object-oriented programming. The
processing of input data by the processing machine may be in response to operator
commands. or in response to results of previous processing, or in response to a request
~iiadcb y another processing machine.
As used herein, the terms "software" and "frrrnware" are
interchangeable, and include any computer program stored in memory for execution by a
computer, including RAM memory, ROM memory, EPROM memory, EEPROM
memory, and non-volatile RAM (NVRAM) memory. The above memory types are
csemplary only, and are thus not limiting as to the types of memory usable for storage of
a computer program. The individual components of the various embodiments may bc
virtualized and hosted by a cloud type computational environment, for example to allow
for dynamic allocation of computational power, without requiring the user concerning the
location, configuration, and/or specific hardware of the computer system.
It is to be understood that the above description is intended to be
illustrative. and not restrictive. For example, the above-described embodiments (andlor
aspects thereof) may be used in combination with each other. In addition, many
modifications may be made to adapt a particular situation or material to the teachings of
the invention without departing from its scope. Dimensions, types of materials,
trientations of the various components, and the number and pasitions of the various
components described herein are intended to define parameters of certain embodiments,
and are by no means limiting and are merely exemplary embodiments. Many other
embodiments and modifications within the spirit and scope of the claims will be apparent
to those of skill in the art upon reviewing the above description. The scope of the
invention should, therefore, be determined with reference to the appended claims, along
n i t h the full scope of equivalents to which such claims are entitled. In the appended
claims. the terms "including" and "in which" are used as the plain-English equivalents of
the respective terms "comprising" and "wherein." Moreover, in the following claims, the
rerlns "first," "~econd,a'n~d "third," etc. are used merely as labels, and are not intended to
irnposc numerical requirements on their objects. Further, the limitations of the following
clai~ns are not written in means-plus-function format: and are not intended to be
interpreted based on 35 U.S.C. $ 112, sixth paragraph, unless and until such claim
limitations expressly use the phrase "means for" followed by a statement of function void
of' further structure.
This written description uses examples to disclose the various
embodiments of the invention, including the best mode, and also to enable any person
skilled in the art to practice the various embodiments of the invention, including making
and using any devices or systems and performing any incorporated methods. The
patentable scope of the various embodiments of the invention is defined by the claims,
end 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
cle~ncnts that do not differ from the literal language of the claims, or if the examples
include equivalent structural elements with insubstantial differences from the literal
languages of the claims.
W t CLAIM:
I . A method for providing one or mare aircraft with weather data during flight,
the method comprising:
generating a weather model using a source of weather data, wherein the weather
model incorporates flight operations information and performance requirements;
generating a weather message from the weather model, the weather message
being generated in a format that is compatible with the aircraft; and
transmitting the weather message to the aircraft during flight of the aircraft.
2. The method of claim I, further comprising transmitting the weather message to
at least one of an air traffic control (ATC) entity or an aircrafi operator entity that
controls operation of one or more of the aircraft.
3. The method of claim 1, wherein generating a weather model using a source of
weather data comprises:
integrating the flight operations information and the performance requirements to
determine weather performance requirements;
receiving weather data from the source of weather data; and
generating the weather model according to the weather data and the weather
performance requirements.
4. The method of claim 3, wherein integrating the flight operations information
and the performance requirements to determine weather performance requirements
comprises:
consolidating the flight operations informatian of the aircrafi with flight
operations information of an air traffic control (ATC) entity; and
consolidating the performance requirements of the aircraft with performance
requirement of the ATC entity.
5. The method of claim 3, wherein receiving weather data from the source of
weather data comprises:
monitoring at least one of an input, a change, or an update from the source of
wather data:
comparing the at Ieast one of an input, a change, or an update with weather model
update criteria derived from the flight operations information and performance
requirements; and
updating a weather model.
6. The method of claim 1, wherein generating a weather message in a format that
is compatible with the aircraft comprises generating the weather message in a format that
is capable of being received by the aircraft and capable of being at Ieast one of
automatically uploaded into an airborne automation system of the aircraft or can be
automatically displayed to a crew of the aircraft.
7. The method of claim 1, wherein generating a weather message from the
weather nod el comprises:
generating an intermediate weather file by reducing the weather model to a subset
of weather data;
using the intermediate weather file to formulate the weather message according to
one or more weather message encoding rules of the aircraft.
8. The method of claim I, wherein generating a weather message from the
weather model comprises:
receiving a weather service request for an individual aircraft;
verifying a subscription status of the individual aircraft; and
if the subscription status is effective, generating the weather message from the
eat her model: and
wherein transmitting the weather message comprises transmitting the weather
rnessage at least one of directly to the individual aircraft or to an aircraft operator entity
that controls operation of the individual aircrafi.
9. The method of claim 1, wherein generating a weather message from the
iseather model comprises:
receiving a weather service request for a plurality of aircraft;
verifying a subscription status of the plurality of aircraft;
if the subscription status is effective for at least a subset of the plurality of aircraft,
1 generating the weather message using the weather model;
verifying the subscription status of each of the plurality of aircraft; and
if the subscription status is effective for one or more individual aircraft of the
plurality of aircrafl, transmitting the weather message comprises transmitting the weather
message at least one of directly to the one or more individual aircraft or to one or more
aircraft operator entities that control operation of the one or more individual aircraft.
10. The method of claim I , wherein generating a weather message from the
weather model comprises:
receiving a weather service request for a plurality of aircraft;
generating the weather message using the weather model; and
attaching a virtual channel number to the weather message; and
wherein transmitting the weather message comprises transmitting the weather
message at least one of directly to the plurality of aircraft or to one or more aircraft
operator entities that control operation of the plurality of aircraft.
11. The method of claim 1, wherein generating a weather message from the
weather model comprises:
receiving a weather service request for a plurality of aircraft controlled by a single
ilircrafi operator entity;
verifying a subscription status of the aircraft operator entity;
if the subscription status is effective for the aircraft operator entity, generating a
weather file using the weather model;
transmitting the weather file to the aircrafl operator entity;
generating the weather message at least one of at the aircraft operator entity or by
accessing a weather message formulation functionality from the aircraft operator entity;
and
wherein transmitting the weather message comprises transmitting the weather
message to the plurality of aircraft from the aircraft operator entity.
12. The method of claim 1, wherein the aircraft are isolated from the source of
weather data.
13. The method of claim 1, wherein the flight operations information comprise at
least one of a specified airspace within which the aircraft are intended to fly, a
configuration of the specified airspace, or a type of flight procedure, and wherein the
performance requirements comprise at least one of a Required Navigation Performance
(RNP) for a tlight or a flight procedure of the aircraft, traffic throughput in terms of flight
tlow rate, a tlight profile, a performance based flight profile, a weather model parameter,
a weather model specification, a weather performance requirement, or a weather model
requirement.
14. 'The method of claim 1, further comprising transmitting the weather model to
at least one of an air traffic control (ATC) or an aircraft operator entity that controls
operation of one or more of the aircraft.
15. The method of claim 1, wherein generating a weather model comprises at
least one of creating a new weather model or updating an existing weather model.
16. The method of claim 1, wherein generating a weather model using a source of
weather data comprises generating a weather model that has the form of at least one of a
four dimensional (4D) grid, a three dimensional (3D) grid, a two dimensional (2D) grid,
or a one dimensional (1 D) sequence..
17. A method for managing subscription to a weather service that provides
aircraft with weather data during flight, the method comprising:
receiving subscription requests that request subscription to the weather service;
recording in a subscription database valid subscriptions to the weather service that
are based on the subscription requests;
receiving a weather service request for an aircraft, wherein the weather service
request requests weather data from the weather service during flight of the aircraft;
verifying a subscription status of the aircraft by comparing the weather service
request with the valid subscriptions in the subscription database; and
providing or rejecting the weather service according to the subscription status of
thc ~iircraft.
18. The method of claim 17, wherein receiving subscription requests comprises
receiving a subscription request for an aircraft in advance of or simultaneously with
receiving a weather service request for the aircraft.
19. The method of claim 17, wherein receiving subscription requests comprises
receiving a subscription request from at least one of an aircraft, an aircrafi operator entity
that controls operation the aircraft, or an air traffic control (ATC) entity.
20. The method of claim 17, wherein recording in a subscription database valid
subscriptions to the weather service comprises charging a fee for the subscription that is
based on at least one of characteristics of the subscription request, characteristics of the
weather service, a volume of service provided, a seasonal adjustment, a time-of-day
adjustment, a type of weather message provided, or a number of products being
subscribed to.
2 1. A weather service system for providing one or more aircraft with weather
data during flight, the system comprising:
an in-tlight weather server (IFWS) comprising an operations specification (0s)
module, an airspace objective specification (AOS) module, and a weather processing
(WP) module, the WP module being operatively connected to the OS module and the
AOS module, the WP module being configured to generate a weather model using a
source of weather data, flight operations information received from the OS module, and
performance requirements received from the AOS module; and
a weather message generator (WMGS) operatively connected to the lFWS, the
WMG being configured to receive the weather model from the IFWS and generate a
weather message from the weather model, the WMGS being configured to generate the
weather message in a format that is compatible with the aircraft, the WMGS being further
configured to transmit the weather message to the aircraft during flight of the aircraft.
22. 'The weather service system of claim 21, wherein the IFWS comprises a
model update dispatch (MUD) module that is configured to integrate the flight operations
information and the performance requirements to determine weather performance
requirements, the WP module being configured to receive weather data from the source
of' weather data and generate the weather model according to the weather data and the
weather performance requirements.
23. The weather service system of claim 21, wherein the WMGS comprises a
weather file generator (WFG) module that is configured to create an intermediate weather
tile by reducing the weather model to a subset of weather data, the WMGS further
co~nprisinga weather message formulation module (WMF) that is configured to use the
intermediate weather file to formulate the weather message according to one or more
weather message encoding rules of the aircraft.
24. The weather service system of claim 21, wherein the WMGS is configured to
receive a weather service request for an individual aircraft, verify a subscription status of
the individual aircraft, generate the weather message from the weather model if the
subscription status is effective, and transmit the weather message at least one of directly
to the individual aircraft or to an aircraft operator entity that controls operation of the
itidividual aircraft.
25. The weather service system of claim 2 1, wherein the WMGS is configured to
receive a weather service request for a plurality of aircraft, verify a subscription status of
the pIurality of aircraft, generate the weather message using the weather model if the
subscription status is effective for at least a subset of the plurality of aircraft, verify the
subscription status of each of the plurality of aircraft, and, if the subscription status is
etl'cctive fbr one or more individual aircraft of the plurality of aircraft, transmit the
weather message at least one of directly to the one or more individual aircraft: or to one or
more aircraft operator entities that control operation of the one or more individual
aircraft.
26. The weather service system of claim 21, wherein the WMGS is configured to
receive a weather service request for a plurality of aircrafi, generate the weather message
using the weather model, and attach a virtual channel number to the weather message, the
virtual channel number identifying the plurality of aircraft requesting weather service, the
WMGS being further configured to transmit the weather message at least one of directly
to thc plurality of aircraft or to one or more aircraft operator entities that control
operation of the plurality of aircraft.
27. The weather service system of claim 21, wherein the WMGS is configured to
receive a weather service request fo,r a plurality of aircraft controlled by a single aircraft
operator entity, verify a subscription status of the aircrafi operator entity, generate a
weather file using the weather model if the subscription status is effective for the aircraft
operator entity. and transmit the weather file to the aircraft operator entity, wherein the
aircraft opcrator entity generates the weather message at !east one of at the aircraft
operator entity or by accessing a weather message formulation functionality from the
aircraft opcrator entity, and wherein the aircraft operator entity transmits the weather
tnessage to the plurality of aircraft.