AU2017294712B2 - Method and system for obtaining and presenting turbulence data via communication devices located on airplanes - Google Patents

Abstract

A device, system and method is provided for obtaining and processing turbulence data via communication devices located on-board airplanes. Turbulence data obtained by a plurality of communication devices may be received during flights on-board respective ones of a plurality of airplanes. Turbulence map data may be generated by super-positioning the turbulence data received from the plurality of communication devices onto a single tempo-spatial frame of reference. The turbulence map data may be distributed to one or more of the communication devices. A device, system and method is also provided for generating turbulence map data that may reduce or eliminate "false positive" turbulence events. A device, system and method is also provided for communicating with on-board communication devices operating in a "flight crew mode" or a "passenger mode."

Description

METHOD AND SYSTEM FOR OBTAINING AND PRESENTING TURBULENCE DATA VIA COMMUNICATION DEVICES LOCATED ON AIRPLANES CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the priority of U.S. Serial No. 62/360,818, filed on July 11, 2016, which is incorporated in its entirety herein by reference.

FIELD OF THE INVENTION

[0002] Embodiments of the present invention relate generally to the field of crowdsourcing,

and more particularly to obtaining turbulence data along flight routes via communication

devices.

BACKGROUND OF THE INVENTION

[0003] Prior to setting forth the background of the invention, it may be helpful to set forth

definitions of certain terms that will be used hereinafter.

[0004] The term "turbulence" as used herein refers to a rapid variation of pressure and flow

velocity in space and time that affect airplanes during flights. Turbulence affects the comfort

of the passengers of the flight and may also affect the safety of the flight. Additionally,

turbulence may affect the fuel consumption of the airplane. Clear-air turbulence (CAT) is

the turbulent movement of air masses in the absence of any visual cues such as clouds, and is

caused when bodies of air moving at widely different speeds meet. Therefore, CAT events are

significantly more difficult to detect.

[0005] The term "communication device" as used herein refers to any electronic device that is

provided with the ability to both transmit and receive data, usually but not exclusively, over a

communication network. Communication devices may include user equipment (UE) such as

hand-held mobile devices that are not integral to and may be carried onto and off of an

airplane including, for example, smartphones, tablet personal computers (PCs), and laptop

PCs. User equipment (UE) may be operated for example by a pilot, flight crew member or a

passenger, for example, releasable secured to a dashboard mount in the cockpit so that the

user equipment has a generally fixed position relative to the airplane. Additionally or

alternatively, communication devices may be part of embedded airplane communication

systems that are embedded in, inseparably mounted to, or integral to, airplane devices.

Embedded airplane communication devices may include, for example, transmitter-responders

(transponders), such as mode C transponders or mode S transponders, or Universal Access

Transceivers (UATs). Communication devices may include or may be operatively connected

to one or more turbulence sensor(s), communication circuit(s) including antenna(e),

memor(ies), processor(s), and display(s), any combination of which may be integrated into

one housing as a single device, or may be separated into different devices. Data may be

transmitted between the user equipment, embedded airplane communication devices,

satellites, ground communication devices, or any combination thereof over one or more

wireless networks including, for example, radio, satellite, Wi-Fi (e.g. IEEE 802.11 family),

cellular such as 3G or long term evolution (LTE), or any combination thereof.

[0006] Figure 1 is a map diagram illustrating turbulence data obtained by forecast models.

Map 10 shows areas that are likely to be affected by turbulence. The darker pattern indicates a

likelihood of a relatively severe level of turbulence, whereas the lighter pattern indicates a

likelihood of a relatively moderate level of turbulence. The data derived from the forecast

models may be regularly updated and is typically based on mathematical models. The data

may be generated for different timeslots and altitude ranges so that a flight route may be

planned and amended accordingly.

[0007] These maps are generated via forecast models generally based on weather conditions,

but suffer from severe inaccuracies due to the inability to correctly estimate the effect of the

various weather conditions on turbulence. First, not all clouds lead to turbulence, and second,

various conditions such as clear-air turbulence (CAT) cannot be accurately forecasted.

Therefore, currently available solutions for obtaining and presenting turbulence data tend to

suffer both from 'no detection' scenarios and 'false alarm' scenarios which generally

undermine the reliability of turbulence monitoring.

SUMMARY OF EMBODIMENTS OF THE INVENTION

[0008] Embodiments of the present invention provide a device, system and method for

obtaining and processing turbulence data via communication devices located on-board

airplanes. Turbulence data may be received including multiple different turbulence levels

within each of one or more regions of a turbulence map obtained by a plurality of

communication devices during flights on-board respective ones of a plurality of airplanes. The

received turbulence data may be obtained for example by obtaining spatial acceleration data

affecting each of the plurality of communication devices and converting the spatial

acceleration data into turbulence data based on a conversion process. Turbulence map data

may be generated including accumulated tempo-spatial turbulence information of a single

turbulence level for each of the one or more regions by super-positioning onto a single tempo spatial frame of reference the turbulence data including the multiple different turbulence levels within each of the one or more regions received from the plurality of communication devices. The turbulence map data including the accumulated tempo-spatial turbulence information may be distributed to one or more of the plurality of communication devices. The distributed turbulence map data may be displayed, e.g., as a turbulence map visualization, on a display of one or more of the plurality of communication devices.

[0009] Embodiments of the present invention provide a device, system and method for

obtaining turbulence data by a communication device during a flight on-board an airplane.

The turbulence data from the communication devices may be transmitted to a remote location.

Accumulated tempo-spatial turbulence information may be received that is generated at the

remote location by super-positioning the turbulence data received from the communication

device with turbulence data received from one or more other communication devices during

flights on-board other airplanes onto a single tempo-spatial frame of reference. The

accumulated tempo-spatial turbulence information associated with regions surrounding the

airplane of the communication device and the other airplanes may be displayed.

[0010] The system may use a distribution server connected to the plurality of communication

devices over a common communication network. The communication devices thus serve both

as sources of the turbulence data and also as the recipients of the accumulated turbulence data.

The plurality of communication devices may include one or more hand-held user

communication devices, e.g., operated by a pilot (in "pilot" or "flight crew" mode) or a

passenger (in "passenger" mode), embedded airplane communication devices, e.g., integrated

or embedded inside the airplane, and/or supplemental communication devices to supplement

the aforementioned primary hand-held or embedded communication devices, e.g., when the

reception or accuracy of turbulence or positioning information thereof is degraded, such as,

information detected by a navigation system, e.g., Global Navigation Satellite System (GNSS)

or global positioning system (GPS).

[0011] A device, system and method is provided for generating turbulence map data. Some

embodiments of the invention may be used, for example, to generate turbulence map data with

fewer or no "false positive" turbulence events.

[0012] In accordance with an embodiment of the invention, a plurality of turbulence values

may be received that are obtained by one or more airplanes while travelling through a single

airspace region within a predetermined period of time. At least two of the turbulence values

may be different. Turbulence map data may be generated for the airspace region based on a minimum of the different turbulence values. The turbulence map data of at least the airspace region may be transmitted based on the minimum turbulence values to one or more communication devices.

[0013] In accordance with an embodiment of the invention, a turbulence value may be

received that is obtained by a first communication device during a flight on-board a first

airplane while traveling through an airspace region. Embodiments of the invention may set a

predetermined lock-out period of time after the turbulence value is obtained during which the

turbulence value may only be decreased, but not increased. During the predetermined lock-out

period of time, the turbulence value may be adjusted based on a subsequently received

turbulence value obtained by the same or different communication device during a flight on

board the same or different airplane while traveling through the same airspace region if (e.g.,

and only if) the subsequent turbulence value is less than the turbulence value obtained by the

first communication device. Turbulence map data may be transmitted including the turbulence

value set for the airspace region to one or more communication devices.

[0014] In accordance with an embodiment of the invention, turbulence values may be

received that are obtained by a plurality of communication devices during flights on-board the

same or different airplanes travelling through a single airspace region within a predetermined

period of time. After receiving a first one of the turbulence values, if a subsequently received

one of the turbulence values is lower than the first turbulence value, the turbulence value for

the airspace region may be set or lowered based on the subsequently received turbulence

value, whereas if the first turbulence value is greater than the subsequently received

turbulence value, the turbulence value for the airspace region may remain or be set based on

the first turbulence value. Turbulence map data of the airspace region may be transmitted to

one or more communication devices based on the turbulence value set for the airspace region.

[0015] In accordance with an embodiment of the invention, a device, system and method is

provided for communicating with communication devices operating in a flight crew mode or a

passenger mode during flights on-board airplanes. Flight crew turbulence data may be

received at a centralized control device from a plurality of communication devices operated

by flight crew members in flight crew mode during flights on-board respective ones of a

plurality of airplanes. The communication devices operating in flight crew mode may have

flight crew security privileges that self-authenticate the integrity of the flight crew turbulence

data. Passenger turbulence data may be received at the centralized control device from a

plurality of communication devices operated by passengers in passenger mode during flights on-board respective ones of a plurality of airplanes. The communication devices operating in the passenger mode may have passenger security privileges that do not self-authenticate, but require the centralized control device to authenticate, the integrity of the passenger turbulence data. Turbulence map data including accumulated tempo-spatial turbulence information may be generated at the centralized control device by super-positioning onto a single tempo-spatial frame of reference the received flight crew turbulence data self-authenticated by the flight crew security privileges and the passenger turbulence data authenticated by the centralized control device. The turbulence map data may be distributed to one or more of the plurality of communication devices for displaying the distributed turbulence map data while operating in the flight crew mode or in the passenger mode.

[0015a] In accordance with one specific aspect of the invention there is provided a method for communicating with communication devices operating in a flight crew mode or a passenger mode during flights on-board airplanes, the method comprising: at a centralized control device: receiving flight crew turbulence data from a plurality of communication devices operated by flight crew members in flight crew mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in flight crew mode have flight crew security privileges that self authenticate the integrity of the flight crew turbulence data; receiving passenger turbulence data from a plurality of communication devices operated by passengers in passenger mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in the passenger mode have passenger security privileges that do not self-authenticate, but require the centralized control device to authenticate, the integrity of the passenger turbulence data; generating turbulence map data including accumulated tempo-spatial turbulence information by super-positioning onto a single tempo-spatial frame of reference the received flight crew turbulence data self-authenticated by the flight crew security privileges and the passenger turbulence data authenticated by the centralized control device; and distributing the turbulence map data to one or more of the plurality of communication devices for displaying the distributed turbulence map data while operating in the flight crew mode or in the passenger mode.

5 17473785_1 (GHMatters) P44846AU00

[0015b] In accordance with another specific aspect of the invention there is provided a system for communicating with communication devices operating in a flight crew mode or a passenger mode during flights on board airplanes, the system comprising:

one or more processors; one or more memories; and one or more instructions stored in the memory and executable by the processor, which, when executed, configure the one or more processors to: receive flight crew turbulence data from a plurality of communication devices operated by flight crew members in flight crew mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in flight crew mode have flight crew security privileges that self authenticate the integrity of the flight crew turbulence data; receive passenger turbulence data from a plurality of communication devices operated by passengers in passenger mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in the passenger mode have passenger security privileges that do not self-authenticate, but require the centralized control device to authenticate, the integrity of the passenger turbulence data;

generate turbulence map data including accumulated tempo-spatial turbulence information by super-positioning onto a single tempo-spatial frame of reference the received flight crew turbulence data self-authenticated by the flight crew security privileges and the passenger turbulence data authenticated by the centralized control device; and distribute the turbulence map data to one or more of the plurality of communication devices for displaying the distributed turbulence map data while operating in the flight crew mode or in the passenger mode.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and method of operation, together with objects, features, and advantages thereof,

5a

17473785_1 (GHMatters) P44846AU00 may best be understood by reference to the following detailed description when read with the accompanying drawings in which:

[0017] Figure 1 is a map diagram illustrating turbulence data obtained by forecast models;

[0018] Figure 2 is a schematic illustration of a system for monitoring turbulence data in accordance with embodiments of the present invention;

[0019] Figure 3A is a flowchart diagram illustrating a method for monitoring turbulence data in accordance with embodiments of the present invention;

[0020] Figure 3B is a flowchart diagram illustrating a method for obtaining and communicating turbulence data in accordance with embodiments of the present invention;

[0021] Figure 4 is a flowchart diagram illustrating a conversion process in accordance with embodiments of the present invention;

[0022] Figure 5 is a schematic diagram illustrating a plurality of turbulence data samples obtained during several flight routes used to derive coverage of a specific area of turbulence data in accordance with embodiments of the present invention;

[0023] Figure 6 is a graph diagram for super-positioning turbulence data received from a plurality of communication devices in accordance with embodiments of the present invention;

5b 17473785_1 (GHMatters) P44846AU00

[0024] Figure 7 is map diagram illustrating a visual representation of turbulence data in

accordance with embodiments of the present invention;

[0025] Figure 8 is a flowchart diagram illustrating a method for correcting "false positive"

turbulence events in accordance with embodiments of the present invention; and

[0026] Figure 9 is a flowchart diagram illustrating a method for communicating with a

plurality of communication devices operating in a "flight crew mode" or a "passenger mode"

in accordance with embodiments of the present invention.

[0027] It will be appreciated that for simplicity and clarity of illustration, elements shown in

the figures have not necessarily been drawn to scale. For example, the dimensions of some of

the elements may be exaggerated relative to other elements for clarity. Further, where

considered appropriate, reference numerals may be repeated among the figures to indicate

corresponding or analogous elements.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

[0028] In the following description, various aspects of the present invention will be described.

For purposes of explanation, specific configurations and details are set forth in order to

provide a thorough understanding of the present invention. However, it will also be apparent

to one skilled in the art that the present invention may be practiced without the specific details

presented herein. Furthermore, well known features may be omitted or simplified in order not

to obscure the present invention.

[0029] Unless specifically stated otherwise, as apparent from the following discussions, it is

appreciated that throughout the specification discussions utilizing terms such as "processing," 'computing," "calculating," "determining," or the like, refer to the action and/or processes of a

computer or computing system, or similar electronic computing device, that manipulates

and/or transforms data represented as physical, such as electronic, quantities within the

computing system's registers and/or memories into other data similarly represented as

physical quantities within the computing system's memories, registers or other such

information storage, transmission or display devices.

[0030] Figure 2 is a schematic illustration of a system for monitoring turbulence data in

accordance with embodiments of the present invention. The system may include a plurality of

communication devices 30 (e.g., one or more devices 30a, 30b, and/or 30c) located

respectively on a plurality of airplanes 1OA-10F and configured to obtain and transmit turbulence data relating to turbulence 70 affecting the respective airplanes 1OA-10F over a communication channel. Communication devices 30 may include or be operatively connected to a sensor or detector such as an accelerometer for collecting and recording turbulence data, a communication circuit having an antenna for communicating with other devices, one or more memories 32 for storing turbulence data and processing instructions, one or more processors

34 for executing the instructions, and/or a display for displaying turbulence data or maps.

Communication devices 30 may include navigation or positioning systems, such as, Global

Navigation Satellite System (GNSS), global positioning system (GPS), GLONASS, Galileo, and/or Beidou, to determine location or position information. Communication devices 30 may

be carried on board an airplane by users, may be mounted on the airplane, or may form an

integral part of the airplane in embedded communication systems on board the aircraft.

Communication devices 30a may include, for example, a hand-held mobile device or user

equipment, such as a tablet PC held by a user 50 (e.g., a pilot holding or mounting the device

on a dashboard). Communication devices 30b may additionally or alternatively be part of an

embedded aircraft communication system in one or more of airplanes 1A-10F. Embedded

aircraft communication systems may include multiple components (e.g., a transponder such as

a mode C transponderoramodeStransponder, Universal Access Transceiver (UAT),

memory, processor, display, weather radar, and the like) that may be packed into one housing

or embedded in several different locations in the interior or exterior of the airplane. Embedded

communication devices 30d may provide information from internal sensors, e.g., altimeter,

clock, location module. Communication devices 30c may additionally or alternatively include

one or more supplemental devices used, in addition to the above hand-held communication

devices 30a or embedded communication devices 30b, to supplement or replace the data

collected therefrom. In some instances, the reception of user-held devices 30a is poor, causing

the accuracy of its navigation systems (e.g., GPS) to be degraded. Supplemental

communication devices 30c may supplement or replace data from devices with poor reception

or accuracy, particularly, hand-held communication devices 30a, with higher accuracy

ancillary turbulence and/or navigation/position data. Supplemental communication devices

30c may be for example small (e.g., 1 inch3 ) devices with an accelerometer, a navigation

system (e.g., GPS), communication circuit and antenna. Supplemental communication devices

30c may be mounted onto an airplane separably attached (e.g., detachable without

substantially altering the joining surface) or inseparably attached (e.g., permanently affixed

such that attempted detachment substantially alters the joining surface). Supplemental

communication devices 30c may be mounted, e.g., by adhesive or suction, onto an inside of

an airplane window to sense window vibrations and/or plugged into a docking station on an airplane dashboard. In one example, during operation, supplemental communication device

30c is fixed relative to the airplane and positioned at a location with relatively high reception

(e.g., the cockpit) for the navigation systems (e.g., GPS). The above three distinct types of

communication devices: hand-held 30a, embedded 30b and supplemental 30c, may be

physically separate devices, each of different form and/or function, communicating wirelessly

with each other, that may work together in tandem, or independently.

[0031] In some embodiments, hand-held device may collect sensor data from its native

integrated sensors, from embedded aircraft system sensors coupled to embedded

communication devices, and/or to supplementary sensors coupled to supplemental

communication devices. In some embodiments, these different types of communication

devices may generate different forms of information that server 100 converts and integrates

into a uniform format or protocol. For example, embedded communication devices may relay

barometric pressure information (e.g., elicited from other systems) to the server, which may

convert the pressure information to altitude coordinates in the same format as recorded by

satellite navigation systems such as GPS in hand-held and supplemental communication

devices. In another example, supplemental communication device may be adapted for limited

supplementary function, such as only providing positioning (e.g., GPS or GNSS) information,

but not turbulence information.

[0032] In various embodiments, turbulence or position data from supplemental

communication devices 30c may be used to verify, refine, replace or combine with, turbulence

or position data from hand-held communication device 30a, or vice versa. In various

embodiments, supplemental communication devices 30c may continuously or selectively and

intermittently measure and/or transmit turbulence or position data. In some embodiments,

supplemental communication devices 30c may only measure and/or transmit turbulence or

position data, or its data may only be used by remote server 100 to compute the turbulence or

position of its airplane, if the data reception or accuracy from other (e.g., hand-held or

embedded 30a and/or 30b) communication devices is below threshold quality. In various

embodiments, turbulence or position data from supplemental communication devices 30c may

supplement (e.g., be used in conjunction with) or replace (e.g., be used instead of) turbulence

or position data from other communication devices 30a and/or 30b. In various embodiments,

server 100 may calculate turbulence on-board an airplane with two or more (e.g., hand-held

and supplemental 30a and/or 30c) communication devices 30 by averaging turbulence data

therefrom (e.g., weighing each device's contribution by a predetermined factor, according to a

priority listing of devices related to their accuracy, or a real-time measurement of data reception or accuracy), or by (e.g., exclusively or primarily) using the smallest turbulence measurements therefrom (e.g., because turbulence mis-readings typically result in greater than actual, but rarely lower than actual, turbulence measurements). In various embodiments, server 100 may calculate position or navigation information for an airplane with two or more

(e.g., hand-held and supplemental 30a and/or 30c) communication devices 30 by averaging

the position information therefrom (e.g., weighing each device's contribution by a

predetermined factor or a real-time measurement of data reception or accuracy) or by (e.g.,

exclusively or primarily) using the position information from the device with the greatest

reception or accuracy. For example, server 100 may prefer or use navigation (e.g., GPS)

information from a navigation systems (e.g., GPS) receiver with relatively better reception

(e.g., in the cockpit) over navigation (e.g., GPS) information from a navigation systems (e.g.,

GPS) receiver with relatively worse reception (e.g., in the cabin). In one example,

supplemental communication device 30c improves the average accuracy of position and

navigation information from 85% accuracy (with a hand-held device 30a only) to nearly

100% accuracy (with both hand-held and supplemental communication devices 30a and/or

30c).

[0033] In some embodiments, the computation task of measuring turbulence and/or position

data may be split between multiple (e.g., hand-held and supplemental) communication devices

30, thereby reducing the computational burden on any one individual device. For example, a

first type of (e.g., hand-held) communication device 30 may be the exclusive device on-board

the airplane to measure turbulence data and a second type of (e.g., supplemental or embedded)

communication device 30 with the most accurate navigation (e.g., GPS) reception or accuracy

may be the exclusive device on-board the airplane to measure the position or navigation of the

airplane. Communication devices 30 with the best reception or accuracy may be determined

by the on-board devices themselves (e.g., each individually comparing its reception or

accuracy to performance thresholds), by multiple on-board devices (e.g., collectively sharing

and comparing their relative accuracy or reading information), or by remote server 100 (e.g.,

using challenge-response test readings or passively received readings to determine one or

more optimal devices). In embodiments where server 100 remotely manages optimal

recording devices 30, server 100 may send optimal or sub-optimal performing devices on

board an airplane a transmission to respectively start or stop measuring all or specific data, for

example, for a predetermined timeout duration of time, or until its recording accuracy or

reception reaches a threshold level. In some embodiments, each individual device 30 may

store performance threshold ranges and may selectively measure when its turbulence or position/ navigation information are within those threshold ranges (e.g., when its turbulence data is consistent with other measuring devices, when turbulence level fluctuations are below threshold, and/or when the position information is measured with above threshold precision or below threshold uncertainty), and may stop measuring when the information is outside those threshold ranges. Such selective measurement may also reduce computational burden and memory storage in communication devices 30 by preventing the device from measuring and storing data continuously, even when its data is sub-optimal data and cannot be used (or used with negligible weight) by server 100 to generate turbulence map data.

[0034] Communication devices 30 such as hand-held user equipment may communicate via a

Wi-Fi access point 40 that may be available continuously or intermittently during a flight of

airplane 10A (or after the flight when the plane has landed). Access point 40 may

communicate with a communication satellite 20B which in turn transmits the data to a

terrestrial station 80 which connect to a remote server 100 over network 90 which may be, but

not necessarily, the Internet. Additionally or alternately, communication devices 30 such as

transponders embedded in embedded airplane communication systems may transmit

turbulence data to ground control devices via radio or satellite. Additionally or alternately,

supplemental communication devices 30 may relay turbulence and/or navigation data via

other (e.g., hand-held or embedded) communication devices 30, e.g. by local communication

such as Wi-Fi or Bluetooth. In other embodiments, supplemental communication devices 30

may transmit data directly via Wi-Fi access point 40 to remote server 100. Turbulence data

may be transmitted over these communication channels, for example, periodically, when there

is a threshold change in detected turbulence values, and/or, if communication is temporarily

unavailable, upon reestablishing connectivity. In some embodiments, supplemental

communication devices 30 may transmit data continuously and/or upon receiving a request for

data, e.g., from an accompanying communication device 30 or remote server 100, such as,

when the accompanying communication device 30 has a below threshold sub-optimal

accuracy or reception.

[0035] While most airplanes 10A-10E communicate via a communication satellite 20A, some

airplanes such as 1OF may communicate (possibly using an inter-airplane communication

system) via another airplane 10E which serves as a network node between airplane OF and

communication satellite 20A. Additionally, some communication devices 33, 35, and 37 may

be located remotely outside the aircrafts, either as stationary sources of data or terminals (e.g.,

weather stations, airline operation terminals and/or ground control terminals) on which data is

displayed. In some embodiments, turbulence data may be obtained, either manually or automatically, from communication devices 33, 35, and/or 37, for example, as third party sources other than the on-flight communication devices.

[0036] Remote server 100 may include one or more memor(ies) 102 or database(s) 110 for

storing turbulence data and processing instructions and one or more processor(s) 104 for

executing the instructions. Remote server 100 may be configured to receive the turbulence

data from communication devices 30 on board airplanes 1OA-10F over the communication

channel. Remote server 100 may generate and later update a tempo-spatial turbulence

database 110 by super-positioning (or mapping) the turbulence data received from the

plurality of communication devices 30 onto a single tempo-spatial frame of reference.

Turbulence data may be represented, for example, by values identifying intensity, source of

data (manual or automatic), time, and further metadata describing the turbulence data. In some

embodiments, each turbulence data sample recorded by communication devices 30 and/or

received by remote server 100 may be indexed or identified by coordinates of position and

time at which the data was recorded. For example, database 110 may store information

representing a four-dimensional data array which maps global positioning system geographic

coordinates (x, y), altitude (z), and time (t) into turbulence data. Additionally or alternatively,

communication devices 30 may record and remote server 100 may receive a predefined flight

trajectory, for example, for each distinct linear or curvilinear flight path with a constant

velocity and/or acceleration, and a time at which each record was recorded, from which

remote server 100 may calculate the position of each turbulence data sample. Remote server

100 may accumulate and combine readings from different trajectories and from different

airplanes, for example, by rotating the axes of each sample set according to each distinct

trajectory with respect to a common set of coordinate axes to fit together in a turbulence map

or graph.

[0037] In some embodiments, communication devices 30 may measure raw turbulence data

on board airplanes 1OA-10F and send the raw data to remote server 100 (e.g., a ground

station) where the raw data is processed and aggregated with data from the other aircraft, and

distributed back to the communication devices 30 on board airplanes 1A-10F. In some

embodiments, communication devices 30 may measure raw turbulence data and process the

data (e.g., at the application level) on board airplanes 1OA-10F and send the processed

turbulence data to remote server 100 where the processed data is aggregated (e.g., and

undergo further algorithmic attenuation), and distributed back to the communication devices

30 on board airplanes 1A-10F.

[0038] Remote server 100 may then distribute the accumulated turbulence data stored on the

tempo-spatial database 110 to communication devices 30. The distributed data may be

provided in various forms of processing. In one embodiment, remote server 100 may

distribute an entire set of turbulence data, for example, accumulated from communication

devices 30 on all available airplanes 10A-10F or for all available areas, times, and/or altitude

ranges. In another embodiment, remote server 100 may only distribute a subset of the

turbulence data stored on the database 110, for example, for a subset of airplanes 1A-10F,

areas, times, and/or altitude ranges, responsive to a specified request made by one or more

communication devices 30, or for only new or changes in turbulence data values. For

example, remote server 100 may distribute the subset of turbulence data along the route of the

airplane in which the device is located (e.g., which may be predefined and/or updated

automatically when rerouted). In other embodiments, remote server 100 may distribute raw

turbulence data from other communication devices to communication devices 30, which may

then accumulate the received turbulence data with its own stored turbulence data locally. An

example of the data structure for storing the turbulence data and a visual representation

thereof will be described in further details hereinafter.

[0039] Data may be transmitted securely between communication devices 30, access points

40, satellites 20A-20B and/or terrestrial station 80, for example, using data authentication or

encryption mechanisms at the sending and/or receiving device, such as, for example,

password-protected logins, public and private keys, encryption functions, digital signatures,

digital certificates, firewalls or other security mechanisms. In one embodiment, turbulence

data may be transmitted in a secure manner using Hypertext Transfer Protocol Secure

(HTTPS) or secure sockets layer (SSL) communication (e.g., where HTTPS communication is

not available). Upon starting an application, a processor (e.g., processor 34 or 104) may

request and receive user login credentials, such as, a user name and password, entered by user

50. In some embodiments, a memory (e.g., memory 32, 102 or database 110) may store a list

of one or more user identifications (IDs), device IDs or flight IDs that a processor (e.g.,

processor 34 or 104) pre-registered as allowed or barred. In some embodiments, the processor

may request and receive a user's flight information and, e.g., together with the user's user

name and password, may request verification of the user's credentials by an airline company

and/or specific details for the flight, including a route and waypoints, against which the user's

position data may be checked during the flight.

[0040] Figure 3A is a flowchart diagram illustrating a method 300A for monitoring turbulence

data in accordance with embodiments of the present invention. Method 300A may be executed using a processor (e.g., server processor 104 of Figure 2) that is in communication with, and located remotely from, a plurality of in-flight communication devices (e.g., communication devices 30 of Figure 2).

[0041] In operation 310A, a processor (e.g., processor 104 of Figure 2) may receive

turbulence data obtained by a plurality of communication devices (e.g., communication

devices 30 of Figure 2) during flights on-board respective ones of a plurality of airplanes (e.g.,

airplanes 1OA-10F of Figure 2). Each of the plurality of communication devices may

independently receive or record turbulence affecting the airplane in-flight. The

communication device may either receive the turbulence data manually, via an input from a

human user or automatically, by measuring the temporal acceleration forces applied to the

sensors of the communication device.

[0042] In operation 320A, the processor may generate accumulated tempo-spatial turbulence

information by super-positioning the turbulence data received from the plurality of

communication devices onto a single tempo-spatial frame of reference.

[0043] In operation 330A, the processor may distribute the accumulated tempo-spatial

turbulence data information to one or more of the communication devices.

[0044] According to some embodiments of the present invention, the processor may distribute

the accumulated turbulence data to be displayed on communication devices. In some

embodiments, the processor may divide and distribute flight and turbulence data into

segments of time. Each segment may represent a single turbulence level (e.g., in a range of 0

5) and the processor may create a new segment if the processor detects a change in the

turbulence level and/or a change in the course/bearing of the flight by more than a

predetermined threshold amount (such as, 2 degrees). Each segment may include one or more

of: start and end coordinates, start and end altitude, start and end timestamp, and bearing. A

segment may have a maximum duration (such as, 15 minutes), for example, to enable the

processor to respond to queries that are time based, such as "show turbulence from the past 45

minutes."

[0045] According to some embodiments of the present invention, the turbulence data may

include, for example, intensity level of the turbulence, geographic coordinates or spatial

position of the turbulence, trajectory of the flight, altitude of the turbulence and/or time of the

turbulence.

[0046] Figure 3B is a flowchart diagram illustrating a method 300B for obtaining and

communicating turbulence data in accordance with embodiments of the present invention.

Method 300B may be executed using a processor (e.g., communication device processor 34 of

Figure 2) that is in communication with, and located remotely from, a centralized processing

and distribution location (e.g., server 110 of Figure 2).

[0047] In operation 310B, a processor (e.g., communication device processor 34 of Figure 2)

may obtain turbulence data during a flight on-board an airplane (e.g., airplane 10A of Figure

2). Each of a plurality of communication devices may independently receive or record

turbulence data while the airplane is in-flight. The communication device may either receive

the turbulence data manually, via input from a human user or automatically, by measuring the

temporal acceleration forces applied to the sensors of the communication device.

[0048] In operation 320B, a communication device (e.g., communication device 30 of Figure

2) may transmit the turbulence data to a remote location (e.g., server 110 of Figure 2).

[0049] In operation 330B, the communication devices (e.g., communication device 30 of

Figure 2) may receive accumulated tempo-spatial turbulence information generated at the

remote location (e.g., server 100 of Figure 2). The accumulated tempo-spatial turbulence

information may be a super-position of the turbulence data received from the communication

device with turbulence data received from one or more other communication devices during

flights on-board other airplanes (e.g., airplanes 1OB-10F of Figure 2) onto a single tempo

spatial frame of reference (e.g., as generated in operation 320A of Figure 3A).

[0050] In operation 340B, a display (e.g., of communication device 30 of Figure 2) may

display the accumulated tempo-spatial turbulence information associated with regions

surrounding or along the route of the airplane of the communication device and/or the other

airplanes.

[0051] According to some embodiments of the present invention, the turbulence data may be

generated, for example, by obtaining spatial acceleration data associated with the

communication devices, respectively, and converting the spatial acceleration data into

turbulence data, based on a conversion process described in reference to Figure 4.

[0052] Figure 4 is a flowchart diagram illustrating a conversion process 400 in which

kinematic data such as acceleration is converted to turbulence values or levels, in accordance

with embodiments of the present invention. Process 400 may be executed using a processor

(e.g., server processor 104 and/or client device processor 34 of Figure 2).

[0053] In operation 410, a processor (e.g., communication device processor 34 of Figure 2)

may measure or a processor (e.g., server processor 104 of Figure 2) may receive spatial

orientation data of a communication device (e.g., communication device 30 of Figure 2).

[0054] In operation 420, the processor may use the measured spatial orientation data over

time to identify turbulence events or rule out non-turbulence events, for example, movement

of the communication device independent of and/or relative to the airplane.

[0055] In operation 430, the processor may measure spatial acceleration of the

communication device during turbulence events.

[0056] In operation 440, the processor may determine a vector along which acceleration

variations over time are maximal. In some embodiments, in addition or alternatively, the

processor may preselect a fixed vector, for example, the vertical vector, with respect to the

coordinate space of the airplane and/or the Earth, and determine a maximal acceleration

variation along (only) that vector.

[0057] In operation 450, the processor may convert the maximal accelerated variations over

time into turbulence intensity level based on a predefined mapping.

[0058] According to some embodiments of the present invention, the determining of a vector

along which variations of the acceleration are maximal (operation 440) may be carried out in

order to detect the full effect of the turbulence since turbulence events are characterized with

chaotic variations of acceleration, and it may be desirable to detect the full magnitude of the

turbulence so as to associate the correct intensity level to the transmitted turbulence data

(operation 450). In order to achieve that, the conversion process may include measuring or

receiving the spatial orientations of the communication devices (operation 410), respectively,

and determining the acceleration variations given the measured spatial orientation (operation

430). It may be the case that the turbulence events are vertical and so some of the orientation

measurements are directed at locating the acceleration components along the vertical axis of

the aircraft.

[0059] According to some embodiments of the present invention, one objective of using the

measured spatial orientation over time is to identify turbulence events or rule out non

turbulence events (operation 420). Changes of orientation during non-turbulence events may

be due to a user moving the communication device independently of the movement of the

airplane. These movements typically have their own motion pattern and their effect may be

filtered out from the overall change in acceleration, to provide a correct value of turbulence.

In some embodiments, a processor (e.g., communication device processor 34 or remote server

processor 104 of Figure 2) may identify communication device (e.g., communication device

30 of Figure 2) movements relative to the airplane by measuring rapid changes in device

orientation. At any given moment, the processor may request and/or receive information about

its orientation in space, for example, including angles along its three axes. When the

communication device is at rest (identified by very small changes in the acceleration along all

of its axes), the processor measures the angles along its three axes. When the processor

identifies that there is a change in one of the angles, it starts measuring the time. When the

change stops, the processor checks if one of the angles has changed by more than a

predetermined threshold configured value. If the change is higher, the processor checks the

speed of the change by measuring the time difference. If the speed is higher than the

configured value, the processor may determine that the change is caused by movement of the

communication device and not the airplane and may be eliminated as a non-turbulent event.

After a non-turbulent event is detected, if the processor does not detect an ongoing orientation

change for at least a predetermined amount of time, the processor may determine that the

communication device is at rest again. The processor may reset all turbulence data to no

turbulence in a preconfigured period before an identification of a first movement. The

processor may also reset all samples of turbulence data after the end of the movement to no

turbulence for a preconfigured period. In one example, a communication device may be lying

flat causing the processor to detect angles of zero along the X and the Y axes. If a user picks

up the communication device and looks at it, this movement may change the angles from zero

to about 30-40 degrees along the Y axis over the course of approximately 1 or 2 seconds. The

processor identifies the rapid change in angle as a device motion event, not a turbulent event.

After the device is at rest for a predetermined threshold of time (e.g., 3 seconds), the processor

may clear or cancel turbulence data recorded over a predetermined past time period (e.g., 3

minutes) and/or future time period (e.g., 1 minute). In some cases, for example, if the

predetermined past time period is greater than the periodic transmission interval, the

communication device may transmit non-turbulent motion data to the remote server before it

is identified. The processor may then send the remote server a cancellation signal to delete or

ignore non-turbulence data segments. In some embodiments, the processor may recognize

when the device is fixed or mounted to the airplane (e.g., releasable secured to a dashboard

mount in the cockpit) and may deactivate or skip non-turbulent motion detection processes.

[0060] According to some embodiments, additionally or alternatively to the above

embodiments, turbulence events may be differentiated from non-turbulence events (operation

420) by comparing turbulence data from multiple communication devices. In one

embodiment, a three-dimensional (3D) map may be divided into cells, regions, or "tiles" of

airspace above geographic regions of the Earth. Tiles may be 3D shapes (e.g., when viewed in

perspective) or 2D shapes (e.g., when viewed along constant altitude cross-sections, constant

latitude cross-sections or constant longitude cross-sections). In one example, the airspace

map may be divided into cubic (3D) or square (2D) tiles that vary in size depending on

latitude (lower latitude tiles having smaller dimensions, such as, 153 miles, and higher latitude

tiles having larger dimensions, such as, 353 miles). In other embodiments, tiles may have a

cylindrical (3D) or circular (2D) shape, rectangular prism (3D) or rectangular (2D) shape, or

any other shape. The sizes, dimensions or aspect ratios of the tiles may be fixed or set as an

adjustable parameter for higher or lower turbulence data resolution. Turbulence data may be

constant across each tile and may be defined by discrete values (such as levels 0-5) or

continuous values. Turbulence data may be visualized on the turbulence map by a color

corresponding to the discrete or continuous value. Each communication device records

turbulence values for the tile representing the region in which it is located, for example,

assigning values or "coloring" the tiles along its trajectory.

[0061] Embodiment of the invention may be used to correct "false positive" turbulence events

(e.g., detecting turbulence when there is none, or detecting a higher level of turbulence than

exists). False positives may occur, for example, when the recording device moves

independently relative to the airplane (e.g., the device velocity being different than the

airplane velocity (Vdevice* Vairplane) and its independent motion is mimics airplane

turbulence). False positives may be caused, for example, by human motion, typing or playing

games with the device, dropping the device, jostling the device or otherwise moving the

device during a flight. Embodiments of the invention recognize that, whereas false positive

turbulent events are possible, "false negative" turbulent events are rare or impossible. During

turbulence, it is difficult or impossible to stabilize a device to decrease or negate turbulence.

That is, one cannot fake smooth motion when turbulence exists. Embodiments of the

invention utilize this understanding by prioritizing or selectively reporting lower turbulence

measurements over higher turbulence measurements.

[0062] A process (e.g. operation 420) or a processor (e.g. processor 34 and/or 104) may set

the turbulence value in each region or tile to be the lowest or minimum reported turbulence

value detected by all communication devices on-board one or more airplanes traveling

through that region within a predetermined period of time. In some embodiments, the process

or processor may selectively update a region's turbulence value(s), for example, only decreasing the value if a lower value is subsequently reported, but not increasing this minimum value, within a black-out or lock-out period of time (e.g. 1-30 minutes). In some embodiments, the process or processor may wait until the expiration of the lock-out time period and set the turbulence value for the airspace region to be the minimum reported value for that region within the lock-out time period. In some embodiments, the process or processor may determine the turbulence value for the airspace region based on an absolute or weighted average of the reported values for that region within a predetermined time period.

The weighted average may assign relatively higher weights to relatively lower turbulence

values and relatively lower weights to higher turbulence values. In another embodiment, the

turbulence value may be averaged based on a subset of reported values for that region, for

example, averaging only values that are within a predetermined range of the lowest (or

middle) reported turbulence value for that region within a predetermined time period.

[0063] The duration of the lock-out time period may be preset/ fixed or adjustable/ dynamic.

The duration of the lock-out time period, for example, may be commensurate with an amount

of time in which air patterns change and may be a static preset duration of typical or average

air pattern changes or may be dynamic, for example, altered based on real-time weather

patterns.

[0064] According to some embodiments, the process or processor may selectively correct

turbulence events, only updating turbulence events that decrease (not increase) turbulence

values for the same airspace region within the period of time. For example, a first airplane

that crosses an airspace region during the period of time, may have an on-board

communication device that detects a turbulence value (such as, level 3 turbulence). The

turbulence value for that airspace region may be set (e.g. to level 3, indicated by a

corresponding color on the turbulence map) instantly or upon the expiration of the time

period. If a second airplane crosses the airspace region and has an on-board communication

device that records a lower turbulence value (such as, level 1 turbulence) than is recorded on

board the first airplane, the process or processor may lower or reduce the first airplane's

higher value with the second airplane's lower value for that airspace region. If however the

communication device on-board the second airplane records a turbulence value greater than

(or equal to) the first airplane's turbulence value (such as, level 5 turbulence), the second

airplane's greater (or equal) value will be ignored and not override the first plane's lower

value. The override instructions may be executed by processor or for the process, for example,

as:

/ For two or more turbulence values measured by two or more communication

devices on two or more respective airplanes (or on-board the same airplane) in the same

airspace region within a predetermined period of time:

/ if a second turbulence value measured by one communication device

at a second later time is greater than or equal to a first turbulence value measured by a

different communication device at a first previous time, do not override the first turbulence

value (ignore the second turbulence value);

/ if the second turbulence value is less than the first turbulence value,

override the first turbulence value with the second turbulence value;

// if the second turbulence value is equal to the first turbulence value,

validate the first turbulence value or do nothing.

Accordingly, embodiments of the invention may benefit from multiple communication

devices serving to validate or override each other's turbulence data. The multiple

communication devices may be on-board different airplanes or on-board the same (single)

airplane.

[0065] A single device may also override its own turbulence measurements. For example,

during a period of time within the same airspace region, a single communication device may

detect or report multiple turbulence measurements. The process or processor may only accept

a minimum of these measurements and ignore all greater than or equal measurements (if all

measurements are received at once) or may selectively update the turbulence value for the

region if (e.g., and only if) a subsequently measured value is less than a previously measured

value (if the measurements are reported or detected sequentially).

[0066] In some embodiments of the invention, the period of time may be constant (e.g.

resetting every preset number of minutes). In other embodiments of the invention, the

period(s) of time may reset upon each new measurement (e.g., lasting a preset duration from

the most recent recording).

[0067] According to some embodiments of the present invention, obtaining the turbulence

data may be executed responsive to manual input by respective users of the communication

devices. In such embodiments, a user (e.g., a pilot) may report turbulence as they experience

it. In further embodiments, the manual input may include additional data relating to potential

flight disturbances other than turbulence, such as cloud coverage or wind shear.

[0068] Figure 5 is a schematic diagram illustrating a plurality of turbulence data samples

obtained during several flight routes used to derive turbulence data covering a specific area in

accordance with embodiments of the present invention. Figure 5 shows a map 500 of five

different flight routes 510-550 representing flights during which turbulence data was collected

according to embodiments described herein. Region 560 shows turbulence data accumulated

from the various flight routes 510-550 so as to provide turbulence data over a larger area than

would be provided using a single flight route. In the example of Figure 4, region 560 contains

turbulence data samples indicating "level 4" turbulence. The turbulence data regarding region

560 may be used by a pilot of the airplane on route 570 (solid line) to divert to an alternative

route (broken line) and thus avoid turbulent area 560.

[0069] According to some embodiments of the invention, a processor (e.g. processor 34

and/or 104) may use turbulence data from multiple communication devices in different planes

(or within a single airplane) within the same airspace region to validate or override each

other's measurements, for example, to avoid "false positive" turbulence data. In the example

in Fig. 5, if subsequent to flight 520 recording a turbulence value (e.g. level 4) in region 560,

flight 570 traversed region 560 and recorded a lower turbulence value (e.g. level 3) than flight

520, the processor would update the turbulence value for region 560 to be the lower of the

multiple turbulence values (e.g. level 3). If however, flight 570 recorded a greater (or equal)

turbulence value than flight 520 (e.g. level 5), the processor would ignore the flight 570

measurement.

[0070] In some embodiments, turbulence data from various flights may be used to validate

the turbulence samples coming from proximal locations and sample times of the data. It

should be understood that a plurality of flights may be used to collect turbulence data, which

is used to update the database at the remote server, for both accumulating and further analysis

as will be explained below.

[0071] Figure 6 is a graph diagram 600 for super-positioning turbulence data received from a

plurality of communication devices in accordance with embodiments of the present invention.

Graph 600 may represent position data in the form of a three dimensional array with axes x

and y representing latitude and longitude geographic coordinates and the z axis representing

altitude. As turbulence data is received, the data may be mapped onto a common frame of

reference, possibly in clusters of samples 610, 620, and 630 each representing turbulence data

from a plurality of flights proximal to each other either in space or in time. Each sample is

associated with several attributes such as turbulence intensity, altitude, and time of collection.

Other non-turbulence data, such as, cloud coverage or visibility 640 and 650 may be stored.

The legend at the lower left corner of Figure 6 shows example and non-limiting attributes that

may be associated with the turbulence data samples.

[0072] Figure 7 is a map diagram illustrating a visual representation of turbulence data in

accordance with embodiments of the present invention. The map diagram may be generated

based on the data distributed by a remote server (e.g., server 100 of Figure 2) and may be

displayed on one or more communication device (e.g., communication devices 30 of Figure

2). In the example of Figure 7, flight route 740 is shown as entering a cluster of visual

indicators 710 all of low level turbulence while avoiding a cluster 720 of high level

turbulence. A volcanic ash area 770, possibly identified by third party sources, and cloud

coverage 730, with their respective altitude indicated, may also be displayed.

[0073] Some embodiments of the invention may provide a "passenger mode" or "passenger

version" of functionality and security restrictions specific to passengers on-board an airplane,

and/or a "flight crew mode" or "flight crew version" of functionality and security restrictions

specific to pilots, flight attendants and other flight crew members on-board an airplane. Pilots

and other flight crew are a restricted group of members who can typically be trained and

trusted to properly operate their communication devices, and may have dedicated equipment

to optimally operate their communication devices (e.g., a docking station in the cockpit to

mount the device substantially stationary relative to the airplane). In contrast, passengers

generally have no airplane docking stations and often induce false turbulence events caused

by common passenger usage of their devices, such as, typing or playing games or moving

around during the flight. Recording these false turbulence events may reduce system

reliability by showing inflated turbulence data, which could potentially cause pilots to take

sub-optimal routes. Accordingly, embodiments of the invention may selectively accept or

accumulate turbulence data from only authenticated, trusted sources or otherwise verified

data. In some embodiments, turbulence data received from flight crew version devices

operated by a pilot or other member of the flight crew may be trusted and automatically self

authenticated based on flight crew security privileges, whereas turbulence data received from

passenger version devices operated by passengers may be untrusted based on passenger

security privileges or may require further verification or security by server 100 to ensure the

veracity of the passenger turbulence data.

[0074] In some embodiments, server 100 may output the same full view of the turbulence

map data (e.g. see map data output in Figures 7) on both the passenger and flight crew versions of communication devices, but may input, trust, or accept, a more restricted set of data from passenger devices than from flight crew devices (e.g. see data input in Fig. 6). In some embodiments, server 100 may compute airplane turbulence information using all or only turbulence measurements received from pilot or flight crew version devices, but none or a subset of turbulence measurements (e.g., rejecting at least some turbulence measurements) received from passenger version devices. In some embodiments, turbulence data from a flight crew version device may only be trusted and used by the server when the device is docked into the pilot's docking station (e.g., and not when it is undocked) to ensure the turbulence measurement is caused by airplane motion and not by human motion. In various embodiments, the server or communication device may recognize when the device is properly docked into the docking station, for example, using an electrical contact or an active or passive transmitter in the docking station that sends information to the communication device verifying that the device is properly docked, or a code, biometric data, or other confirmation, manually entered by the pilot. In some embodiment, the device may append the docking station or verification code (or a signature derived therefrom) to verify that a docked device collected the turbulence data (otherwise, turbulence data transmitted with no docking verification code may be ignored or weighed less by the server in its turbulence calculations).

In some embodiments, the server or communication device may recognize when the

communication device is not docked into the docking station, for example, when the

orientation or angle (e.g., of the screen surface) of the communication device is within one or

more threshold angle ranges (e.g., 0-30° relative to the horizon) beyond which it is unlikely to

be caused by turbulence. For example, a device oriented approximately horizontally (e.g., 0

30) is most likely held by a user (un-docked), because if it were docked (e.g., 90° relative to

the airplane axis of motion) such an extreme orientation would indicate that an airplane is

plummeting. In some embodiments, the server or communication device may measure the

orientation or angle of the communication device by averaging or taking a coarse (e.g.,

relatively intermittent) sampling of the orientation measurements used for turbulence data. In

other embodiments, the server may use turbulence measurements from the flight crew version

of the device regardless of whether or not its docked and/or docking confirmation is received.

[0075] In some embodiments, while passengers can jostle hand-held devices causing false

turbulence events, passenger motion is confined to the airplane cabin and thus does not

significantly alter the airplane's position information. Accordingly, server 100 may use

passenger position information, but not passenger turbulence information (e.g., or a selective

subset of passenger turbulence information), to generate turbulence map data (e.g., shown in

Figure 7), whereas server 100 may use both of the flight crew's position and turbulence

information to generate turbulence map data. In some embodiments, because it is difficult to

falsify the absence of turbulence or low turbulence, server 100 may use passenger turbulence

information only when it indicates no turbulence or a lesser degree of turbulence than

turbulence recorded by other trusted devices such as docked flight crew devices, embedded

devices or supplemental mounted devices.

[0076] In some embodiments, the passenger version of the communication device may accept

manually passenger-entered turbulence data, such as, an indication of whether or not there is a

turbulence event and/or a level or intensity of the even on a scale (e.g., levels 1-4). While

passengers are not affected by the jostling that induce false positives in passenger devices,

passengers may suffer from human subjectivity. Each passenger may have a different

tolerance or comfort with turbulence and so, passengers may be biased, report different ratings

for the same turbulence levels. In addition, each person may move a different amount (e.g., a

child's device may move much more than an adult's device, and some adults fidget more than

others). To calibrate or normalize turbulence readings to each individual passenger, the server

may learn the correlation between passenger's manually entered turbulence levels and actual

turbulence measurements by comparing the levels passengers assign to events with actual

turbulence readings, e.g., from accelerometers or sensors of trusted embedded or mounted

devices. Once the system establishes a predictable mapping or correlation between an

individual passenger's scoring and actual turbulence measurements, the system may adjust the

passenger's scoring according to that mapping.

[0077] In some embodiments, each passenger may have a unique dynamic security profile or

privileges. In some embodiments, the more trusted a user, the greater the passenger's

turbulence information will be weighed to calculate the turbulence map data. For example, a

passenger's security profile is improved or incremented when the passenger reports turbulence

events that are confirmed by other trusted sources, e.g., a pilot's docket communication

device, or an embedded or mounted communication device. Conversely, the passenger's

security profile may be downgraded or decremented each time the passenger reports a

turbulence event or reading that differs from that of the trusted devices (e.g., the passenger

reports an event when the trusted device does not, or the passenger reports a turbulence level

that is substantially higher or lower than that recorded by a trusted device). In some

embodiments, passengers with a below threshold security level may only be used to validate

turbulence measurements from other on-board trusted devices. However, once a passenger's

security level exceeds a certain threshold, the passenger device may become a trusted device and its data may be used as the sole determinant of the turbulence on an airplane (e.g., to define the turbulence level when there is no other trusted device to verify that data). In some embodiments, the trusted passenger's device may be used to verify other passenger or flight crew device readings.

[0078] In various embodiments, turbulence data measured by a trusted device (e.g., e.g., a

flight crew device, a docket flight crew device, a passenger device with above threshold

security privileges, or an embedded or mounted communication device) may verify turbulence

data measured by an untrusted device (e.g., a passenger device with below threshold security

privileges). In some embodiments, the trusted device may verify data from an untrusted

device on-board the same airplane recorded at substantially the same period of time. In some

embodiments, turbulence data measured by a trusted device on-board one airplane may verify

turbulence data measured by an untrusted device on-board a different airplane. For example,

when two or more airplanes pass through a substantially similar location, region or zone

within a predetermined time range, turbulence data recorded by a device on-board one of the

airplanes may either validate or invalidate data recorded by a device on-board another of the

airplanes.

[0079] In some embodiments, the "passenger mode" or "passenger version" has a quorum

feature, wherein when a greater than threshold number of passengers on the same plane

indicate substantially the same turbulence measurement, that measurement is trusted. This and

other thresholds may be adjusted to balance the need for high security while not excluding too

much data.

[0080] In some embodiments, turbulence data collected from a passenger version may be

visualized in a turbulence map by a different color or translucency than turbulence data

collected from a flight crew version (e.g., passenger readings are translucent and flight crew

or embedded device readings are opaque).

[0081] Figure 8 is a flowchart diagram illustrating a method 800 for avoiding or correcting

"false positive" turbulence events in accordance with embodiments of the present invention.

Method 800 may be executed using a processor (e.g., server processor 104 of Figure 2).

[0082] In operation 810, one or more processors (e.g., server processor 104 of Figure 2) may

receive a plurality of different turbulence values obtained by one or more communication

devices (e.g., communication device 30 of Figure 2) during flights on-board one or more

airplanes (e.g., airplane 10A-F of Figure 2) travelling through a same airspace region (e.g., region 560 of Fig. 5) within a predetermined amount of time (e.g., lock-out time period). The plurality of turbulence values may be received as sequential readings from a single communication device on-board a single airplane, from different communication device on board the same airplane, or from different communication devices on-board respective ones of a plurality of different airplanes. Prior to operation 810, if no turbulence value has been recorded for the airspace region within a predetermined period of time, the processor may set the turbulence value or level for the airspace region based on the turbulence value received in operation 810, for example, instantly or upon expiration of the predetermined time period.

[0083] In operation 820, one or more processors (e.g., server processor 104 of Figure 2) may

generate turbulence map data for the airspace region based on a minimum of the different

turbulence values received in operation 810. In one embodiment, the processor may set the

turbulence value for the airspace region to be the minimum value received during the

predetermined period of time and may, for example, based only on minimum turbulence

values, ignore any non-minimum turbulence values. In one embodiment, the processor may

selectively update the turbulence value for the airspace region by only decreasing the

turbulence value if a lower value is subsequently received, but not increasing the turbulence

value if a higher value is subsequently received, within the predetermined period of time. In

one embodiment, the processor may wait until expiration of the predetermined period of time

and set the turbulence value for the airspace region to be the minimum of the turbulence

values. For example, if the processor has already set the turbulence value for the airspace

region to be a first higher turbulence value, the processor may reduce the turbulence value

assigned to the airspace region to be equal to, or a derivative of, a subsequently received

relatively lower turbulence value. If no turbulence value has been set for the airspace region

within the predetermined period of time, the processor may select the minimum turbulence

value, i.e., the subsequent lower value, to be the turbulence value for the airspace region, and

may ignore or delete the previously received higher turbulence value. In one embodiment, the

processor may generate the turbulence map data based on an average of all or a subset of the

plurality of turbulence values, for example, that are within a predetermined range of the

minimum of the turbulence values. The average may be a weighted average in which

relatively higher weights are assigned to relatively lower turbulence values and relatively

lower weights are assigned to relatively higher turbulence values. In some embodiments, the

subset of turbulence values may exclude a maximum turbulence value.

[0084] In operation 830, one or more processors (e.g., server processor 104 of Figure 2) may

transmit the turbulence map data of at least the single airspace region based on the minimum turbulence values generated in operation 820 to one or more communication device(s) (e.g., the same or different as the communication devices from which the turbulence values are received in operation 810). Communication device(s) may display the turbulence map data associated with regions surrounding or along the route of the airplane of the communication device and/or the other airplanes.

[0085] Figure 9 is a flowchart diagram illustrating a method 900 for communicating with a

plurality of communication devices operating in a "flight crew mode" or a "passenger mode"

in accordance with embodiments of the present invention. Method 900 may be performed

using one or more processors (e.g., one or more processor(s) 104 of Figure 2), which may be

located at a centralized control device (e.g., server 100 of Figure 2). In other embodiments,

some or all operations of method 900 may be performed at other processors (e.g.,

communication device 30 processors 34 of Figure 2).

[0086] In operation 910, one or more processors (e.g., server processor 104 of Figure 2) may

receive flight crew turbulence data from a plurality of communication devices operated by

flight crew members in flight crew mode during flights on-board respective ones of a plurality

of airplanes. The communication devices operating in flight crew mode may have flight crew

security privileges that self-authenticate the integrity of the flight crew turbulence data.

[0087] In operation 920, one or more processors may receive passenger turbulence data from

a plurality of communication devices operated by passengers in passenger mode during flights

on-board respective ones of a plurality of airplanes. The communication devices operating in

the passenger mode may have passenger security privileges that do not self-authenticate, but

require the centralized control device to authenticate, the integrity of the passenger turbulence

data.

[0088] In operation 930, one or more processors may generate turbulence map data including

accumulated tempo-spatial turbulence information by super-positioning onto a single tempo

spatial frame of reference the received flight crew turbulence data self-authenticated by the

flight crew security privileges and the passenger turbulence data authenticated by the

centralized control device.

[0089] In operation 940, one or more processors may distribute the turbulence map data to

one or more of the plurality of communication devices for displaying the distributed

turbulence map data while operating in the flight crew mode or in the passenger mode.

[0090] According to some embodiments of the present invention, the visual representation

may include a plurality of indicators superimposed on a map according to the respective

locations at which the turbulence data was obtained or recorded.

[0091] According to some embodiments of the present invention, the indicators visually

distinguish between various levels of turbulence intensity. This may be implemented, as

shown here by using a predefined color, pattern or icon scheme. The same scheme may be

used for all communication devices or different schemes may be used or changed for different

respective communication devices.

[0092] According to some embodiments of the present invention, the indicators may further

visually distinguish between at least one of: sample time of the turbulence data, and whether

or not the turbulence data was obtained manually or by measuring acceleration of the

respective communication devices.

[0093] According to some embodiments of the present invention, the visual representation

may be altered responsive to user selection, for example, to only show the indicators of a

specified altitude range, within a specified radius or flight route, or within a specified period

of time.

[0094] According to some embodiments of the present invention, the visual representation

may be altered, possibly using a graphical user interface (GUI) responsive to user selection, to

only show the indicators of a specified level or range of turbulence level, or a specified

altitude range (a non-limiting example may include GUI bar 750) or a specified time range (a

non-limiting example may include GUI bar 760).

[0095] Although the network connection between the communication devices and the remote

server may be continuous, according to some embodiments of the present invention, in a case

that at least some of communication devices cannot temporarily establish a communication

channel with the remote location, or in a case that no communication is available throughout

the entire flight, the transmitting of the turbulence data by the at least some of communication

devices may be delayed to when the communication channel becomes available (e.g., when an

airplane access point is activated in flight or after landing upon gaining access to a

communication network). At that time, turbulence data from the entire flight or only time

periods when a connection was unavailable, may be transmitted to the server. The server may

apply the past turbulence data to show turbulence in areas along flight paths where other

airplanes are currently or are projected to pass.

[0096] In some embodiments, turbulence data measured by communication devices 30 on

board airplanes 1OA-10F may be accumulated and stored as a data pool (e.g., at database 110

or memory 102 of Figure 2). The data pool may be operated by or associated with an airline or

governmental organization, such as International Air Transport Association (IATA). The data

pool may be accessed and/or updated by third party users, e.g., that are granted access or that

have sufficient credentials or security clearance.

[0097] In the above description, an embodiment is an example or implementation of the

inventions. The various appearances of "one embodiment," "an embodiment" or "some

embodiments" do not necessarily all refer to the same embodiments.

[0098] Although various features of the invention may be described in the context of a single

embodiment, the features may also be provided separately or in any suitable combination.

Conversely, although the invention may be described herein in the context of separate

embodiments for clarity, the invention may also be implemented in a single embodiment.

[0099] Reference in the specification to "some embodiments", "an embodiment", "one

embodiment" or "other embodiments" means that a particular feature, structure, or

characteristic described in connection with the embodiments is included in at least some

embodiments, but not necessarily all embodiments, of the invention.

[00100] It is to be understood that the phraseology and terminology employed herein is not

to be construed as limiting and are for descriptive purpose only.

[00101] The principles and uses of the teachings of the present invention may be better

understood with reference to the accompanying description, figures and examples.

[00102] It is to be understood that the details set forth herein do not construe a limitation to

an application of the invention.

[00103] Furthermore, it is to be understood that the invention can be carried out or

practiced in various ways and that the invention can be implemented in embodiments other

than the ones outlined in the description above.

[00104] It is to be understood that the terms "including", "comprising", "consisting" and

grammatical variants thereof do not preclude the addition of one or more components,

features, steps, or integers or groups thereof and that the terms are to be construed as

specifying components, features, steps or integers.

[00105] If the specification or claims refer to "an additional" element, that does not

preclude there being more than one of the additional element.

[00106] It is to be understood that where the claims or specification refer to "a" or "an"

element, such reference is not be construed that there is only one of that element.

[00107] It is to be understood that where the specification states that a component, feature,

structure, or characteristic "may", "might", "can" or "could" be included, that particular

component, feature, structure, or characteristic is not required to be included.

[00108] Where applicable, although state diagrams, flow diagrams or both may be used to

describe embodiments, the invention is not limited to those diagrams or to the corresponding

descriptions. For example, flow need not move through each illustrated box or state, or in

exactly the same order as illustrated and described.

[00109] Methods of the present invention may be implemented by performing or

completing manually, automatically, or a combination thereof, selected steps or tasks.

[00110] The descriptions, examples, methods and materials presented in the claims and the

specification are not to be construed as limiting but rather as illustrative only.

[00111] Meanings of technical and scientific terms used herein are to be commonly

understood as by one of ordinary skill in the art to which the invention belongs, unless

otherwise defined.

[00112] The present invention may be implemented in the testing or practice with methods

and materials equivalent or similar to those described herein.

[00113] While the invention has been described with respect to a limited number of

embodiments, these should not be construed as limitations on the scope of the invention, but

rather as exemplifications of some of the preferred embodiments. Other possible variations,

modifications, and applications are also within the scope of the invention. Accordingly, the

scope of the invention should not be limited by what has thus far been described, but by the

appended claims and their legal equivalents.

Claims (22)

CLAIMS:

1. A method for communicating with communication devices operating in a flight crew mode or a passenger mode during flights on-board airplanes, the method comprising: at a centralized control device: receiving flight crew turbulence data from a plurality of communication devices operated by flight crew members in flight crew mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in flight crew mode have flight crew security privileges that self authenticate the integrity of the flight crew turbulence data; receiving passenger turbulence data from a plurality of communication devices operated by passengers in passenger mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in the passenger mode have passenger security privileges that do not self-authenticate, but require the centralized control device to authenticate, the integrity of the passenger turbulence data; generating turbulence map data including accumulated tempo-spatial turbulence information by super-positioning onto a single tempo-spatial frame of reference the received flight crew turbulence data self-authenticated by the flight crew security privileges and the passenger turbulence data authenticated by the centralized control device; and distributing the turbulence map data to one or more of the plurality of communication devices for displaying the distributed turbulence map data while operating in the flight crew mode or in the passenger mode.

2. The method of claim 1 comprising authenticating the passenger turbulence data at the centralized control device by comparing the passenger turbulence data with turbulence data that is automatically measured by sensors of a trusted self-authenticating device.

3. The method of claim 2, wherein the trusted self-authenticating device is selected from the group consisting of: a device docked in an airplane cockpit, a device mounted onto an airplane, a device embedded in an airplane, and a communication device operating in flight crew mode.

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4. The method of claim 1, wherein authenticating the passenger turbulence data at the centralized control device comprises determining that the passenger turbulence data reports a turbulence level that is less than or equal to a turbulence level reported by the flight crew turbulence data on-board the same airplane or a different airplane at substantially the same location and time.

5. The method of claim 1, wherein authenticating the passenger turbulence data by the centralized control device comprises authenticating the passenger operating the communication device by determining that the passenger has above threshold passenger security privileges.

6. The method of claim 1, comprising increasing the passenger security privileges for a passenger each time the passenger's communication device records passenger turbulence data that is verified against turbulence data recorded by a trusted self-authenticating device and decreasing the passenger security privileges for a passenger each time the passenger's communication device records passenger turbulence data that is contradicted by turbulence data recorded by a trusted self-authenticating device.

7. The method of claim 1, wherein the communication devices operating in flight crew mode self-authenticate the integrity of the flight crew turbulence data only when the communication devices are mounted into a flight crew docking station.

8. The method of claim 1, wherein the turbulence map data is generated based on position and turbulence information from the flight crew turbulence data and only position information, but not turbulence information, from the passenger turbulence data.

9. The method of claim 1, wherein the flight crew turbulence data is automatically measured by sensors operably connected to the communication devices operating in flight crew mode.

10. The method of claim 1, wherein the passenger turbulence data is automatically measured by sensors or manually entered by passengers into the communication devices operating in passenger mode.

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11. The method of claim 1, wherein generating the turbulence map data comprises weighing the passenger turbulence data based on the corresponding passenger's security privileges.

12. A system for communicating with communication devices operating in a flight crew mode or a passenger mode during flights on board airplanes, the system comprising: one or more processors; one or more memories; and one or more instructions stored in the memory and executable by the processor, which, when executed, configure the one or more processors to: receive flight crew turbulence data from a plurality of communication devices operated by flight crew members in flight crew mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in flight crew mode have flight crew security privileges that self authenticate the integrity of the flight crew turbulence data; receive passenger turbulence data from a plurality of communication devices operated by passengers in passenger mode during flights on-board respective ones of a plurality of airplanes, wherein the communication devices operating in the passenger mode have passenger security privileges that do not self-authenticate, but require the centralized control device to authenticate, the integrity of the passenger turbulence data; generate turbulence map data including accumulated tempo-spatial turbulence information by super-positioning onto a single tempo-spatial frame of reference the received flight crew turbulence data self-authenticated by the flight crew security privileges and the passenger turbulence data authenticated by the centralized control device; and distribute the turbulence map data to one or more of the plurality of communication devices for displaying the distributed turbulence map data while operating in the flight crew mode or in the passenger mode.

13. The system of claim 12, wherein the one or more processors are configured to authenticate the passenger turbulence data at the centralized control device by comparing the passenger turbulence data with turbulence data that is automatically measured by sensors of a trusted self-authenticating device.

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14. The system of claim 12, wherein the trusted self-authenticating device is selected from the group consisting of: a device docked in an airplane cockpit, a device mounted onto an airplane, a device embedded in an airplane, and a communication device operating in flight crew mode.

15. The system of claim 12, wherein the one or more processors are configured to authenticate the passenger turbulence data at the centralized control device by determining that the passenger turbulence data reports a turbulence level that is less than or equal to a turbulence level reported by the flight crew turbulence data on-board the same airplane or a different airplane at substantially the same location and time.

16. The system of claim 12, wherein the one or more processors are configured to authenticate the passenger turbulence data at centralized control device by authenticating the passenger operating the communication device by determining that the passenger has above threshold passenger security privileges.

17. The system of claim 12, wherein the one or more processors are configured to increase the passenger security privileges for a passenger each time the passenger's communication device records passenger turbulence data that is verified against turbulence data recorded by a trusted self-authenticating device and decrease the passenger security privileges for a passenger each time the passenger's communication device records passenger turbulence data that is contradicted by turbulence data recorded by a trusted self-authenticating device.

18. The system of claim 12, wherein the communication devices operating in flight crew mode self-authenticate the integrity of the flight crew turbulence data only when the communication devices are mounted into a flight crew docking station.

19. The system of claim 12, wherein the one or more processors are configured to generate the turbulence map data based on position and turbulence information from the flight crew turbulence data and only position information, but not turbulence information, from the passenger turbulence data.

20. The system of claim 12, wherein the flight crew turbulence data is automatically measured by sensors operably connected to the communication devices operating in flight crew mode. 33 17473785_1 (GHMatters) P44846AU00

21. The system of claim 12, wherein the passenger turbulence data is automatically measured by sensors or manually entered by passengers into the communication devices operating in passenger mode.

22. The system of claim 12, wherein the one or more processors are configured to generate the turbulence map data by weighing the passenger turbulence data based on the corresponding passenger's security privileges.

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