U.S. patent application number 14/518158 was filed with the patent office on 2016-04-21 for database system to organize selectable items for users related to route planning.
The applicant listed for this patent is RHETT RODNEY DENNERLINE. Invention is credited to RHETT RODNEY DENNERLINE.
Application Number | 20160111007 14/518158 |
Document ID | / |
Family ID | 55749495 |
Filed Date | 2016-04-21 |
United States Patent
Application |
20160111007 |
Kind Code |
A1 |
DENNERLINE; RHETT RODNEY |
April 21, 2016 |
Database System To Organize Selectable Items For Users Related to
Route Planning
Abstract
The present disclosure relates to an electronic system for
providing access to a useable, tailored database of selectable
items for a user, e.g., user selectable routes entered by pilot
users to utilize for flight planning and aircraft route guidance,
and other related information from a remote processing center to a
local unit over wireless, wire line, or telecommunications network
or combination thereof. The disclosure more particularly relates,
for example, to an electronic system including one or more remote
processing centers and a plurality of local units, e.g., a desktop
computer, laptop, tablet, cellular device, or mobile telephone
unit, for providing to a pilot's local unit information of other
pilot users from one or more databases, in particular, a pilot
user's route with FAA identifiers (such as airports, VORs, NDBs,
waypoints, reporting points, airways, etc.), waypoints, departure
airport, destination airport, hazards, FAA VFR sectional and/or IFR
airway map for guidance, pilot comments, and other information
which has been calculated and/or stored at one or more remote
processing centers in response to a query or selection request
received from a local unit operated by an pilot user, for
example.
Inventors: |
DENNERLINE; RHETT RODNEY;
(Northfield, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DENNERLINE; RHETT RODNEY |
Northfield |
IL |
US |
|
|
Family ID: |
55749495 |
Appl. No.: |
14/518158 |
Filed: |
October 20, 2014 |
Current U.S.
Class: |
701/528 |
Current CPC
Class: |
G08G 5/0026 20130101;
G06F 16/21 20190101; G08G 5/0013 20130101; G08G 5/0034 20130101;
G01C 21/20 20130101; G06F 16/23 20190101 |
International
Class: |
G08G 5/00 20060101
G08G005/00; G01C 21/20 20060101 G01C021/20 |
Claims
1. An electronic system for providing a pilot user access to a
useable database of selectable items for a user for flight planning
or aircraft route guidance, including a remote processing center,
wherein said remote processing center comprises: A. a network
interface operable to connect said remote processing center to a
telecommunications network, wherein a said telecommunications
network is operable to permit wireless communication of data; B.
rewritable storage, wherein said rewritable storage is programmable
with one or more databases of user selectable items by downloading
information to said storage in response to one or more transmitted
instructions, transmitted via said network interface, wherein each
of a plurality of said user selectable items are for retention by
said rewritable storage for later access and selection from by a
plurality of pilot users; C. a database processor, which includes
processing circuitry; said remote processing center including
further limitations, wherein, D. said remote processing center is
operable to communicate with a portable data entry unit operable by
a pilot user in and away from a pilot user's home; said data entry
unit including: (i) one or more sensors operable by a user to input
commands and information and to select information; (ii) said
sensor coupled to a wireless communications interface operable to
transmit command or data signals, said wireless communications
interface operable to connect said data entry unit to a
telecommunications network via said antenna; (iii) a display screen
coupled to said sensor to display a plurality of user selectable
items in response to input to said data entry unit via a said
sensor; and (iv) wherein a said data entry unit is configured to
permit a pilot user to transmit information related to one or more
routes of flight to said remote processing center for inclusion in
said one or more databases, and to request and receive for viewing
and selection from said remote processing center a plurality of
user selectable items related to one or more routes of flight from
said one or more databases; E. said remote processing center is
operable to communicate with a plurality of said portable data
entry units; F. said one or more databases of said rewritable
storage include a plurality of user selectable items related to a
route of flight which are built up via information transmitted to
said remote processing center from a plurality of said portable
data entry units operable by pilot users, wherein said information
is transmitted from said portable data entry units for inclusion in
said one or more databases and to permit sharing with and comment
from other pilot users for purposes of flight planning; G. wherein
a said portable data entry unit is operable by a pilot user to
select at least the following information related to a route of
flight for transmission to said remote processing center to build
up a plurality of user selectable items for one or more databases
at said remote processing center for access by other pilot users
from said remote processing center: (i) a departure airport for
said route of flight, including identifier code information; (ii) a
destination airport for said route of flight, including identifier
code information; (iii) one or more waypoints between a said
departure airport and a said destination airport for said route of
flight, if a pilot user includes one or more said waypoints for
said route of flight; (iv) one or more altitudes for said route of
flight; (v) an aircraft type, and an identifier for an aircraft;
and (vi) one or more comments of a pilot user relating to a said
route of flight.
2. An electronic system for providing a pilot user access to a
useable database of selectable items for a user for flight planning
or aircraft route guidance, including a remote processing center
according to claim 1, wherein a said portable data entry unit is
operable by a pilot user, (i) to access said one or more databases
of said rewritable storage and to select a name or user name of
another pilot user of a said portable data entry unit, and (ii) to
display a list of routes of flight associated with said name or
user name of another pilot user, and to display a plurality of user
selectable items related a said list of routes of flight, wherein a
said list of routes of flight includes route information
transmitted from a said portable data entry unit operable by said
another pilot user for inclusion in said one or more databases for
sharing with other pilot users.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to U.S. provisional Patent
Application No. 61/961,739 filed Oct. 21, 2013, entitled, "Database
System To Organize Selectable Items For Users Related to Route
Planning," and the disclosures of which are incorporated herein by
reference.
BACKGROUND
[0002] In the field of aviation and general aviation--unless a
pilot restricts him or herself to flying locally at a departure
airport--a pilot operates an aircraft to fly from a departure
airport, such as the pilot's home airport, to a destination airport
along a route selected by the pilot. Many times, for example, a
general aviation pilot may have a destination airport in mind but
the flight required is beyond the local area of a pilot's home
airport, e.g., beyond 50 nautical miles. In such case, the pilot
may be unfamiliar with the route and/or destination airport. Other
times a pilot may not even have a destination airport in mind and
may desire to fly to a new destination airport previously un-flown
route. For example, the term "hundred-dollar hamburger" is slang in
aviation for an excuse a general aviation pilot might use to fly to
a new or a known destination airport. Such a flight typically
involves flying a short, or sometimes long, distance to a
destination airport, stopping and eating a meal at an airport
restaurant, and then flying back to the pilot's home airport. The
term originally referred to the approximate cost of renting or
operating a light general aviation aircraft, such as a Cessna 172,
to fly round-trip to a nearby airport. E.g.,
http://en.wikipedia.org/wild/$100_hamburger, and contents
therein.
[0003] Whether a pilot has a known destination airport, a new
destination airport in mind, or has not yet chosen a destination
airport for a flight, the pilot is required to conduct flight
planning prior to each flight according to Federal Aviation
Regulations ("FARs"). For example, FAR 91.103 says: "Each pilot in
command shall, before beginning a flight, become familiar with all
available information concerning that flight. This information must
include: (a) For a flight under IFR or a flight not in the vicinity
of an airport, weather reports and forecasts, fuel requirements,
alternatives available if the flight cannot be completed, and any
known traffic delays of which the pilot in command has been advised
by ATC; (b) For any flight, runway lengths at airports of intended
use, and the following takeoff and landing distance information:
(1) For civil aircraft for which an approved Airplane or Rotorcraft
Flight Manual containing takeoff and landing distance data is
required, the takeoff and landing distance data contained therein;
and (2) For civil aircraft other than those specified in paragraph
(b)(1) of this section, other reliable information appropriate to
the aircraft, relating to aircraft performance under expected
values of airport elevation and runway slope, aircraft gross
weight, and wind and temperature." In flight planning, a pilot
selects a route to the destination airport with appropriate
waypoints or airways. The pilot, among other things: calculates the
amount of fuel required to complete the trip; checks for compliance
with air traffic control requirements; checks for clearance from
terrain and structures near takeoff and landing areas; considers
potentials for mid-air collisions; and avoids restricted or
prohibited areas of flight and the like. In addition to these
hazards issues, a pilot making a flight plan may attempt to
minimize overall flight costs by selecting the most efficient
route, height, and speed for the aircraft type and sometimes seek
to load the minimum necessary fuel, plus a safety reserve, on
board, to maximize flight efficiencies. For flights having a longer
duration, fixed base operators ("FBOs") having disparate prices for
aviation fuel for sale to pilots are utilized at airports along the
way.
[0004] Since the shortest distance between two points is a straight
line, pilots may desire direct routes for certain flights. Quite
often, however, there are factors that should be considered that
may make a direct flight undesirable. Mountainous terrain,
restricted airspace, prohibited airspace, military operating areas
("MOAs"), and temporary flight restrictions ("TFRs"), for example,
present obstacles to direct flights. In single-engine aircraft,
pilots should give consideration to circumnavigating large,
desolate areas or large bodies of water. Pilots should also
consider the single-engine service ceiling of multiengine aircraft
when operating over high altitude terrain since the terrain
elevation may be higher than the single-engine ceiling of the
multiengine aircraft being flown, e.g., a multiengine aircraft with
a single-engine service ceiling of 6,000 feet cannot fly a route
with terrain at 9,000 feet elevation. Precise flight planning of
log items, such as pre-computed courses, time, distance,
navigational aids, and frequencies to be used will make enroute
errors in these items less likely. Special attention should be
given to fuel requirements, keeping in mind the need for an ample
reserve as well as location of refueling points available as the
preflight progresses. A booklet known as the Airport/Facility
Directory, published by the National Ocean Service, lists airports,
seaplane bases, and heliports open to the public, as well as
communications data, navigational facilities, and certain special
notices such as parachute jumping, Flight Service Station
("FSS")/National Weather Service ("NWS") telephone numbers,
preferred routes, and aeronautical chart bulletins. In addition,
pilots should check with the nearest FSS for an update on the
latest Notices to Airmen ("NOTAMs"). Pilots should avail themselves
of all appropriate charts and publications, including the Airman's
Information Manual ("AIM") and NOTAMs. A weather briefing is an
important part of preflight planning. An overview of the synoptic
situation and general weather conditions can be obtained from
public media (radio, TV, etc.) or by telephone from recorded
sources to help the pilot to better understand the overall weather
picture when obtaining a complete briefing from a FSS. Information
on weather sources is contained in the Meteorology chapter of the
AIM, available from faa.gov. For example, accurate weather
forecasts are desired to allow for accurate fuel consumption
calculations based on effects of head or tail winds and air
temperature. Aircraft flying IFR in controlled airspace may be
required to follow predetermined routes known as airways, even if
such routes are not as economical as a more direct flight.
Additionally, the performance of each different aircraft type
varies based on altitude, air pressure, temperature and weight.
When attempting to formulate an efficient flight plan, one quickly
discovers that a large number of decisions and calculations are
required in order to formulate an effective flight plan. Many
flight plans follow routes at available altitudes which have the
most favorable current or forecast weather conditions. However,
sometimes these are not the most efficient routes under varying
circumstances. Flight planning will benefit from accurate and
up-to-date information share by other pilots.
[0005] In addition to a pilot performing flight planning prior to a
flight, a pilot (or a flight's dispatcher or controller) may or may
not file a flight plan document (in paper or electronic form) with
the Federal Aviation Administration ("FAA") or with a foreign civil
aviation authority. When used, these flight plan documents
typically are filed (via in person, electronically or telephone)
prior to the flight's departure from the departure airport,
although a pilot may file a flight plan in flight as well via
radio. A flight plan in the United States generally includes
departure date, time, and a departure and a destination airport,
and a route, including any waypoints with proper FAA identifiers.
In addition, a flight plan includes the aircraft identification or
registration (a.k.a. the aircraft's tail number, for example,
"N56783") and aircraft type (e.g., "TOBA" for a Socata TB200
aircraft), an estimated time enroute, a listing of alternate
airports for use in the event of bad weather, the type of flight
(either instrument flight rules ("IFR") or visual flight rules
("VFR"), pilot's name, and the number of persons on board the
aircraft. For IFR flights, flight plans are used by air traffic
control to initiate tracking and routing services. For VFR flights,
their only purpose is to provide needed information should search
and rescue operations be required, or for use by air traffic
control when flying in a "Special Flight Rules Area." In the United
States, flight plans are required for all flights flown under IFR.
After an IFR flight plan is activated and an IFR clearance (and an
IFR release if necessary) is obtained from air traffic control, air
traffic control may initiate radar tracking and routing services
for the aircraft either under its flight number or aircraft
registration that was provided in the flight plan. For VFR flying,
a pilot is not required to file a flight plan with the FAA unless
the flight's path will cross national borders. Flight plans are
recommended for VFR flights because they provide a way of alerting
rescuers if the flight is overdue at its destination airport, and
they can enable a service known as "flight following" that utilizes
ATC radar to warn of other nearby air traffic enroute. Pilots
flying VFR routes, however, do not commonly file flight plans.
[0006] The prior art includes known means for pilots to obtain
information about new airport destinations, or to obtain
information used to perform flight planning but such prior art
systems are limited. For example, a simple means is that known as
"hangar flying." This term originated from the hangar building
where aircraft are maintained or stored. Starting from the early
days of flying, when the weather was poor for example, local pilots
sat around a coffee pot and talked about flying. The topics of
these informal gatherings ranged from regulations, techniques,
flight instruction, and flying in general. Pilots may discuss
flights he or she has taken. In addition, a pilot may utilize
folding paper navigational charts on which a pilot can mentally
review his or her intended route of flight. The pilot may draw a
line on the chart representing the true course, and review the
projected path across the face of the chart for the location of
good checkpoints, restricted areas, obstructions, other flight
hazards, and suitable airports. For VFR flight, pilot planning by
either pilotage or dead reckoning may be done utilizing a chart
known as the Sectional Aeronautical Chart, which is scaled at
1/500,000, or 8 miles to the inch. The physical characteristics of
most landmarks are shown in detail and the pilot identifies
selected landmarks along the route of flight. Another chart is the
World Aeronautical Chart ("WAC"), with a scale of 1/1,000,000, or
16 mile to the inch. Many U.S. states print also aeronautical
charts for VFR navigation within their state boundaries. E.g.,
http://aystop.com/technical/preflight/preflight.htm.
[0007] A sectional chart is a two-sided chart created from a
Lambert Conformal Conic Projection with two defined standard
parallels. The scale is 1:500,000, with a contour interval of 500
feet. The size of each sectional is designed to be "arm's width"
when completely unfolded. The "northern" half of the section is on
one side of the chart, and the "southern" on the obverse. The edges
between north and south are designed with a calibrated overlap that
permits plotting extensions of course lines from one side to the
other, once the user has scribed a corresponding "match line" on
each side. All other edges are truncated at a predetermined size.
White space around the chart is filled with map information and the
legend, scales, and tables of airport and airspace information.
Terrain is color-coded for its elevation and major roads, cities,
and bodies of water are shown for visual reference, as well as
other identifiable structures (e.g., stadiums and water towers).
However, most of the layers of data on the charts include specific
information about obstacles, airspace designations, and facility
information (locations, radio frequencies, etc.). The legend
divides these into several types of information, namely: airports,
radio aids, traffic and airspace services, obstructions,
topographic, and miscellaneous. Other unusual features may be
designated on the map with symbols that do not appear in the
legend, such as areas where laser lights are routinely pointed into
the air (a jagged-edged circle), or a wildlife protection area (a
solid line with dots along the inside edge). The location of each
airport and presence of control towers is indicated with a circle,
or with an outline of the hard-surfaced runways (if over 8,069 feet
long). Blue shows an airport with a control tower and magenta for
others. Military airstrips (without hard-surface runways) are shown
with two concentric circles. Private airports are shown with the
letter "R" inside a circle. A heliport is designated with "H" in a
circle. An unverified airstrip is shown with a "U" in a circle. An
abandoned airport with paved runways is shown with a circle having
an "X" over it.
[0008] The prior art also includes general reference to electronic
means related to aircraft flights, such as U.S. Pat. No. 8,266,547
which relates to a graphical user interface for a travel planning
system. U.S. Pat. No. 8,521,342 relates to a system, a method and a
computer program for recording technical issues of an aircraft, for
use during flight tests on board of the aircraft. A client unit
sends an access request to a server, which receives and processes
this request, permits access to the data and restricts the adding
or modifying processing of the data to one client unit at a time.
U.S. Pat. No. 7,779,023 relates to an internet website which
presents a hierarchical menu structure to users includes a
personalization engine to automatically modify the menu structure
for each user. U.S. Pat. No. 7,668,744 relates to a fleet engine, a
crew engine, a passenger engine and an integration engine that
communicate with a distributed computer network via two-way
communication channels to monitor and repair disruptions to
schedules particularly in the airline industry. When a disruption
occurs, the method will produce a plurality of solutions that are
structurally different for evaluation by the controller or
operations manager. U.S. Pat. No. 7,786,899 relates to flight
tracking and a computer-implemented system where a plurality of
flight information is received over a digital network and is stored
in at least a database. The database includes aviation information
as well as aviation related content and advertisements. In
addition, the user may create personalized messages and status
update for display in response to a variety of flight conditions.
For example, a user is able to select a set of flights from a set
of flights scheduled for arrival/departure from a designated
airport/facility that typically are not regularly scheduled
commercial flights. A customized display is then presented on a
monitor operated by the user which presents the information in a
value added format that is triggered or sequenced based on flight
tracking data. Value added information can include an automatic
instruction for the line crew to get the fuel truck, or for the
ground transportation services to be called, as a condition of the
estimated time of arrival. Similarly, it can include advertisements
related to the flight information such that some advertisements are
shown only before arrival and others only after arrival or shortly
before departure.
[0009] In addition, electronic systems have been developed which
provide flight planning and navigational information to a pilot but
such prior art systems are also limited. For example, U.S. Pat. No.
8,380,366 simply concerns an apparatus having a graphical touch
screen for flight planning and navigation of an aircraft by a
pilot. U.S. Pat. No. 8,185,298 relates to hybrid-heuristic
optimization of competing portfolios of flight paths for flights
through one or more sectors of an airspace represented by an air
traffic system. In addition, there are electronic systems which are
generally accessed by users from local computers via a
telecommunications network, such as cellular telephone, wired
telecommunications, short-range wireless, or a combination thereof.
Such systems sometimes are known as flight planning tools, and are
accessible through well-known commercial providers of flight
planning information for general and commercial aviation navigation
such as Foreflight, flightaware.com, airnav.com, duats.com, or
skyvector.com, for example. A course line may be provided by
skyvector.com, for example, to a user in the form of a line
generated by a computer on electronic navigational charts.
Similarly, U.S. Pat. No. 8,447,512 relates to a process for
generating computer flight plans on the Internet with the elements
of: a raw XY&Z database of chart data, a database containing
aircraft data, a software system to create VFR, IFR and road
charts, an Internet web site accessible by a client computer, a
software system which computes flight plans requested by the client
computer, a software system which allows for navigation data and
aircraft editing by means of the Internet web site client computer,
and a software system which allows for outputting flight plans by
means of the Internet web site client computer. These systems,
however, are limited in the information they may provide a pilot
trying to select a new destination airport, or trying to determine
a practical route to fly as recommended by other pilots familiar
with the route and/or destination airport, for example. Also, such
electronic systems do not disclose or teach a database created by
utilizing routes selected for sharing with pilot users by other
pilot users, linking pilot user comments to a displayed route,
e.g., relating to hazards, terrain, obstacles, favorites, or permit
interactive discussion by pilots of a displayed route, for
example.
[0010] Also, for example, prior art U.S. Pat. No. 8,214,144 of
Flightaware relates to a computer-implemented system and method for
the processing and optimization of flight plans. Information
regarding a plurality of previous flight plans is received over a
digital network and is stored in at least a database. The database
preferably includes aviation fuel price information, aircraft
performance information, and aviation weather information as well.
Upon receiving a request, a server generates at least an optimized
portion of a flight plan. In one form, historical flight plan data
of others is automatically used to aid in a computer determination
of the optimized route offered to the user for review, with the
resulting final flight plan being electronically filed with the FAA
upon approval. In a further form, the user may arrange fuel
transactions at intermediate destinations with the service provider
receiving a fee in exchange for facilitating the transaction. This
prior art system, however, does not disclose or teach a database
created by utilizing routes selected for use by other pilot users,
linking pilot user comments to a displayed route, or permit
interactive discussion by pilots of a displayed route, for example.
Also, for example, this prior art system utilizes an unintelligent
database, e.g., it utilizes a database made indiscriminately from
all filed flight plans (including those amended enroute by FAA
changes) and radar followed aircraft for any given period of time
such as a day or any fraction or multiplier thereof (which could
include thousands or tens of thousands of flight plans), and/or
calculates an optimized route for the flight based upon aircraft
performance data, available fuel costs, and current or forecast
aviation weather. Such a structure is not particularly useful for
airport destination selection and route selection by a pilot.
[0011] Also, for example, U.S. Pat. No. 8,296,281 of Flightaware
relates to a computer-implemented system and method processes
flight position information and provides a notification to a remote
user in response to a triggering event. Typically, flight position
data is received over a digital network. The service accepts
requests for notification based upon the position of a specified
flight and subsequently provides that notification based upon the
flight position data. Upon receiving a user query, a server
retrieves a result set from the flight position data and determines
if the triggering criteria has been met. In one form, the requested
notification may be presented to the user in the form of an e-mail,
telephone call, text message or the like. Also disclosed is a
system for flight tracking or planning which includes photographs
supplied by remote users of the aircraft for which the tracking or
planning is associated, for use by other remote users that see the
association of the supplied photos with the tracked or planned
flight. Also disclosed is a social system for use with flight
tracking or planning which allows affiliated users to share
information to the exclusion of other non-affiliated users.
[0012] The system of the '281 patent and other similar prior art
systems however, are limited. For example, information is
accessible by aircraft registration or flight number not by pilot
user or pilot identifier. In addition to the above shortcomings,
the database of information is not intelligently built, for
example. As discussed in the '281 patent, the FAA made a wealth of
minute-by-minute flight-tracking information available for
distribution to the public with the creation of the Aircraft
Situation Display to Industry ("ASDI") service, staring in 1995.
Through this service, with the exception of a request by an owner
or operator to block particular aircraft, flight tracking data is
made available to several vendors who are subsequently able to
provide information in a value-added format to their subscribers or
other users. The ASDI information includes location, altitude,
airspeed, origin, destination, estimated time of arrival and tail
number or designated identifier of air carrier and general aviation
aircraft operating on at least the corresponding IFR flight plans
within U.S. airspace. General aviation VFR flights that include air
traffic control flight following are often included. Traditional
subscribers include flight departments, charter operators,
limousine firms, airframe and power plant manufacturers, air
carriers, FBOs, research firms, and other users. For example,
without ASDI information an aircraft service provider may not
reliably know much in advance as to when food service or fuel would
need to be delivered for incoming flights, so as to give its
employees time to prepare just enough in advance as to have the
food at the right temperature and condition, and the fuel truck in
position, at the appropriate time, but with a minimum of waiting.
In a similar manner, a casual user could not receive reliable
advance notification as to when to leave to go to the airport to
meet or pick up someone from an arriving flight so that neither
would need to wait on the other. With the advent of this structure,
a number of subscribers and other users were able to obtain
valuable flight information and increase the efficiency and
reliability of their services. This prior art system, while
describing accessing information from remote users, does not teach
or describe the novel and inventive system disclosed herein. For
example, this prior art system instead discloses users only
supplying what it calls "content segments" associated with a
geographic location; these "content segments" are not routes of
flight of a user, waypoints, or even comments on such a route of
flight, but are disclosed only as reviews of an FBO, reviews of a
caterer, or reviews of a limousine provider located on or servicing
a selected airport, or information regarding an entity similar to
an FBO, caterer or limousine provider; for routes of flight this
system is tied and limited to a database of routes of flight built
up en masse from the ASDI service.
[0013] In addition to shortcomings previously discussed, because
these prior art electronic systems rely upon a database built up,
e.g., en masse from the ASDI service or other similar sources, the
database of information is not intelligently built or selective in
the routes retained in its databases, and accordingly can be both
over-inclusive and under-inclusive in their dataset of flight plans
and/or routes of other pilots. Such shortcomings, for example,
greatly limit their usefulness for a pilot desiring information for
a new destination airport and desiring information for a new,
previously unknown route to a destination airport. For example,
these prior art electronic systems do not necessarily provide
access to historical routes for entire trips, only routes for what
is filed or provided by the FAA or ASDI service. A pilot
(dispatcher or controller), for example, may file a flight plan
with the FAA for an airport that is only intermediate to his or her
destination, then fly another leg to the destination airport. Also,
a pilot my file a flight plan, e.g. IFR flight plan, for one leg,
but fly VFR and not file a flight plan for a second, third or final
leg. Or a pilot may fly to a destination airport solely VFR and
file no flight plan (or obtain no radar flight following) at all. A
system with a database such as that built from the ADSI service
will not account for these omissions, and does not concern itself
with such flights because it was not designed by the FAA for that
purpose--it only includes those flights for which IFR flight plans
are activated and tracked and/or for VFR flights the receive flight
following. On the other hand, an equally vexing shortcoming is that
such a prior art system then includes, robotically, without
selection, all such flights in its database. Because prior art
electronic systems are automatic, robotic in their collection of
data from FAA databases or the like, these systems do not know that
multiple flight plans may be involved in a pilot's route to a
destination airport, nor will such systems know whether the
collected flight plan is only an incomplete part of a route.
Likewise, for these prior art electronic systems, if a flight does
not have a filed flight plan or radar flight following, the
flight's route does not get collected into the prior art electronic
systems database, e.g., because the flight's route is not in the
FAA's data. Such a prior art system may include another pilot's
destination airport and route information without such pilot having
even used such system or even knowing that it has been collected en
masse for inclusion in a database.
[0014] Other prior art electronic systems provide a pilot only
limited information, such as through a basic message board. Still
other prior art systems, such as socialflight.com and
adventurepilot.com, provide event or e.g. restaurant, airport or
point of interest information, listed or displayed on an automobile
or other non-aviation type map. While such systems identify a
destination with airport identifiers and reader comments on a
destination, they do not provide access by a pilot user to route
information with FAA (or ICAO) waypoints, airway identifiers that
have been selected by other pilot users, or access to route
information of other pilot users linked to a destination
attraction, or access to pilot information, route comments by other
pilot users. Also, for example, even this basic information is
cumbersome to use because these systems permit users who are not
pilots to select information for inclusion in the database,
creating a system that is an advertising billboard rather than a
useful database of destinations linked with route information (nor
pilot discussion of route information, hazards, altitudes,
waypoints, etc.) of other pilot users for an pilot user.
[0015] In addition, such systems are not structured to provide
routes or useful route information, and can be nearly useless for
flight planning, or even hazardous for flight planning. For
example, such systems can provide a user a list of destinations
that are over 500 or more nautical miles away from a desired
airport, regardless if another pilot has flown to that destination
from an pilot's desired departure (e.g. home) airport; and in any
event the database is not structured for entry by other pilots of
route waypoints, route information, hazards, airspace or altitude
information, for example. Included destinations are not selected
for database entry dependent on a particular departure airport
(e.g., your home airport), or with regard to a particular route of
another pilot, or whether another pilot has even flown to such
destination from your airport. An imaginary line on a map to a
destination airport is generated by a query to a computer, e.g., by
adventurepilot.com, as a route rather than a route selected and
actually flown by another pilot, for example. This imaginary route
can depict a line through restricted airspace, over miles of water,
or into hazardous terrain, e.g., through mountainous terrain, that
exceeds the flight capability of an aircraft rendering it useless
for flight planning. As a result, such systems are cumbersome to
use, and are unreliable, very limited or even hazardous in
assisting a pilot user in considering flight destinations, e.g.,
for cross country flight, and do not add to flight planning safety
or ease of mind. In addition to the above shortcomings, such
systems do not allow access to pilot user logbook information or
provide tail number information, for example.
[0016] Prior art systems and their shortcomings do not obviate the
need of a pilot to start from scratch, so to speak, every time a
general aviation pilot desires to select a new airport destination
and select a new route related thereto, with linked pilot comments
on route, destination, etc. Other aspects of such prior art systems
add to their limits and inconvenience if used. These systems are
difficult for a user to access and collect information for flight
planning, for example, because the systems do not carry the desired
information in its database, or if it is in a database it is
obscured by other information. Because the systems are discrete,
they do not include all components, including the route, new
airport destination, attraction, other pilot comments, or selective
building of a database. Therefore, there is a need for a routing
and information system that continually provides access to
up-to-date, correct geographic information by a local user. There
is a further need for a routing and information system which can be
implemented on handheld, portable devices for easy, convenient
transportation and use. There is a further need for a routing and
information system which is independent of any particular hardware
configuration and which may be implemented on any suitably equipped
data processing apparatus, such as a desktop personal computer, a
laptop computer, a personal digital assistant, tablet computer or
mobile telephone computer. There is a further need for a routing
and information system which provides communication between mobile
units and a base unit over any available channel, including
wireless, wireline, and optical channels. There is a still further
need for a data communication protocol for providing accurate,
reliable communication in such a system, independent of hardware
configuration and in a compact form.
[0017] These prior art systems have many drawbacks, however, which
have prevented widespread use as a tool by general aviation pilots
to aid them in selecting airport destinations and routes.
Information is discrete to a site or system and unlinked to other
information and, even if available, is only potentially available
after a cumbersome search of multiple sites or systems, and what
information is available is cluttered and unorganized, based on a
gross collection of data rather than pilot user selected data, and
many times directed only to needs of commercial airline operators
and operations rather than general aviation pilots. The present
disclosure solves these shortcomings as well as other problems that
pilots face when collecting flight information from other pilots,
particularly related to airport destinations, routes and
attractions. The present disclosure solves a number of these
inefficiencies as well as other problems present in the process of
flight planning, as are illustrated in the descriptions that
follow.
SUMMARY
[0018] The invention and embodiments thereof relate generally to an
electronic system for providing access to a useable database of
selectable items for a user, e.g., user selectable routes entered
by pilot users to utilize for flight planning and aircraft route
guidance, and other related information from a remote processing
center to a local unit over wireless, wire line, or
telecommunications network or combination thereof. The invention
and embodiments thereof more particularly relate, for example, to
an electronic system including one or more remote processing
centers and a plurality of local units, e.g., a desktop computer,
laptop, tablet, cellular device, or mobile telephone unit, for
providing to a pilot's local unit information of other pilot users
from one or more databases, in particular, a pilot user's route
with FAA identifiers (such as airports, VORs, NDBs, waypoints,
reporting points, airways, etc.), waypoints, departure airport,
destination airport, hazards, FAA VFR sectional and/or IFR airway
map for guidance, pilot comments, and other information which has
been calculated and/or stored at one or more remote processing
centers in response to a query or selection request received from a
local unit operated by an pilot user, for example. In addition, one
or more databases of stored destination airport, departure airport,
route, attraction, FBO information, fuel information, hazards,
weather, altitude, route information, and/or one or more other
pilots' comments on route and other information, etc. or
combination thereof is intelligently built up for storage at one or
more remote processing centers via pilot users selectively
transmitting data, e.g., departure airport, destination airport,
route information, from local units via wireless, wire line, or
telecommunications network or combination thereof for inclusion in
one or more databases to allow creation of relevant, useful,
understandable information for other pilot users, for example.
[0019] In addition, an electronic system and information of other
pilot users selectively transmitted and stored in one or more
databases of the present invention can be organized for viewing on
a local unit in an organized, easy to follow and navigate format,
for example, permitting a pilot operating a local unit to seek an
airport destination, related route, route information and/or
commentary based on country, region, state, province, or departure
airport, or name or personal identifier of another pilot user. In
addition, an electronic system of the present invention can provide
a list of current pilot users of the system, those who have
accessed the system that day, and other statistics of pilot users
such as total number of routes submitted, recent number of routes
submitted, popular routes of the day, month or year, e.g.,
organized by state, departure or destination airport, for example.
It is to be expressly understood, however, that the embodiments
described herein, and each of the figures, are provided as examples
and for the purpose of illustration and description only and they
and use of the terms such as "the invention" or "the present
invention" are not intended as a definition of the limits of the
scope or embodiments of the disclosure of this invention. The
priority application or any changes or differences, including any
typographical or grammatical changes, between the present
disclosure and priority U.S. Provisional Patent Application No.
61/958,123 should not be read to limit or impair the scope of the
present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 illustrates a block type diagram of an electronic
system including a network according to one example embodiment.
[0021] FIG. 2 illustrates an example entry form display of a unit
for a pilot user utilized in an electronic system according to one
example embodiment.
[0022] FIG. 3 illustrates a flow diagram for an example entry of
route information by a pilot user.
[0023] FIG. 4 illustrates a sample display of a unit for accessing
information from a database of routes and linked information.
[0024] FIG. 5 illustrates a second sample display of a unit for
accessing information from a database of routes and linked
information.
[0025] FIG. 6 illustrates a third sample display of a unit for
accessing information from a database of routes and linked
information.
[0026] FIG. 7 illustrates a fourth sample display of a unit for
accessing information from a database of routes and linked
information.
[0027] FIG. 8 illustrates a fifth sample display of a unit for
accessing information from a database of routes and linked
information.
[0028] FIG. 9 illustrates a sixth sample display of a unit for
accessing information from a database of routes and linked
information.
DETAILED DESCRIPTION
[0029] For the purposes of understanding of the principles of the
invention, reference is made to embodiments illustrated in the
drawings and specific language used to describe the same. It is
understood, however, that no limitation of the scope of the
invention is thereby intended. Any alterations and further
modifications in the described example embodiments, and any further
applications of the principles of the disclosure as described
herein are contemplated as would normally occur to one skilled in
the art to which the invention relates.
[0030] Currently, a general aviation pilot attempting to select a
new airport destination and to select an associated route, perform
flight planning to a new airport destination, particularly for VFR
flight, is a time consuming, burdensome, and inefficient process.
Pilots have to choose new airport destinations, plan their own
routes without the insight of other pilots, or use word-of-mouth
methods to determine recommended flight routes, waypoints, hazards,
and the like. While certain flight plans of aircraft tail numbers
filed with the FAA can be obtained and searched through electronic
systems, searching these systems can be as or even more cumbersome
than planning a flight route from scratch. As stated in the prior
art, on any given day, more than 87,000 flights take to the skies
in the United States, for example. Only 35 percent, or just over
30,000, of those flights are commercial carriers, such as American
Airlines, United, or Southwest. The majority of the remaining
flights, roughly 50,000, are general aviation flights and air taxi
flights, with the remaining being either military or cargo
aircraft. While each of these daily flights is not required to
submit a flight plan, a substantial portion of them do;
accordingly, any database that relies on collecting such daily FAA
data en masse, rather than, for example, utilizing pilot
recommended and selected airport destinations and linked
recommended and selected routes, actually flown by another pilot,
and pilot comments, suffers from the proverbial finding of a needle
in a haystack, for example. In addition, such prior art systems do
not collect other potentially relevant routes, for example,
un-filed VFR routes. And, even were such information found by a
pilot it is unlinked to the comments and recommendations of the
pilot who flew the route and who desires to fly it as a new airport
destination and route, or concerns aircraft types, altitudes,
and/or routes of little use to other pilot users. Until the present
invention, an electronic system allowing a pilot user to find a
list of new airport destinations recommended and selected by other
(local or remote) pilots, with recommended and selected routes by
other pilots, and linked comments by other pilots have been
unknown, and finding such information has been impossible to obtain
in a useful or usable manner. Another advantage of the present
disclosure is that the structure of the system is more likely to
encourage pilot use of the system, encourage pilot sharing of
flight planning information, encourage pilot interest in new flying
destinations which he or she otherwise would not be aware or have
considered, and enhance flying safety for pilot users.
[0031] FIG. 1 is a diagrammatic view of a multi-site electronic
system of one embodiment of the present invention, providing an
overall structure of an example embodiment according to the present
invention. A plurality of pilot users utilizes local units 10 to
access a remote processing center 100 via telecommunications
network 200. Depicted are local units in a form of handheld mobile
devices 10a, 10b and 10c. One or more of these units could
alternatively be in a form of a desktop unit, a laptop, or other
portable unit, for example. Local units 10 include a display,
memory for retention of information, processing circuitry, one or
more input means for a user, power supply, and telecommunications
interface. A handheld unit 10a preferably may comprise a combined
display and input means in a form of eight to ten inch LCD
capacitive, active matrix touchscreen, memory including 64 GB solid
state, flash type storage, a dual-core 1 GHz processor and related
chipsets programmed with an operating system, removable
rechargeable Li-On or Li-Po battery, and telecommunications
interface in a form of GSM, CDMA, EDGE, HSDPA, LTE 700, GPS and/or
802.11 radio chipsets and related antenna, or combination thereof,
for example. Also depicted is a local unit in a form of an
aircraft, 10d, wherein one or more devices within the aircraft
comprise components to transmit to and receive information from
remote processing center 100 via telecommunications network 200,
for example, a panel or yoke mounted device with a display, memory
for retention of information, a touchscreen interface for a pilot
user, and a connection to an antenna for wireless communication,
such as via satellite. Telecommunications network 200 can be
considered comprised of multiple or single networks, for example
network 200 can comprise telecommunications network 200a or 200b,
wired and/or wireless connections 10d, 10e, 10f, 10g, 200d, 100d,
100e or 100f, or combination thereof. Preferably telecommunications
network 200 comprises a public telecommunications network
permitting wireless communication of data, for example, via
satellite, GSM, EDGE, CDMA, or 802.11 protocols, or combination
thereof. Alternatively, telecommunications network 200 comprises
wired network, for example, PTN, cable and/or DSL connections, in
addition to or in lieu of wireless communication.
[0032] Also depicted is remote processing center 100 which
comprises one or more network interfaces 100a, and one or more
database processors, e.g., 100b, 100c. A database processor 100a,
for example, comprises network interface 20a that may be utilized
in lieu of or in addition to network interface 100a, storage 20b,
20c, and process circuitry 20d. A database processor 100a comprises
one or more intelligent databases, e.g., maintained in storage 20b
and/or 20c, accessible by a user of one of units 10 via
telecommunications network 200 and wired and/or wireless
connections, e.g., 10g, 100e. A database processor 100a may
comprise one or more computers comprising programming arranged to
fetch and deliver content for display, to a unit 10, in response to
a request for content transmitted from a unit 10 to such one or
more computers, e.g., via telecommunications network 200, utilizing
an appropriate address and transfer protocol, e.g., a locator, for
delivering such content. In addition, a database processor 100a may
comprise one or more computers comprising programming arranged to
receive content from units 10, e.g., via telecommunications network
200, utilizing an appropriate address and transfer protocol for
receiving such content, e.g., transmitted from a unit 10 subsequent
to a transfer of content from a remote processing center, e.g., in
response to a request for content transmitted from a unit 10 to
such one or more computers, for example to build up an intelligent
database. Preferably, one or more database processors can handle
multiple, e.g., hundreds or thousands, of requests and/or
transmissions via units 10 at any given time. Remote processing
center 100 also may utilize a mechanism for temporary storage of
content requested by units 10 to reduce lag time and/or loading of
the electronic system in providing content to units 10, for
example. In addition, remote processing center 100 may also
comprise administrator access to administer, control, maintain,
and/or correct one or more databases via direct access, e.g., to a
database processor or via telecommunications network 200, for
example utilizing a unit 10, or alternatively may be part of
database processor 100a and/or 100b, or separate. Remote processing
center (or multiple remote processing centers) and/or database
processor (or multiple remote processing centers), for example,
could be provided by a same computer or varying other arrangements
of computers at one or more physical locations and still be within
the spirit of the invention. In an alternative embodiment, farms of
dedicated computers, a single proprietary system, and/or a storage
area network could also be provided to support specific features.
An example database processor comprises a relational database, such
as SQL, as is known to one of skill in the art, for example.
Network interface 100a may communicate with a database processor
via connections 20h, 20j, 100d, 100e and/or 100f, or combination
thereof, which may be wired and/or wireless, for example.
[0033] FIG. 2 is a diagrammatic view of an input display of a unit
10 for a pilot user utilized to build up a database of an example
embodiment of the present invention. This illustration provides an
example of an input scheme to build an intelligent database for use
by data processor 100b depicted in FIG. 1 for an example embodiment
according to the present invention. Such a database also could be
located in data processor 100c or distributed among multiple data
processors and/or computers. An intelligent database is built, for
example, by utilizing certain parameters in this example
embodiment, by providing to pilot users an easy to understand data
entry form that also requires the pilot user to enter certain
required information in addition to entering a route utilizing
coded identifiers. In addition, by requiring that users are pilots
registered with their respective country's aviation authority (for
example, the FAA's Airmen Registry of registered pilot certificates
in the United States) it greatly increases likelihood that useful
information, particularly useful route information is entered into
a database, rather than, e.g., information entered for advertising
by non-pilot users who have never planned and flown to an airport
destination, for example. Rather than solely relying on second-hand
information from other databases, for example, the one or more
databases of the example embodiment will be a purpose built system
where destination airports, routes, and related information, etc.
are selected and built by pilot users for sharing and comment. In
addition, comments of pilot users, e.g., are linked to each entered
route, for example. In addition, the system can have an option for
a pilot user to send a selected route and related information from
a flight planning tool to system for entry into database, for
example. A pilot user also can use an entry form of a unit 10 in an
example embodiment to link or embed still or moving pictures in
connection with a route, for example.
[0034] As depicted in FIG. 2 in this example embodiment,
organization of information for stored pilot user routes focuses on
a more limited number of items in one place, unlike prior art
items. The sample display 30 includes a top menu 30a through 30g
for a pilot user to select from other displays of the system in
this embodiment. Also shown, as will be discussed further below, is
a menu 30v with selectable items showing each of the fifty states
and territories of the United States. To share a new route with
other pilot users, a pilot user selects menu item "share new route"
30d and display 30 with form 30h is presented, for example.
Available to a pilot user are specific, blank entry boxes for
inputting information to assist in building an intelligent database
at a remote processing center, for example. It is noted that the
building of an intelligent database already will have begun because
a pilot user is selecting a route to share with other pilot users.
In the example embodiment of FIG. 2, a pilot user enters:
[0035] Name for your Route 30j,
[0036] Attraction name and/or type 30k,
[0037] Destination airport's ICAO and/or FAA identifier 30l,
[0038] Departure airport's ICAO and/or FAA identifier 30m,
[0039] Route utilizing ICAO and/or FAA identifiers 30n,
[0040] Aircraft tail number 30o,
[0041] Comments on your route 30p,
[0042] Destination State 30q,
[0043] Departure State 30r,
[0044] Aircraft type 30s,
[0045] Altitude 30t, and
[0046] Still or moving pictures to link 30u.
In an alternative or in addition to this example embodiment, a
pilot user may have a profile transmitted to database processor for
storage to permit use of pre-stored pilot information based on a
pilot user having logged into the system, which will obviate the
need for a pilot user to re-enter his or her identifying
information and confirmation that he or she is an airman registered
with the FAA with piloting privileges, for example. In other
embodiments, 30f can display a place to enter pilot name and other
related information, which can be for storage as login information
or may be required each time a route is entered. In an example
embodiment with a login feature, pilot name and other information,
for example, may also be linked to an aircraft tail number,
aircraft type and/or a home airport. Also, in alternate embodiments
more or less information than depicted in entry form 30f may be
required to build a database at a database processor. For example,
a unit 10 may display certain data entry boxes pre-filled, such as
items 30m, 30o, 30r and/or 30s based on pilot user login, for
example. Also, for example, attraction, destination airport, and
route information may be imported to a database processor or a unit
10 from other electronic systems via a telecommunications network,
or via a program residing on a unit 10. The parameter 30j is a name
selected by a pilot user for the route he or she desires to share
with other users. In the example embodiment, 30j is filled in with
the name "Great pie trip!" The parameter 30k is a name selected by
a pilot user of the attraction at the destination airport he or she
desires to share with other users. In the example embodiment, 30k
is filled in with the name "restaurant." The parameters 301 and 30m
are identifiers for a departure airport and a destination airport
selected by a pilot user for a route he or she desires to share
with other users. In the example embodiment, 301 and 30m are filled
in with the coded identifiers "KPWK" and "174," respectively. As is
explained further below in connection with pilot user input route
information, departure and destination airport parameters are
filled in with airport identifier codes, codes which the present
example embodiment utilizes to create a user friendly, easy to
navigate database for a pilot user, for example.
[0047] The parameter 30n is a route selected by a pilot user for a
route he or she desires to share with other users. In the example
embodiment, 30n is filled in with the identifier codes "KPWK 3CK
KLOT 174." A route is selected for sharing and input by a pilot
user that comprises one or more NAVAID identifier codes, airways
and/or jetways. According to an example embodiment of the present
invention, a route selected for input may also include departure
and destination airport identifiers as well as intermediate
waypoints. To maintain accuracy of the one or more databases and to
simplify use for a pilot user, an embodiment of the present
invention takes advantage of location identifiers whereby pilots
build up a database of airports and routes selected by them and
utilizing these coded identifiers. As now explained, a location
identifier is a symbolic representation for the name and the
location of an airport, navigation aid, or weather station, and is
used for manned air traffic control facilities in air traffic
control, telecommunications, computer programming, weather reports,
and related services. In the present example embodiment,
identifiers of the International Civil Aviation Organization
("ICAO") are used, and where an airport does not have an ICAO
identifier but only an FAA identifier, the latter identifier is
used. E.g., http://en.wikipedia.org/wild/Location_identifier. The
ICAO is a specialized agency of the United Nations located in the
Quartier International of Montreal, Quebec, Canada that has
codified principles and techniques of international air navigation
and fosters the planning and development of international air
transport. The ICAO Council adopts standards and recommended
practices concerning air navigation, its infrastructure, flight
inspection, prevention of unlawful interference, and facilitation
of border-crossing procedures for international civil aviation.
Relevant to the present disclosure, the ICAO has established sets
of 4-letter location indicators which are published in ICAO
Publication 7910. These are used by air traffic control agencies to
identify airports and by weather agencies to produce METAR weather
reports. The first letter indicates the region; for example, K for
the contiguous United States, C for Canada, E for northern Europe,
R for the Asian Far East, and Y for Australia. Examples of ICAO
location indicators are RPLL for Manila Ninoy Aquino Airport and
KORD for Chicago's O'Hare International Airport. ICAO codes are
used by air traffic control and airline operations for flight
planning, for example. They differ from International Air Transport
Association ("IATA") codes, which are generally used for airline
timetables, reservations, and baggage tags. For example, the IATA
code for London's Heathrow Airport is LHR and its ICAO code is
EGLL. Most non-pilot travelers usually see the IATA code on baggage
tags and tickets and the ICAO code is used among other things by
pilots, air traffic control and prior art flight-tracking services
such as flightaware but not in the manner or arrangement of the
present disclosure.
[0048] The Federal Aviation Administration of the United States
utilizes an identifier that is a three-letter or four-letter
alphanumeric code identifying United States airports. They replaced
an old system that relied on plain language, teletype station
identifiers, and weather reporting codes. For nearly all major
airports, the letters are alphabetic three-letter codes, such as
SFO for San Francisco International Airport. Minor airfields
typically have a mix of alphabetic and numeric codes, such as 8N2
for Skydive Chicago Airport and 0B5 for Turners Falls Airport.
Private airfields have a four-letter identifier, such as 1CA9 for
Los Angeles County Fire Department Heliport. The system is designed
to mesh with the Transport Canada Identifiers. Many FAA identifiers
become four letter ICAO identifiers, for example, when a K is added
to the beginning of the FAA identifier. For example, the FAA
identifier for Indianapolis International Airport of "IND" becomes
"KIND" as an ICAO identifier. The FAA is the authority for
assigning three-letter identifiers (except those beginning with the
letters N, W, Y, and Z), three and four character identifiers, and
five-letter name codes for the United States and its jurisdictions.
The Department of the Navy assigns three-letter identifiers
beginning with the letter N for the exclusive use of that
Department. Three-letter identifiers are assigned as radio call
signs to aeronautical navigation aids; to airports with a manned
air traffic control facility or navigational aid within airport
boundary; to airports that receive scheduled route air carrier or
military airlift service, and to airports designated by the United
States Customs Service as Airports of Entry. Some of these
identifiers are assigned to certain aviation weather reporting
stations. Most one-number plus two-letter identifiers have been
assigned to aviation weather reporting and observation stations and
special-use locations. Some of these identifiers may be assigned to
public-use landing facilities within the United States that do not
meet requirements for identifiers in the three-letter series. The
number is always in the first position of the three-character
combination. Most one-letter plus two-number identifiers are
assigned to public-use landing facilities within the United States
that do not meet the requirements for identifiers in the
three-letter series. Some of these identifiers are also assigned to
aviation weather reporting stations. One-letter plus two-number
identifiers are keyed by the alphabetical letter. The letter may
appear in the first, middle or last position in the combination of
three characters. When the letter signifies an Air Traffic Control
Center's area, the assignment will not change if the Center's
boundaries are realigned. Identifiers in this series, which could
conflict with the Victor, Jet or colored airway numbers are not
assigned. Two-letter plus two-number identifiers are assigned to
private-use landing facilities in the United States that do not
meet the requirements for three-character assignments and are keyed
by the two-letter Post Office or supplemental abbreviation of the
state with which they are associated. The two letter code appears
in the first two, middle, or last two positions of the four
character code. The use of the FAA identifier system in meteorology
ended in 1996 when airways reporting code was replaced by METAR
code. The METAR code is dependent wholly on the ICAO identifier
system. For NAVAIDs, FAA location identifiers may be three or five
lettered codes, for example, "OBK" for the VOR station of
Northbrook, Ill. and "PAMME" for the middle marker identifier at
Chicago Executive Airport for the ILS runway 16 approach.
[0049] Returning to the sample entry display 30 of FIG. 2,
parameter 30o is an aircraft tail number selected by a pilot user
to share with other users the aircraft connected with the route
and/or pilot user. In the example embodiment, 30j is filled in with
the name "N3059D." Parameter 30s is an aircraft type identifier
selected by a pilot user for the route he or she desires to share
with other users. In the example embodiment, 30s is filled in with
the FAA identifier "TOBA." Parameter 30p is comments selected by a
pilot user for the route he or she desires to share with other
users. In the example embodiment, 30p is filled in with comments:
"Be sure to check to see if MOA near KGUS is active. KGUS approach
guys are very helpful. Restaurant cook will bake a pie for you
while you eat lunch." Parameters 30q and 30r are two-letter
identifiers of the departure and destination state, respectively,
selected by a pilot user for the route he or she desires to share
with other users. In the example embodiment, 30q and 30r is filled
in with "IL" and "OH". Parameter 30t is an altitude, for example
highest altitude of a route, selected by a pilot user for the route
he or she desires to share with other users. In the example
embodiment, 30t is filled in with a coded identifier "70" for an
altitude of 7,000 feet above mean sea level. Parameter 30u is an
additional database field to permit a pilot user to link still
and/or moving pictures to the route he or she desires to share with
other users. In the example embodiment, 30u a pilot user has used
30u to upload in inflight video and photos of the attraction for
pilot users to view. In addition, box 30i is menu display of "All
Routes" previously entered by pilot users, organized under menu
items departure airports, destination airports, tail number,
"NavFriend" pilot (a sample tradename selected for this example
embodiment), and attraction, for Illinois in this example, wherein
each menu item is selectable.
[0050] FIG. 3 is a flow chart of an example entry of route
information by a pilot user. Utilizing a unit 10 a pilot user
transmits a request to a remote processing center to initiate use
of an electronic system for sharing route information with other
pilot users, in this example to enter information for a route to
share with other users. A remote processing center receives request
from a unit 10 and displays content for identifying the pilot user,
which request may be accomplished in a single or multiple
transmissions to and responses from a remote processing center. In
the present example, a registered pilot user using a unit 10
transmits a request for content from a remote processing center, a
remote processing center receives the request and causes a display
to be transmitted to the unit 10, the registered pilot user enters
identifying information which unit 10 transmits to a remote
processing center which it receives and is checked by one or more
database processers to confirm pilot user name, password. If a
check fails, error content is sent to unit 10 for a user to
reattempt identification. If a check passes, remote processing
center transmits the pilot user's information, and if desired a
pilot user's "home" content, to a unit 10 for display. Unit 10, for
example, can display a pilot user's profile information, including
name, aircraft type, aircraft tail number, a list of selectable
IACO identifiers of departure and/or destination airports, a list
of tail numbers, e.g., of friends' aircraft, favorite aircraft,
aircraft flown, and/or a list of other pilot user friends. Unit 10
also can display popular routes for the day, week, month, six
months, etc., airport use statistics, popular destination airports,
attractions, departure airports, for the day, month, year, etc.,
pilot favorites, alerts for desired destinations or desired routes
of a pilot user (for example requested via a navigation board), a
pilot user's logbook of routes flown over a certain period of time
or during the lifetime as a registered user, a message board, for
example. Alerts or other timely or updated route, attraction or
other information can be transmitted by push notification from a
remote processing center, e.g., upon meeting certain pilot user
conditions, or transmitted to a unit 10 in response to entry of a
request for such type information, for example. In an alternative
embodiment, a request for content from non-registered pilot user is
transmitted from a unit 10 to a remote processing center which is
received and causes a display to be transmitted to the unit 10, the
non-registered pilot user enters a pilot registration number and
identifying information such as a new username and password which
unit 10 transmits to a remote processing center which it receives,
and cross-checks the registration against one or more FAA (or a
foreign registry if applicable) registered airmen databases to
confirm the information transmitted from unit 10 in fact identifies
an airman registered with a governmental authority. If the check
fails, error content is sent to unit 10 for a user to reattempt
identification. If the check passes, the new pilot user is entered
into and organized into the one or more databases of database
processor, and the remote processing center transmits the pilot
user's information, and if desired a pilot user's home content, to
a unit 10 for display. Remote processing center then receives a
request from unit 10 for share route content to display, which is
transmitted from a remote processing center to unit 10 to display.
A pilot user then inputs data to complete a share route form
display, for example as described for FIG. 2, which is transmitted
from unit 10 to a remote processing center, which receives route
parameters and cross checks information against known airport,
navaid, waypoint, airway, and jetway codes, for example, to verify
validity of transmitted codes for entry into a database of database
processor. If not verified, remote processing center transmits
error data or an error message to unit 10, and if verified, remote
processing center transmits completed route content, e.g.,
confirmation of entry, and a map with completed waypoints,
departure and destination to display to unit 10, in this example.
As discussed elsewhere, information is entered, transferred, stored
at a remote processing center, and information includes ICAO
identifier, comments, hazards, etc., for example. It is noted that
the foregoing requests to and transmissions of content from a
remote processing center can each occur in one or multiple requests
and transmissions, or fewer overall requests and transmissions may
be utilized, or other means for accomplishing content requests and
transmissions, as will be appreciated by those skilled in the
art.
[0051] In the present example embodiment, by relying on pilot
users' selective entry of desired route information for public
viewing and discussion, rather than a system that indiscriminately
gathers for display routes for all tracked flights, e.g., all IFR
and/or VFR tracked flights, regardless of whether selected for
sharing, from another government or commercial system while
omitting other VFR flights, for example, allows for the building of
a more selective and useful database of route information for other
pilot users. This result in turn will encourage more useful data
entry resulting in a more useful, more relevant and user friendly
route information system for pilot users, for example. In addition
to aspects of the present example that provides pilot users
advantages in the way relevant route information is collected from
pilot users, e.g., departure, destination and route information
selected for entry and viewing by such pilot users rather than en
masse collection for a database, another aspect of the present
example allows a pilot user to access a database tailored either to
his or her personal, e.g., local, preferences, while at the same
time permitting a pilot user to discover and select new distant (or
even nearby) airport destinations and/or attractions in a user
friendly display interface. For example, to assist a pilot user is
organization of a portal or displays to permit a pilot user access
to a database of such route information as further explained in an
example below.
[0052] FIGS. 4 and 5 are diagrammatic views of displays of a unit
10 for a pilot user to select desired information from an
intelligent, e.g., an organized and relevant, database according to
an example embodiment of the present invention. In an example of
the present disclosure, selection can be organized by various
selectable items: country, state, province, destination airports,
departure airports, aircraft tail numbers, pilot user, and/or
attraction, for example. Investigation and study of needed data for
a pilot user and different ways to implement a useful display of
database information indicate that certain items can present more
user friendly starting points for selection than others. For
example, according to the 2011-2015 National Plan of Integrated
Airport Systems, released by the U.S. Department of Transportation
and the Federal Aviation Administration, there were over 19,700
airports in the United States. Of these, 5,170 airports are open to
the general public with 503 airports offering commercial service.
The majority of public airports (2,829) are designated as reliever
or general aviation airports versus commercial service. E.g.,
www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national
transportation statistics/html/table_01_03.html. Listing all of
these airports in a single display is not user friendly. Only those
deemed relevant for selection by pilot users for entry of route
information will become part of the database, or sub-database for
example. For example, for the United States, there are far fewer
states and territories than airports. From study and observation,
it was determined that, contrary to the arrangement of prior art
systems, most general aviation pilots originate flight planning
from a "home" airport, and complete flights within the state of the
home airport, or one or two states surrounding such state, for
example. These pilots will be interested in their home airport, and
other pilot friends, and not necessarily other airports as
departure points, nor all other destination airports, for example.
Pilots, however, desire to plan flights to new destinations,
including destinations with attractions at distant airports, for
example. These observations required study and investigation, and
were not obvious without experimentation into different
arrangements and layouts of FAA data types. The non-obviousness of
these insights is evidenced by the failure of current systems to
provide a user-friendly interface or display to select useful
departure or destination information for a pilot, for example,
despite commercial availability to pilots for multiple years. FIG.
4 depicts an another example display 40 for selectable countries
including the United States with a display 40a of an easy to use
menu of selectable items on one side, e.g., items 40f, and a
welcome display 40b with selectable items on the other. Selectable
items in this example include those shown in 40a and 40b, for
example, with 40a displaying an easy to use menu for accessing
routes from a remote processing center, e.g. 40f and associated
items 40g, routes that have been selected for entry into a database
at a remote processing center. Items 40g, for example, are utilized
for scrolling through selectable items menu 40f, for example, in a
manner as known to those skilled in the art, and such menu may be
used in other displays. When the "United States of America" from
40f in display 40a is selected by a pilot user utilizing a unit 10,
a menu of selectable states and territories 40c appears toward the
top of the display, for example. Welcome display 40b includes
selectable items for popular routes and featured routes, for
example. Also included in 40b is an option to search for routes,
e.g., using key words and/or Boolean operators in lieu of or in
addition to use of the selectable menu items of display 40a, for
example. Also included is a welcome message, identification of the
pilot user, instructions on use of the menu 40a as will be known to
those skilled in the art, a selectable item for a legal disclaimer,
and statistics of routes entered into the database and number of
pilot users currently using the system. Display 40b also can
include a selectable menu item for a pilot user's other pilot users
that he or she has included in a personalized list of aircraft
and/or other pilots of which he or she wishes to keep informed.
[0053] FIG. 5 depicts an example display 50 of a unit 10 after a
pilot user selects selectable menu item for Illinois in 40c. As
shown in the example a menu of selectable items 50a is displayed. A
selection of one of these selectable items can cause a list of
pilot user routes to display according the name of the selectable
item. The selectable item "Attractions," for example, can display a
list of attractions such as restaurants or air shows, where an
attraction is associated with a route entered by a pilot user
and/or with a tail number, etc. A number next to the selectable
item can indicate the number of available pilot user routes to view
associated with each selectable item, for example "(405)" for
Destination airports. The selectable item "Destination airports,"
or the other selectable items, may be limited to pilot user routes
that are associated only with a particular higher menu item, e.g.,
only those in Illinois, or other parameter to make the selectable
items more user friendly and ease searching of routes and other
information. FIG. 6 depicts an example display of a unit 10 after a
pilot user selects selectable menu item for departure airports from
menu 50a below item Illinois. For all selectable items other forms
of selection in other example embodiments may be utilized than
those depicted in these example embodiments, for example drop down
menus, text boxes, icons, radio buttons and/or dials, or a
combination thereof. FIG. 6 shows menu 60a under "Departure
airports" and still shows other menu items 60b. FIG. 6's departure
airports are identified by FAA and/or IACO codes, for example, 10C,
KPWK, etc., with a number of pilot user routes depicted next to a
departure airport identifier code. Not all airports of Illinois are
listed under the selectable item "Departure airports (173, 2 New)."
Those departure airports that are included for selection, as with
airports under other selectable menu items, are dependent on
whether a pilot user has transmitted a route to database at remote
processing center via telecommunications network for sharing with
other pilot users, for example. In this manner, an easy to use,
manageable menu or accessible list is available to a pilot user.
Also, the number of departure airports, or other menu items, may be
limited to one or a few to simplify user access to routes, e.g., if
displayed on a small handheld device, such as a mobile phone. The
destination airports, aircraft tail numbers, pilots, and
attractions included in database for selection under selectable
items 60b are dependent on whether a pilot user has transmitted a
route to database at remote processing center via
telecommunications network for sharing with other pilot users, for
example.
[0054] FIG. 7 depicts an example display of a unit 10 after a pilot
user selects selectable menu item for departure airport KPWK below
item Departure airports. For example, a scrollable list 70a of
available routes listed by name can be displayed. Available
viewable routes, for example those displayed, have been selected
for entry (and for viewing by other pilot users, e.g.) by pilot
users and entered into a database at a remote processing center of
an example embodiment system. Up and down controls 70b are
displayed for route scrolling, for example, and airport "KPRG (1)"
is still viewable along with associated up and down controls for
departure airports. Also displayed are a number of notes, or
message replies, of other pilot users commenting on a pilot user
route, for example "(32 Notes)" next to "Airventure 2013." This
feature permits interactive communication between pilot users to
permit discussion of routes in database to assist a pilot's
knowledge of a route and/or to permit social discussion of routes,
if desired. Features or icons to permit real time visual, textual,
and/or audio communication, messaging between users over
telecommunications network can be integrated into a display 40, 50,
60, 70, etc. or in units 10. The number of routes or notes
available from a given display can be limited if desired. For
example, "Destination airports (405)" in 60b can be limited to
destination airports in Illinois only, or to destination airports
for routes departing from an airport in Illinois, or limited to
destination airports departing from KPWK, e.g., once KPWK is
selected, or combination thereof. In addition, another database
retrieval feature may be incorporated into a display, for example
display 70, where available routes can be filtered and/or displayed
dependent on certain parameters relevant to a pilot user, such as
by aircraft type (e.g., piston, twin, turbine, etc.), altitude,
cruise speed, etc., for example. Also, a rating by users can be
displayed, such as a number of stars to indicate, e.g., popularity
of a route.
[0055] FIG. 8 depicts an example display of a unit 10 after a pilot
user selects selectable item for "Great pie trip!" from menu 70a
below item departure airport KPWK. The selectable item from menu
70a expands to show in display 40a, in this example, three entries
for "Great pie trip!" and the identity of pilot user who entered
the route, as well as comments and/or replies to a route and
identity of pilot users who have made comments and/or replies, and
related dates. FIG. 8 illustrates example content of a route
available for viewing by a pilot user via searching for a route
based on desired parameters, and/or via pilot user selection
through selectable menu items, in this example user selection of
the first entry for "Great pie trip!" A focus of FIG. 8's example
display information is route data utilizing FAA coded identifiers.
By building an intelligent database, this coded information can be
used to correlate the actual route on a copy of an aviation map,
for example an aviation map authorized for navigation, such as an
FAA authorized VFR Sectional Chart, WAC, or IFR Low Airways Chart.
Sample display 80 includes the example route drawn on a VFR
Sectional Chart with course indicators. Selectable menu items can
be included to permit display of alternative charts, e.g., a WAC,
IFR low airways, World low, World high, etc. In an alternative
embodiment, route graphics can be depicted in separate displays if
desired. Displays are controllable, e.g., to allow enlarging,
zooming or panning of an image. Additional map images, e.g., as
thumbnail images, can be depicted in display 80, for example an
additional image of the departure airport area and destination
airport and area, respectively. In addition, route altitude and
terrain data can be utilized to display the route on a three
dimensional representation of the route and terrain enroute.
Weather information, for example, satellite images, radar, METARs,
ceiling, and other weather information, can be displayed as well,
separately or along a desired route. The foregoing also can be
displayed using a unit 10 via a three dimensional, e.g.,
holographic, view for ease of viewing. Also included and/or
depicted can be airport FBOs, useful radio frequencies, for example
by using the ICAO and/or FAA coded identifier to collect airport
facility directory information. A number of times a route is viewed
by pilot users also is displayed. In addition, ICAO codes can be
received and processed by same or another remote processing center
to generate a route or course line on a chart such as a VFR
sectional chart. The route or course line is available for viewing
by the user or pilot who entered the navigation information and by
other users or pilot users.
[0056] FIG. 8 depicts the route, comments, etc. entered by a pilot
user; however, comments and/or replies of other pilot users can
also be accessed via display 80, for example, by scrolling display
40b to reveal replies and/or comments on a route that are entered
by pilot users after entry of the route in a database. If desired,
the route and replies may be presented on one display. A pilot
user's route for a day's flight can be linked to one or more
messages of that pilot user. For example, after a pilot user enters
a route utilizing a unit 10 and telecommunications network
transmitting to database at a remote processing center, database
processor is arranged to transmit a message, e.g., an alert, via
telecommunications network, to one or more units 10 to notify a
pilot user that a route is available for viewing. Such alerts can
be arranged for transmission based on whether a pilot user has
selected this option e.g., in response to a wish list or query
about a destination or route or in connection with a list of pilot
user friends, or selected for a pilot user. The pilot user's route
is also linked to the pilot's profile. ICAO codes selected by the
pilot or user can be received and processed by same or another
remote processing center to generate a route or course line on a
chart such as a VFR sectional chart in electronic form. Such a
system creates a useful and interactive means for a group of pilots
to each collect route, waypoint, information about a personal
flight, transfer such information to a remote processing center,
have such information be processed to allow linking of information
to a route, have such information be processed to allow a graphical
display of such route which is linked to such route and the profile
of the pilot that provided the route information, store such
information, allow other pilots to access such route information,
and allow other pilots to comment on such route information. To
avoid overloading the available selectable items associate with
routes for a pilot user, an example system can limit menu results
from a database, for example, to a period of time, e.g., a day,
week, six months, one year, two years, etc., or a number of routes,
or narrow search results. In addition, as depicted in menu 40d, a
pilot user can access a pilot user's personal logbook that presents
a display to access routes, for example all routes, entered by a
pilot user into a database at a remote processing center utilizing
a unit 10. If desired, a database may be additionally organized to
permit a pilot user to access other pilot users' route, flight,
and/or logbook, etc. utilizing a unit 10, for example via a
selectable item "My NavFriends" in menu 40d, e.g., along with
alerts. Also displayed in display 40b is a group of selectable
items 80b for a pilot user to access additional features of a
database accessible from a remote processing center. COMMENT allows
a pilot user to submit a public comment to a route or related
information. RATE allows a pilot user to rate a route and/or
attraction based on personal, subjective, or objective parameters.
FLAG allows a pilot user to designate a route for special
attention, e.g., for viewing at a later time. A list of such routes
could be created for a pilot user. WISH LIST allows a pilot user to
create a query regarding one or more desired routes by a pilot
user, where the one or more queries is publicly available for
comment and/or reply by other pilot users and/or to request posting
of, e.g. of a flown route by another pilot user. COPY allows a
pilot user to copy a route, and related information if desired, to
another program or the same or another unit 10, or to a personal
computing device. BRIEF allows a pilot user to obtain a weather
briefing, e.g., FAA standard brief, for a route. REPLY allows a
pilot user to submit a reply to a route in database, e.g., to
submit comments, questions, or supplemental information in
connection with a route. SHARE allows a pilot user to select an
option to share his or her routes with other pilot users, e.g., via
alerts. HAZARD allows a pilot user to view potential flight hazards
along a route and/or to identify additional hazards. NAVFRIENDS
allows a pilot user to view a list of other pilot users he or she
desires to share routes and/or view routes. FILE allows a pilot
user to file a route as part of a flight plan with a governmental
agency, e.g., the FAA. Relatedly, a route can be exported to
another electronic system for use by that system, e.g., ForeFlight,
and then if desired filing with a governmental agency such as the
FAA. TER/OVERLAY allows a pilot user to display on the same or
different display TFRs on a chart with route. PERSONAL MESSAGE
allows a pilot user to send a non-public message to another pilot
user, e.g., via text, video, photo, email, vmail, etc. SOCIAL MEDIA
POST allows a pilot user to link his or her route information,
e.g., moving, still pictures, etc. to a social media system such as
Facebook, Twitter, or Instagram. AMEND/ADD/UPDATE allows a pilot
user to update and correct a previously transmitted route and
related information. AFD allows a pilot user to retrieve
information found in a government authorized Airport Facility
Directory, such as control tower and other frequencies, runway data
FBO information, etc. WEATHER/OVERLAY allows a pilot user to
overlay weather information, e.g., radar, winds aloft, cloud cover,
ceiling, temperatures, AIRMETS, SIGMENTS, etc. NOTAMS allows a
pilot user to display FAA notices to airmen, etc. Display 80 also
includes selectable items 80c, in this example PHOTOS, NAVFRIEND
PILOT PROFILE, PILOT, and AIRCRAFT.
[0057] Example embodiments of the present disclosure, with arranged
displays, selectable items, and database, for example, allows for a
compact, easy to use system, and unlike any known prior art system
the disclosure concerns a database created, e.g., by selective
input of routes by other pilot user that are publicly accessible on
a local unit of a pilot user. Pilot users want to know who is
flying from his or her home airport, and to what interesting
destinations other pilots are flying. Example embodiments of the
present disclosure, for example, utilizes flight plan information
entered by pilots for viewing, discussion, and comment by other
pilots and pilot user comments on route, attraction, etc. linked to
a single display session, and unlike any known prior art system is
organized in a useful way, for example, a request for flights from
or to an airport will not indiscriminately show every filed and
activated IFR flight plans for that airport. Also, example
embodiments permit sorting of routes and display of routes based on
pilot identification, and do not require a user to be permitted by
the FAA to file IFR plans on behalf of a pilot. Example embodiments
are directed to informing pilot users of destinations, attractions,
or encouraging pilot users to share route information for
discussion and review by other pilot users. In example embodiments
of the present disclosure routes also may be organized by most
recent entry or, e.g., in alphanumeric order. Pilot users may move
back and forth between displays. Pilot users may cross reference
routes with other routes. Displays of example embodiments may
require scrolling to be visible on one display interface, e.g., of
a compact device such as a mobile telephone. For example, on a
compact device at least top portion of an All NavFriend Routes menu
will remain displayed while a route and related information are
viewed in an adjacent display. In example embodiments other pilot
users can: 1) view routes, 2) can comment on other pilot user
routes or respond to comments on their own routes entered for
sharing, 3) can communicate with other user pilots, reply to
comments, etc., and 4) pilot users can rate entered routes. In
example embodiments, in addition to or in lieu of selectable items
menus, a user can also search by destination airport and departure
airport, or other parameters such as tail number, pilot
identification, attraction, etc., via key word, code, Boolean, or
other search features. In addition, in example embodiments routes
may be organized by profile information of pilot user, such as home
airport of pilot, pilot certificate or rating of pilot, e.g.,
commercial, instrument rating, tail wheel, single-engine-land,
category and class of aircraft. It is noted that reference to the
tradename "NavFriend" in this disclosure should not be read to be
limiting the present disclosure, invention, or claims to any
commercial embodiment later implemented.
[0058] FIG. 9 depicts an example display of a unit 10. A remote
processing center has information relating to multiple users or
pilots who have transferred profile information to a remote
processing center via one or more units 10 and a telecommunications
network. Profile information of a pilot user includes, for example,
pilot's name, pilot's home airport, and one or more tail numbers
associated with a pilot user. Display 90 shows an example display
after a pilot user selects "My NavFriends" in menu of selectable
items 40d, where transmitted from remote processing center is a
list of pilots, which is a subset of pilots in database of database
processor at remote processing center, for example. Likewise, in
display 90a is a list of tail numbers and airports, which is a
subset of tail numbers and airports, respectively, in database of
database processor at remote processing center, for example. Pilot
users, for example, can determine what items will display in
display 90a based on selection of certain parameters. For example,
a pilot user can invite other pilot users to be displayed on his or
her unit 10, or be invited to join another pilot user's "My
NavFriends" menu. Associated data parameters, such as tail number
and airport, can be linked with a pilot name when selected, or
other data parameters displayed, such as tail numbers or airports,
can be independent and selected separately for display along with
another parameter such as a pilot's name. In other embodiments
directed to other types of selectable items, items selected for
display 90, e.g., automobile owner, owner's home, plate number, can
be similarly selected for display. The disclosure and structures of
the present invention and example embodiments can be directed to
and use as substitutes selectable items including any association
along the lines of person, equipment operated, equipment
identification, home location, and/or area of operation, for
example, biker, bicycle identification, home, area or route of use
parameters, or mobile phone user, phone identification, home, area
or route of use parameters, etc.
[0059] Although the present disclosure and its advantages have been
described in detail, it should be understood that various changes,
substitutions, additions, and alterations can be made herein
without departing from the spirit and scope of the present
disclosure, and/or as defined by the appended claims. As one of
ordinary skill in the art will readily appreciate from the
disclosure of the present disclosure, manufacture, systems,
apparatus, processes, steps, devices, or means presently existing
or later to be developed that perform substantially the same
function or achieve substantially the same result as the
corresponding embodiments described herein may be utilized
according to the present disclosure. Accordingly, one or more of
the appended claims can include within their scope such systems,
apparatus, processes, steps, devices, or means.
* * * * *
References