초록 ▼

The DYNAMIC TURBULENCE ENGINE CONTROLLER APPARATUSES, METHODS AND SYSTEMS (“DTEC”) transform weather, terrain, and flight parameter data via DTEC components into turbulence avoidance optimized flight plans. In one implementation, the DTEC comprises a processor and a memory disposed in communication

The DYNAMIC TURBULENCE ENGINE CONTROLLER APPARATUSES, METHODS AND SYSTEMS (“DTEC”) transform weather, terrain, and flight parameter data via DTEC components into turbulence avoidance optimized flight plans. In one implementation, the DTEC comprises a processor and a memory disposed in communication with the processor and storing processor-issuable instructions to receive anticipated flight plan parameter data, obtain terrain data based on the flight plan parameter data, obtain atmospheric data based on the flight plan parameter data, and determine a plurality of four-dimensional grid points based on the flight plan parameter data. The DTEC may then determine a non-dimensional mountain wave amplitude and mountain top wave drag, an upper level non-dimensional gravity wave amplitude, and a buoyant turbulent kinetic energy. The DTEC determines a boundary layer eddy dissipation rate, storm velocity, and eddy dissipation rate from updrafts, maximum updraft speed at grid point equilibrium level and storm divergence while the updraft speed is above the equilibrium level and identify storm top. The DTEC determines storm overshoot and storm drag, Doppler speed, eddy dissipation rate above the storm top, and determine eddy dissipation rate from downdrafts. The DTEC then determines the turbulent kinetic energy for each grid point and identifies an at least one flight plan based on the flight plan parameter data and the determined turbulent kinetic energy.

대표청구항 ▼

1. A dynamic turbulence engine controller flight planning apparatus, comprising: a processor; anda memory disposed in communication with the processor and storing processor-issuable instructions to: receive anticipated flight plan data;obtain current atmospheric data based on the flight plan data;de

1. A dynamic turbulence engine controller flight planning apparatus, comprising: a processor; anda memory disposed in communication with the processor and storing processor-issuable instructions to: receive anticipated flight plan data;obtain current atmospheric data based on the flight plan data;determine a plurality of grid points based on the flight plan data;determine a non-dimensional mountain wave amplitude for each grid point of the plurality of grid points based on the current atmospheric data;determine an upper level non-dimensional gravity wave amplitude for each grid point of the plurality of grid points based on the current atmospheric data;determine a vertical velocity turbulence for each grid point of the plurality of grid points based on the atmospheric data;determine a comprehensive turbulence forecast including an eddy dissipation rate for each grid point, the eddy dissipation rate based on integration of the non-dimensional mountain wave amplitude and upper level non-dimensional gravity wave amplitude, and the vertical velocity turbulence;generate an at least one flight plan based on the flight plan data and the determined comprehensive turbulence forecast; andtransmit the at least one flight plan for display. 2. The apparatus of claim 1, further comprising instructions to: determine a buoyant turbulent kinetic energy for each grid point based on the non-dimensional mountain wave amplitude and upper level non-dimensional gravity wave amplitude. 3. The apparatus of claim 1, further comprising instructions to determine, for at least one grid point of the plurality of grid points, at least one of: a boundary layer eddy dissipation rate;an eddy dissipation rate from updrafts;an eddy dissipation rate from downdrafts;a maximum updraft speed; and/ora maximum updraft speed at grid point equilibrium level. 4. The apparatus of claim 1, further comprising instructions to determine, for at least one grid point of the plurality of grid points, at least one of: storm velocity;storm divergence;a storm top;an eddy dissipation rate above the storm top;storm overshoot; and/orstorm drag. 5. The apparatus of claim 1, further comprising instructions to: determine, for at least one grid point of the plurality of grid points, storm divergence when the updraft speed is above a grid point equilibrium level; andidentify storm top based on the storm divergence. 6. The apparatus of claim 1, further comprising instructions to: determine Doppler speed for at least one grid point of the plurality of grid points, the determined Doppler speed being used to determine the vertical velocity turbulence for the at least one grid point. 7. The apparatus of claim 1, wherein the flight plan data includes aircraft data. 8. The apparatus of claim 7, wherein the aircraft data includes at least one of airframe information and airfoil information. 9. The apparatus of claim 1, wherein the flight plan data includes at least one of take-off time, take-off location, destination location, estimated arrival time, cargo information, passenger flight data, and cargo flight data. 10. A dynamic turbulence engine controller real-time flight plan modification processor-implemented method, comprising: receiving a flight profile for an aircraft, the flight profile including an at least one initial route;identifying an initial predicted comprehensive turbulence for the at least one initial route, the initial predicted comprehensive turbulence including an eddy dissipation rate for each grid point of a plurality of grid points associated with the at least one initial route, the eddy dissipation rate for each grid point of the plurality of grid points based on initial atmospheric data and determined from a non-dimensional mountain wave amplitude, upper level non-dimensional gravity wave amplitude, and a vertical velocity turbulence for that grid point;determining via a processor a real-time comprehensive turbulence forecast for the at least one initial route based on current atmospheric data;determining turbulence threshold compliance based on the real-time comprehensive turbulence forecast and at least one of the flight profile and the initial predicted comprehensive turbulence;generating a turbulence exception if the real-time comprehensive turbulence forecast exceeds threshold turbulence parameters; andtransmitting or displaying the turbulence exception. 11. The method of claim 10, wherein the turbulence exception comprises an alert for the aircraft. 12. The method of claim 10, wherein the turbulence exception comprises determining an at least one adjusted route. 13. The method of claim 12, wherein the determination of the at least one adjusted route is based on flight profile data. 14. The method of claim 13, wherein the flight profile data comprises at least one of flight service type, aircraft airframe, and available fuel reserves. 15. The method of claim 13, wherein the flight profile data comprises flight destination location. 16. The method of claim 10, wherein comprehensive turbulence determination comprises: determining a plurality of four-dimensional grid points for a specified temporal geographic space-time area;obtaining terrain data based on the temporal geographic space-time area;obtaining atmospheric data based on the temporal geographic space-time area;for each point of the plurality of four-dimensional grid points, determining, via a processor, a total eddy dissipation rate based on the terrain data, atmospheric data, and at least three of: mountain top wave drag;a buoyant turbulent kinetic energy;a boundary layer eddy dissipation rate;storm velocity and eddy dissipation rate from updrafts;maximum updraft speed at grid point equilibrium level;storm divergence while the updraft speed is above the equilibrium level and identifying storm top;storm overshoot and storm drag;Doppler speed;eddy dissipation rate above storm top; andeddy dissipation rate from downdrafts. 17. The method of claim 16, wherein the atmospheric data comprises at least one of temperature data, wind data, and humidity data. 18. The method of claim 16, wherein the atmospheric data comprises numerical weather forecast model data. 19. The method of claim 16, wherein the atmospheric data comprises aircraft sensor data. 20. A processor-readable tangible medium storing processor-issuable dynamic turbulence manager real-time flight plan modification instructions to: receive a flight profile for an aircraft, the flight profile including an at least one initial route;identify an initial predicted comprehensive turbulence for the at least one initial route based on initial atmospheric data;determine a real-time comprehensive turbulence forecast for the at least one initial route based on current atmospheric data, the real-time comprehensive turbulence forecast including an eddy dissipation rate for each of a plurality of grid points associated with a current flight path, the eddy dissipation rate for each grid point of the plurality of grid points determined from a non-dimensional mountain wave amplitude, upper level non-dimensional gravity wave amplitude, and a vertical velocity turbulence for each grid point;determine turbulence threshold compliance based on the real-time comprehensive turbulence forecast and at least one of the flight profile and the initial predicted comprehensive turbulence;generate a turbulence exception if the real-time comprehensive turbulence exceeds threshold turbulence parameters; andtransmit or display the turbulence exception.