Abstract: 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.

Abstract: The DYNAMIC AIRCRAFT THREAT CONTROLLER MANAGER APPARATUSES, METHODS AND SYSTEMS (“DATCM”) transforms flight profile information, terrain, weather/atmospheric data and flight parameter data via DATCM components into comprehensive hazard avoidance optimized flight plans. Comprehensive hazard avoidance includes synergistic comprehensive turbulence and airfoil-specific icing data. In one implementation, the DATCM 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 weather 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 DATCM may then determine comprehensive hazards mappings.

Abstract: 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.

Abstract: The DYNAMIC AIRCRAFT THREAT CONTROLLER MANAGER APPARATUSES, METHODS AND SYSTEMS (“DATCM”) transforms flight profile information, terrain, weather/atmospheric data and flight parameter data via DATCM components into comprehensive hazard avoidance optimized flight plans. Comprehensive hazard avoidance includes synergistic comprehensive turbulence and airfoil-specific icing data. In one implementation, the DATCM 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 weather 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 DATCM may then determine comprehensive hazards mappings.

Abstract: The DYNAMIC STORM ENVIRONMENT ENGINE (DSEE) transforms flight profiles, atmospheric data, and convective and non-convective turbulence predictions and observations into dynamic turbulence alerts, nowcasts, and optimized flight paths. The DSEE determines four-dimensional grid points for a temporal geographic area and determines atmospheric potential instability and potential turbulence intensity at each grid point. The DSEE masks potential turbulence intensity at least one grid point and determines and outputs at least one of the TKE and the total EDR for each grid point. In some implementations, the DSEE receives a flight profile for an aircraft, including an initial route.

Abstract: 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.

Abstract: The DYNAMIC AIRCRAFT THREAT CONTROLLER MANAGER APPARATUSES, METHODS AND SYSTEMS (“DATCM”) transforms flight profile information, terrain, weather/atmospheric data and flight parameter data via DATCM components into comprehensive hazard avoidance optimized flight plans. Comprehensive hazard avoidance includes synergistic comprehensive turbulence and airfoil-specific icing data. In one implementation, the DATCM 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 weather 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 DATCM may then determine comprehensive hazards mappings.

Abstract: The AIRFOIL ICING CONTROLLER APPARATUSES, METHODS AND SYSTEMS (“AIC”) transforms weather and flight parameter data via AIC components into icing determinations and icing avoidance optimized flight plans based on airfoil type. In one implementation, the AIC 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 weather 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 AIC may then determine a percent power increase (PPI) required by the aircraft to overcome power loss due to icing conditions.

Abstract: An automated weather alert system using GIS technology automatically ingests weather data and processes the weather data to determine if localized weather conditions pose a threat to any of a plurality of business operations, each of which have a known location. In the event such threat exists, an employee having responsibility for a threatened business operation is provided with an alert message and asked to acknowledge receipt. Additional notification is automatically provided to the employee's supervisor if such acknowledgment is not received within a predetermined period of time.