Abstract: The present invention relates to a system and a method to guide and manage vehicles. These operations in total or partial absence of human intervention. The system developed through mobile radio systems appropriately specialized that oversee the operations with some appropriate control and safety features.

Abstract: Processor based systems and methods of defining a scenario event comprising the steps of identifying an event having an event attribute and generalizing the event attribute to define a generalized event whereby the generalized event is the scenario event. In some embodiments, the steps further comprise identifying a first and second event, generalizing a first and second event attribute to define a first and second generalized event and connecting the first and second generalized event in a continuous envelope to create a scenario envelope. Processor based systems and methods of monitoring an activity comprising the steps of monitoring an activity having an activity attribute and comparing the activity attribute to an event envelope to determine a status of the activity relative to the event envelope.

Abstract: A method for operating an unmanned aerial vehicle (UAV) is performed by a mobile terminal. The mobile terminal displays an image transmission interface on a touchscreen of the mobile terminal, the image transmission interface including a picture taken by the UAV that is wirelessly connected to the mobile terminal. After detecting a touch control signal applied on the touchscreen, the mobile terminal acquires an operation gesture according to the touch control signal and generating a corresponding operation command according to the operation gesture and a current control mode of the image transmission interface. Finally, the mobile terminal sends the operation command to the UAV. The UAV then performs a predefined operation according to the operation command.

Abstract: The device for assisting the landing of an aircraft in a phase of descent for the purpose of a landing on a runway with the help of an instrument landing assistance module includes an image capturing module for capturing a sequence of successive images of the ground, an image processing module, a monitoring module for detecting on the processed images at least one visual characteristic corresponding to a runway, a computation module for computing a current position of the aircraft and a comparison module for comparing the computed current position with a signal representative of a current position of the instrument landing assistance module, a go-around warning being transmitted to a display unit, if the current positions are not substantially identical.

Abstract: An example method includes determining a probable flight trajectory for each respective flight; modifying the probable flight trajectory based on constraints imposed by Air Traffic Controller (ATC) rules to generate a modified flight trajectory; assigning respective arrival slots for modified flight trajectories; receiving trajectory exchange information indicating that two aircraft operators have exchanged two respective flight trajectories associated with two respective flights operated by the two aircraft operators; based on the trajectory exchange information, modifying: (i) the two respective flight trajectories, and (ii) respective arrival slots assigned to the two respective flight trajectories; and transmitting, by the computing device, the modified two respective flight trajectories to respective aircraft assigned to perform the two respective flights.

Abstract: Disclosed are systems and methods for simulating a flight path of an aerial vehicle. An exemplary method includes receiving a starting point, receiving prevailing wind patterns, generating a smooth model of wind vectors based on the prevailing wind patterns, generating a noise model including one or more submodels simulating regional differences in prevailing wind patterns, determining a wind vector at the starting point, determining a noise value at the starting point, applying the noise value to the wind vector at the starting point to generate a noise added wind vector, determining displacement based on the noise added wind vector over a time step, and determining a waypoint based on the displacement, wherein determining a noise value at the starting point includes determining a portion of the noise value contributed by each submodel, and determining the noise value by calculating a weighted mean of noise values contributed by each submodel.

Abstract: Methods and systems are provided for generating an alert for an aircraft potentially exceeding speed limits in airspace with speed limitations. The method comprises retrieving a flight plan for the aircraft and identifying airspace with speed limitations along the flight plan. A speed profile is generated based on the in-flight aircraft's current position, speed and trajectory. Any predicted speed violations are identified by comparing the speed profile with the airspace with speed limitations along the flight plan. A predictive time window is calculated that allows for the in-flight aircraft to decelerate sufficiently to comply with the speed limits of the airspace with speed limitations. The predictive time window includes a zone for the aircraft to reduce its airspeed and a reaction buffer zone to allow the aircrew sufficient time to comply with instructions to decelerate the aircraft. Finally, an alert is generated for the crew of the in-flight aircraft upon entering the predictive time window.

Abstract: A method is disclosed for detecting atmospheric turbulence including aircraft induced wake turbulence and/or wind shear within an aperture associated with an aircraft approach or departure corridor around an airport. The method comprises transmitting into the aperture acoustic signals having a waveform suitable for pulse compression and receiving backscattered acoustic echoes of the acoustic signals from the atmospheric turbulence and/or wind shear. The method further includes processing the acoustic echoes in a matched filter receiver to provide a measure of the atmospheric turbulence and discriminating the aircraft induced demise time, being a time taken for the aircraft induced wake turbulence and/or wind shear to fall below a set threshold at least in the aperture. A system for detecting atmospheric turbulence including aircraft induced wake turbulence and/or wind shear associated with an aircraft approach or departure corridor around an airport is also disclosed.

Abstract: A computerised method is provided for monitoring the status of an aircraft. The method comprises sending, from an output module of an aircraft monitoring system, a reporting more report data signal response and monitoring, at an input module of the aircraft monitoring system, for received data signal to the aircraft monitoring system. This sets a contract with the aircraft that may be used to monitor for unexpected behaviour or non-compliance with the contract terms. The method further comprises determining, at a processor of the aircraft monitoring system, if one or more alert criteria have been satisfied by the received data signal responses and generating, at an alerting module of the aircraft monitoring system, an alert based on the determination.

Abstract: Aircraft instrumentation systems, aircraft, and controllers are provided for transcribing radio communications. An aircraft instrumentation system and an aircraft include a radio device, a display device, and a controller. The controller is communicatively coupled with the radio device and the display device. The controller is configured to monitor the radio device and recognize a voice communication received over the radio device. The controller is further configured to generate an electronic transcript of the voice communication and control the display device to display a transcript of the voice communication.

Abstract: Methods are provided to obtain task allocation, planning, and scheduling necessary to ensure service agents can accomplish their tasks efficiently, while transport agents perform the necessary transport and refueling operations. The methods take a scheduling-centric approach, formally incorporate fuel constraints, and are generalized for an arbitrary number of service agents and transport agents. The methods provide for the formal definition of the novel simple agent transport problem, the unique modeling and constraint-based logic required for the docking, transport, and deployment of service agents and the resulting analysis. Tasks to be completed consist of a set of locations, and the agents must service each location set. The methods and systems incorporate Bayes risk to schedule slips and to the application of service agent-transport agent scheduling.

Abstract: A monitoring system may include a semi-autonomous mobile monitoring device capable of determining whether it has a sufficient power level to perform a monitoring task based on the distance between the position of the mobile monitoring device and a task area corresponding to the monitoring task. Upon determining a sufficient power level to perform the monitoring task, the mobile monitoring device may calculate a path to a task area corresponding to the monitoring task based on map information stored in a memory of the mobile monitoring device. The mobile monitoring system may automatically avoid known obstacles in the monitoring area between the position of the mobile monitoring device and the task area without using a remote control.

Abstract: Methods and systems for flight control of a supersonic ownship are provided. The systems utilize sources of weather data, a flight management system (FMS) of the supersonic ownship, and sources of neighbor traffic data. The systems generate a complete neighbor traffic flight trajectory, and then process the complete neighbor traffic flight trajectory with a flight plan of the supersonic ownship, aircraft specific parameters, and forecasted and real-time weather data to generate therefrom a safe sonic altitude for flying the supersonic ownship. The safe sonic altitude is transmitted to air traffic control (ATC) as a request for an assignment. Upon receiving the assignment from ATC, the systems notify the pilot of the assignment and continue monitoring airspace for real-time changes in the flight path trajectory of the neighbor traffic. The sonic altitude is updated based on a detected real-time change in the flight path trajectory of the neighbor traffic.

Abstract: An aircraft cockpit flight display system and method are disclosed. In various embodiments, an indication of a geo-location of an aircraft with which a display device is associated is received. A displayed scene that includes a graphical representation of the aircraft and a surrounding scene the content of which is determined at least in part by the geo-location is displayed via the display device.

Abstract: A method for providing surface collision warning data onboard a first airport vehicle comprising an aircraft or other airport vehicle configured for ground-based travel, by a processor communicatively coupled to a system memory element, is provided.

Abstract: A process is described that includes the generation and transmission of collision avoidance data and/or collision avoidance instructions based on data from 3-D radar scans of an airspace. The transmitted data and/or instructions could facilitate collision avoidance by aerial vehicles operating in the airspace. The transmitted data could be limited to protect the security, privacy, and/or safety of other aerial vehicles, airborne objects, and/or individuals within the airspace. The transmitted data could be limited such that only information pertaining to a region of the airspace proximate to a particular aerial vehicle was transmitted. The transmitted data could be limited such that it included instructions that could be executed by a particular aerial vehicle to avoid collisions and such that the transmitted data did not include location or other data associated with other aerial vehicles or airborne objects in the airspace.

Abstract: Aircraft indicator equipment for enabling pilots to maintain awareness of surrounding mountains, buildings, or other geographical features from which an aircraft must maintain a safe distance is disclosed. When flying an instrument approach to a location of interest (a location of interest including an airport, a runway, a landing zone, etc.), airborne GPS receivers display data regarding a course to an airport which may include an indicator line representative of a course to be flown to the location of interest, a bearing and distance to the location of interest, or a representation of nearby terrain and an alert may be generated should the pilot deviate from the course or fly too near the terrain. Accordingly the disclosure relates to terrain awareness and warning aircraft indicator equipment.

Abstract: A system and method for rapidly modifying flight mission plans for unmanned aerial vehicles (UAVs) is described. This includes a programming controller that requests the name of the existing flight mission in the UAV. When the requested name of the existing flight mission in the UAV is found to be the same name as that of the desired flight mission in the programming controller then the UAV is simply enabled by the programming controller to carry out the desired flight mission. When the requested name of the existing flight mission in the UAV is found not to be the same name as the modified flight mission in the programming controller then the programming controller creates and provides instructions to the UAV for rapidly updating the existing flight mission into the desired flight mission. These rapid updating instructions are similar to currently used ways of synchronizing personal computers in point-in-time procedures.

Abstract: System including one or more programs with instructions for storing a plurality of planned departures associated with departure routes and departure fixes in the memory, storing at least one constraint associated with one or more of the departure routes and departure fixes in the memory, generating a departure model for modifying the plurality of planned departures based on the at least one constraint, wherein the departure model comprises a directed graph representing the planned departures, the departure routes, and the departure fixes, determining an optimized set of flows through the departure model based on the at least one constraint, and identifying a reroute for at least one planned departure based on the optimized set of flows.

Abstract: A system and method for determining an optimum flight slot for an aircraft are provided. The method, for example, may include, but is not limited to, receiving flight plan input data from a client device, generating a flight plan based upon the flight plan input data, the flight plan including a plurality of fixes, determining a plurality of time slots based upon the flight plan input data, determining a traffic density for each fix along the flight plan for each of the plurality of slots, the traffic density based upon a number of aircraft within a bounding area containing each respective fix, determining the optimum flight time slot from the plurality of time slots based upon a weighted summation of the traffic density for each fix along the flight plan for each of the plurality of slots, and transmitting the optimum flight time slot to the client device.

Abstract: An embodiment may include, for a real world moving object moving along a real world path, modeling trajectory of the moving object along a polygon. The polygon may have a plurality of line segments and vertices and may represent the real world path for the moving object. A turn radius may be calculated at each vertex of the polygon. For a given vertex, the calculated turn radius may be associated with line segments of the polygon that originate from the given vertex. Using the calculated turn radii, a single-dimensional model may be formed of the real world path, where a respective calculated turn radius of the given vertex may serve as a measure of curvature of that portion of the real world path represented by the given vertex. The calculated turn radius of the respective given vertex may be defined by lane width of the real world path.

Abstract: A drone defense system (DDS) beacon detects unmanned aerial systems (UAS) traffic and transmits a broadcast signal over a transmission region indicating a no-fly zone in which only UAS having an authorization are allowed to fly. The beacon allows UAS with clearance to enter the no-fly zone. Those UAS without clearance are diverted around the no-fly zone, denied Wi-Fi and/or RF connection, forced to return to home launch sites via activation of standard preprogrammed Return to Home (RTH) routines, or forced to land at specified locations where they may be captured. Military, emergency medical services (EMS), and other UAS are allowed to enter no-fly zones in which other UAS, such as commercial, or consumer UAS, cannot enter. DDS cloud collects and stores log data from all deployed DDS beacons. DDS cloud can send system software updates to DDS beacons, make real-time statistical analysis, and provide report data to outside systems.

Abstract: Methods, apparatus, systems and articles of manufacture to implement computer aided dispatch of drones are disclosed. Example drone dispatching methods disclosed herein include transmitting a flight plan for a drone to a flight control platform, the flight plan based on a first location associated with a service request. Disclosed example methods also include, in response to receiving a message from the flight control platform indicating the flight plan is approved, initiating a first communication session between the flight control platform and a flight control unit of the drone to permit remote piloting of the drone. Disclosed example methods further include, in response to receiving the message from the flight control platform indicating the flight plan is approved, initiating a second communication session to exchange multimedia data between the flight control platform and a drone observation platform separate from the flight control platform.

Abstract: A cockpit control system and method for efficiently controlling ground travel in an aircraft equipped with an engine-free electric taxi system are provided. The cockpit control system is configured with a display that provides a maximum amount of information during aircraft ground movement with a minimal amount of input from and distraction to pilots or cockpit crew to facilitate essentially hands free operation and control of aircraft ground travel. System test and drive procedures ensure safe aircraft ground travel with the engine-free electric taxi system. Constant pilot hand or other input is not required to achieve safe and maximally efficient aircraft ground travel powered by the aircraft's engine-free electric taxi system or, under selected defined conditions, by the aircraft's engines to achieve this maximum efficiency. The system may further be designed to be uninterruptible by unauthorized persons.

Abstract: Improved systems and methods for the evaluation of runway changes that analyze the effect of the runway change on relevant factors, and provide intuitive visual feedback of the analysis, are provided. The provided systems and methods depict the original runway and the new runway, side by side, in a pictorial representation. Additionally, a selectable group of relevant factors for each runway is determined. The pictorial representation is overlaid with one or more symbolic indicators that distinctly demark each of the factors, alphanumeric descriptors may also be displayed alongside the symbolic indicators. The provided systems and methods additionally generate a tabular display of the information and factors. The tabular display provides a side by side comparison of the old runway, the new runway, and the relevant factors.

Abstract: A method for monitoring aircraft operation status comprising the steps of transmitting aircraft operation data from an on-board monitoring system of an aircraft while in a cruising phase of flight in at least one of a continuous transmission and a batched transmission while in flight and receiving aircraft operation data in the form of at least one of the continuous transmission and the batched transmission from the aircraft in flight, the form of the aircraft operation data being responsive to at least one of phase of flight, network traffic across a communication device associated with the aircraft, or network traffic across a network associated with the aircraft. The method further comprises identifying the aircraft associated with the aircraft operation data and recording the aircraft operation data to an aircraft database.

Abstract: A method for controlling an aircraft taxiing system, comprising the steps of: generating a nominal load command (Comm_nom); generating an acceleration setpoint (Cons_a); implementing, in parallel with the generation of the nominal load command, a processing chain (7) comprising a regulation loop (Br), the regulation loop (Br) having for its setpoint the acceleration setpoint (Cons_a) and for its command an acceleration command (Comm_a), the acceleration command being converted into an acceleration load (Eff_a), a maximum load threshold being equal to the maximum of the acceleration load (Eff_a) and a minimum load threshold (Seuil_min); and generating an optimized load command (Comm_opt) equal to the minimum of the nominal load command and the maximum load threshold.

Abstract: Various vehicular systems may benefit from the appropriate use of detection and avoidance of potentially dangerous scenarios. For example, autonomous aircraft may benefit from systems and methods for weather detection and avoidance. A method can include sensing, by an aircraft, an environmental condition of the aircraft. The method can also include controlling, by the aircraft, flight of the aircraft based on the sensed environmental condition.

Abstract: A system and method for determining and displaying a minimum maneuverable altitude for an aircraft to turn back includes automatically processing aircraft characteristic data, aircraft flight trajectory data, and environmental/airport services data, in a processing system, to determine a rate of change of aircraft maneuverable altitude with respect to change in aircraft heading. At least the determined rate of change of aircraft altitude with respect to change in aircraft heading is processed, in the processing system, to determine the minimum maneuverable altitude at least engine out conditions. Terrain data is processed, in the processing system, to determine a terrain clearance height above which the minimum maneuverable altitude may be implemented. The minimum maneuverable altitude is rendered, on a display device, on the altitude tape, and a pseudo gate is rendered on the display device that represents a height above the terrain that corresponds to the minimum maneuverable altitude.

Abstract: A method, executed by a processor, includes the processor receiving signals information from a device located on a departing airplane; verifying an identification of the airplane and identifying an expected departure sequence of aircraft surface states; monitoring and identifying additional signals information received from the mobile device, including comparing the additional signals information to known data; logging the additional signals information, and processing the additional signals information, and determining the logged data corresponds to events indicative of an aircraft surface state; sending an aircraft surface state reached message to Local and Center flight management; and executing a statistical routine and providing statistical data from the execution relating to an occurrence of upcoming aircraft surface state event and sending the statistical data with the aircraft surface state message.

Abstract: Systems and methods for providing air traffic control center data to aircraft is provided. In certain embodiments an avionics system includes a communication device configured to communicate with a data center and an air traffic control center; and a processing unit configured to execute machine readable instructions. In at least one embodiments, the machine readable instructions cause the processing unit to manage communications associated with the flight of an aircraft, wherein the communications are communicated through the communication device with the data center; distinguish identifying information received through the communication device, wherein the identifying information identifies at least one of the air traffic control center and associated aeronautical telecommunications network address; and establish a communication session with the air traffic control center using the identifying information received through the communication device.

Abstract: A departure sequencing system models airport operations and provides suggested gate pushback times for aircraft. In various embodiments, a departure sequencing system includes an airport state analyzer, a taxi-out predictor, and a pushback optimizer. The departure sequencing system may utilize stochastic models, and resolve aircraft conflicts using a business rules engine. Via use of the departure sequencing system, taxi times may be reduced, taxi fuel burn may be reduced, and airport throughput may be increased.

Abstract: A center to assist flight management of a plurality of an entity's aircraft comprising a control unit and at least two stations and communication equipment configured to receive data signals and to transmit/receive audio signals to/from each aircraft. The control unit comprises a man-machine interface connected to a central unit, the central unit being connected to a computation unit of each station and to the communication equipment to receive data signals and to transmit/receive audio signals to/from the equipment. Each station comprises, connected to the computation unit, a screen to display the data in the data signals sent by each aircraft and an audio device for the operator to exchange audio signals with the pilots. The central unit is configured to selectively activate/deactivate, as a function of the interactions of an operator with the interface, the exchanges of audio signals with the central unit of each station.

Abstract: The present invention relates to a method for automatically assisting with the landing of an aircraft on a runway from a return point (A) to a completion point (D), at which the aircraft touches the runway, by means of a data-processing device on-board said aircraft, which device is configured to be connected to an altimeter and a deviation meter, the method including: a return-navigation assistance phase including guidance of the aircraft, on the basis of measurements of the azimuth deviation of the aircraft relative to a reference direction linking said return point (A) and the position of the deviation meter (E) transmitted by said deviation meter, from the return point (A) towards the position of the deviation meter (E), determination of the position of the aircraft at a predetermined capture point (B) that is aligned with the return point (A) and the position of the deviation meter (E), and guidance of the aircraft along a predetermined path from the capture point (B) to a predetermined holding point (C)

Abstract: Systems and methods of the present invention are provided to generate a plurality of flight trajectories that do not conflict with other aircraft in a local area. Interventions by an air traffic control system help prevent collisions between aircraft, but these interventions can also cause an aircraft to substantially deviate from the pilot's intended flight trajectory, which burns fuels, wastes time, etc. Systems and methods of the present invention can assign a standard avoidance interval to other aircraft in the area such that a pilot's aircraft does not receive an intervention by an air traffic control system. Systems and methods of the present invention also generate a plurality of conflict-free flight trajectories such that a pilot or an automated system may select the most desirable flight trajectory for fuel efficiency, speed, and other operational considerations, etc.

Abstract: Systems and methods for providing trajectory amendments are provided. In one embodiment, a method can include identifying an arrival time slot associated with a landing area. The method can further include providing to one or more second computing devices of a plurality of operators, a first set of data identifying the arrival time slot. The method can include receiving a second set of data indicating that a first operator of the plurality of operators has selected the arrival time slot. The method can further include determining one or more trajectory amendments to allow a first aircraft associated with the first operator to meet the arrival time slot associated with the landing area. The method can include sending one or more trajectory amendments.

Abstract: A Wireless Access Point (WAP) for enabling remote access to data generated by systems of an aircraft including a wireless interface having a transmitter and a receiver; and a processor. The WAP is configured to: wirelessly receive sensor data generated by a plurality of sensors on an aircraft; receive aircraft data from an avionics system of the aircraft; wirelessly receive a data request signal from a remote computing device; and, responsive to the data request signal, wirelessly transmit to the remote computing device data based on received sensor data and/or received aircraft data.

Abstract: A collision avoidance system includes a sensor adapted to detect at least one vehicle in the vicinity of a predetermined area and generate target data relating to the at least one vehicle. An awareness engine receives the target data and evaluates the target data for a threat of a collision. An alerting system is adapted to alert the at least one vehicle in the event of a threat of a collision, the alerting system being activated by the awareness engine.

Abstract: A method, medium, and system to receive flight parameter data relating to a plurality of flights, the flight parameter data including indications of aircraft performance based navigation (PBN) capabilities, flight plan information, an aircraft configuration, and an airport configuration for the plurality of flights; assign probabilistic properties to the flight parameter data; receive accurate and current position and predicted flight plan information for a plurality of aircraft corresponding to the flight parameter data; determine a probabilistic trajectory for two of the plurality of aircraft based on a combination of the probabilistic properties of the flight parameter data and the position and predicted flight plan information, the probabilistic trajectory being specific to the two aircraft and including a target spacing specification to maintain a predetermined spacing between the two aircraft at a target location with a specified probability; and generate a record of the probabilistic trajectory for the

Abstract: A device and methods for generating and presenting aerial traffic information of at least one aerial vehicle (AV) are disclosed. The method for generating and presenting aerial traffic information may include a display system and an image generator (IG). The IG may be configured to generate image data based upon navigation data received from a plurality of AVs and message data received from the TIS provider, and provide this image data to the display system for the presentation of the aerial traffic information to one or more operators of the AV. The device and method for generating aerial traffic information may include a message generator (MG) configured to acquire navigation data from the plurality of AVs not configured with Automatic Dependent Surveillance—Broadcast (ADS-B) components and report their aerial positions in compliance with ADS-B formatted messages, allowing them to participate in an ADS-B system without ADS-B system components.

Abstract: A vehicle decision support system and method capable of processing operational constraints, a flight plan, and appropriate environmental data to generate timely and readily comprehensible guidance are provided.

Abstract: A system for providing flight interval management (FIM) instructions to a pilot of an aircraft includes a module coupled to a display device and configured to communicate with a FIM avionics device. The module generates a first output when input data from the FIM avionics device indicates that the aircraft is within 30 nautical miles of another aircraft, and a second input when a lack of valid input data indicates that the module has lost connectivity to the FIM avionics device. The first input is to the display device to present at least an indication of a paired mode of the module with the FIM avionics device, and a commanded speed reported by the FIM avionics device. The second output is to remove any information presented by the display device and present a blank screen, and then present a status message indicating the lost connectivity to the FIM avionics device.

Abstract: The example embodiments are directed to a device and method for matching together aircraft status reports. In one example, the method includes detecting, via a user interface, a selection of an aircraft from among a plurality of aircraft that have provided aircraft status reports, determining a group of aircraft status reports, from among the received status reports, which were generated by the respective aircraft during a flight of the respective aircraft, based on metadata of the received aircraft status reports, and displaying, via the user interface, the group of aircraft status reports determined to be provided by the respective aircraft during the flight. By linking together status reports from an entire flight, analysis may be performed on data from across an entire flight instead of an individual status report thereby improving flight data analysis and subsequent actions taken based on that analysis.

Abstract: A system for receiving feedback in a flight plan of a vehicle includes a haptic-enabled device comprising a crew seat with an inceptor mounted thereto; and a processor with memory having instructions stored thereon that, when executed by the processor, cause the system to: receive signals indicative of the flight plan for the vehicle; receive deviation signals indicative of a proposed deviation in a trajectory for the flight plan; and transmit signals to the haptic-enabled device representing trajectory constraints in the proposed deviation in response to the receiving of the deviation signals.

Abstract: A computing system will detect when a UE engaged in a voice call hands over from a lower frequency coverage area to a higher frequency coverage area where it is raining, and the computing system will responsively take action to help improve the UE's communication quality, in an effort to help minimize the extent to which voice call quality will degrade as a result of the transition to the higher frequency where it is raining. In particular, per the disclosure, the computing system could respond to this scenario by causing the target base station to use a more robust wireless transmission mode than the source base station was using to serve the UE.

Abstract: A system includes a communications system and at least one processor coupled with the communications system and with a non-transitory processor-readable medium storing processor-executable code. The communications system is configured to receive measured air data from an air sensor system and receive flight data from a flight monitoring system. The air data is indicative of at least one air characteristic of an environment surrounding an aircraft. The flight data is indicative of at least one flight characteristic of the aircraft. The processor-executable code causes the at least one processor to detect a failed state of the air sensor system based on the measure air data and the flight data, estimate air data in response to detecting the failed state of the air sensor system, and provide the estimated air data to at least one of a display device and an automated flight control system.

Abstract: Methods, devices, and systems for air traffic control flight management are described herein. One device includes a memory, and a processor to execute executable instructions stored in the memory to receive airport information associated with an airport, generate, using the airport information, a card panel including a number of flight cards, wherein each respective one of the number of flight cards corresponds to a different respective aircraft at the airport, and a user interface configured to display the card panel in a timeline view in a single integrated display.

Abstract: A clearance enforcement system for a vehicle includes a transceiver to communicate over a data link that communicatively couples the vehicle to a control center external to the vehicle and a management unit configured to enforce a vehicle clearance policy. The vehicle clearance policy specifies that a vehicle must receive, in response to a clearance request message, an affirmative response message from a control center external to the vehicle, before executing a movement associated with the affirmative response message. The management unit enforces the vehicle clearance policy through a computer implemented method. The computer implemented method operates to first automatically determine within the vehicle when the vehicle is initiating the movement without having received the affirmative response and automatically alerting an operator of the vehicle that is initiating the movement without having received the affirmative response message.

Abstract: A method for monitoring the flight trajectory of an aircraft comprises the steps reiterated in time consisting in receiving and comparing two trajectory objects, the trajectory objects being associated with two initially identical flight trajectories determined independently of each other over time; and, in case of difference between the two trajectory objects, determining a failed trajectory from the two flight trajectories by comparison with the last known state without fault, the last known state without fault corresponding to two identical trajectory objects. Developments describe the use of flight plan segments, of signatures, fault isolation simultaneously to a change of current leg, the use of levels of operational safety according to an RNP-AR procedure and the notification of the pilot of the trajectory determined as having failed. Software and system aspects are also described.

Abstract: A system executes services by a “server” for a “client”. A preliminary step establishes a list of available services of the server, set up for the client, in which a processing time is determined releasable by the server for the client per code execution cycle minor frame (“MIF”). The system creates on start-up: NT execution tasks for the client, each having a priority of execution level and an allocated average duration of execution, a number of execution tasks (NT) being at least 1, the sum of durations of the tasks being at most the releasable processing time; execution rules associating each of the tasks with at least one service of the list; then, during each MIF cycle, the system executes the services on their associated tasks, a task executed by priority and for at most its allocated average time of execution, the non-executed part of a service being executed on its associated task in the next cycle.