Abstract: Computer-implemented methods, systems, and computer readable mediums for solving large systems of linear equations, such as for aircraft traffic control and analysis, are disclosed. A method for aircraft traffic control, includes receiving as input, airspace sector information and aircraft traffic information, configuring a homogeneous system of linear inequalities comprising a plurality of linear inequalities based upon the airspace sector information and the aircraft traffic information, and resolving the homogeneous linear system to determine a second airspace sector information and a second aircraft traffic information, wherein the second airspace sector information and the second aircraft traffic information are based upon a predetermined future point of time, and wherein the resolving includes at least one of reducing a maximum infeasibility of the homogeneous linear system and reducing a sum infeasibility of the homogeneous linear system.

Abstract: A zero fuel time is determined and presented to an operator of an unmanned aerial vehicle (UAV). Zero fuel time may be determined based on a fuel burn rate and an amount of remaining fuel. A return to base time is determined and presented to an operator of a UAV. Return to base time may be determined based on a location of the UAV and a location of a base. Zero fuel time and return to base time are presented to an operator of a UAV proximate to one another using contrasting and/or varying visual characteristics to ease comparison and identification of this data.

Abstract: A method for managing aircraft ground operations includes receiving an initial gate assignment schedule, an initial operational task schedule, and a current flight schedule. The method also includes determining a first adjusted gate assignment schedule based at least in part on the initial gate assignment schedule and the current flight schedule to reduce costs associated with reassigning aircraft to alternative gates. In addition, the method includes determining a first adjusted operational task schedule based at least in part on the initial operational task schedule and the current flight schedule to reduce costs associated with reassigning ground crew members to alternative tasks. Furthermore, the method includes determining a second adjusted gate assignment schedule and a second adjusted operational task schedule based at least in part on the current flight schedule, the first adjusted gate assignment schedule, and the first adjusted operational task schedule.

Abstract: This device providing assistance to aircraft crew for a flight level change of the aircraft in air traffic, comprising means for viewing the position of the aircraft in the vertical plane, is wherein the viewing means comprise: display means capable of displaying an image comprising at least one zone corresponding to a target altitude (FL) for the aircraft, and in that it comprises: selection means for selecting said zone in the image.

Abstract: A present novel and non-trivial system, module, and method for presenting runway traffic information are disclosed. A partitioned runway awareness zone is established using data received from a source of navigation reference data, where such data could represent runway information, runway awareness zone information, or partitioned runway awareness zone information. After traffic data is received from a source such as an ADS-B, each section of the partitioned runway zone occupied by traffic is determined. Based upon the determination, an advisory data set comprising traffic information is generated and provided to a presentation system, where the advisory data set could include alert data based upon a level of threat. A presentation system used to present traffic information could include a visual display unit(s), an aural alert unit, and/or a tactile alert unit. A portable device such as handheld may be used to present traffic information.

Abstract: Described herein are systems and methods for allocating departure slots at an airport. One embodiment of the disclosure of this application is related to a method including calculating an estimated taxi time (“ETT”) based on airport data and flight plan data, allocating a departure slot time for the first flight based on the ETT, and populating the allocated departure slot time in an allocation grid. Another embodiment of the disclosure of this application is related to a system comprising a user interface displaying information related to flight plan data and airport data received from an airport network, and a departure allocation processor calculating an estimated taxi time (“ETT”) for the first flight based on the airport data and the flight plan data, allocating a departure slot time for the flight, and populating the departure slot time in an allocation grid via the user interface.

Abstract: Described herein are systems and methods for surface management of an airport. One embodiment of the disclosure of this application is related to a method including receiving airport data from an airport network, receiving surface surveillance data for specific segments of an airport area, identifying predicted conflicts within one of the segments based on the airport data and surface surveillance data, and allocating a taxi time slot for the flight. Another embodiment of the disclosure of this application is related to a system comprising a user interface displaying information related to flight plan data and airport data received from an airport network, and a surface management module receiving the airport data and surface surveillance data for specific segments of an airport area, identifying predicted conflicts within one of the segments based on the airport data and surface surveillance data, and allocating a taxi time slot for the flight.

Abstract: A method and apparatus for monitoring an aircraft. A pilot control input signal is received. A response of a control surface system controlled by a flight control model is identified using the pilot control input signal. An alert is generated when the control surface system reaches a threshold with respect to the control surface system becoming saturated.

Abstract: An approach detector (20) detects the range in which a conflict will occur between an aircraft whose route is being searched and all other aircrafts on the basis of flight information acquired by a flight information acquirer (10). A first position detector (30) detects the position furthest from a position of entry in controlled airspace that the aircraft whose route is being searched can navigate to until the occurrence of the conflict. A second position detector (40), if the aircraft whose route is being searched maintains an altitude other than a set altitude, detects a position closest to a position of entry into controlled airspace that is beyond the position to which the altitude was changed from the set altitude, and that allows withdrawal from controlled airspace without the occurrence of the conflict.

Abstract: The present invention provides a system and method of producing a description of the flight intent of an aircraft expressed using a formal language. The description may be used to generate a predicted aircraft trajectory, for example by air traffic management. Rules are used in association with information provided to express the flight intent of the aircraft in a formal language. The flight intent describes a flight in terms of flight segments, and provides information of the path to be flown and how it is to be flown. The flight intent does not necessarily define unambiguously the aerodynamic configuration of the aircraft and the motion of the aircraft during the flight. The flight intent is used alongside other information to generate the aircraft intent that does describe unambiguously the aircraft's trajectory.

Abstract: A hierarchical control system (203) for supervising operations of an autonomous operator located within a defined geographical region containing a localized zone having an operation-defined boundary. The control system (203) has a primary controller (604) associated with the defined geographical region and a secondary controller (605) associated with the localized zone. The secondary controller (605) is responsive to the supervisory control of the primary controller (604). The autonomous operator, if located within the localized zone, is responsive to the supervisory control of the secondary controller (605).

Abstract: A predetermined group of users using one or more computing devices are allowed to join a shared collaboration and communication space associated with the predetermined group of users. The shared collaboration and communication space is associated with the predetermined group of users for a specified time period and for a predetermined operation that the predetermined group of users are authorized to work on. The predetermined group of users are authenticated based on user identities and information identifying the predetermined operation. The shared collaboration and communication space allows for interactive communication among the predetermined group of users.

Abstract: A system and method for determining if an aircraft is headed in the right direction on a runway entered upon at a location that does not display runway identification comprises receiving runway and aircraft position data for determining the identity of the runway. The identity of the runway is then compared with a representation of an assigned runway stored on the aircraft to determine that they match.

Abstract: A plurality of present novel and non-trivial communication methods employed between the participants of a trajectory management operation is disclosed. A trajectory coordinator (“TC”) generator may be configured to send data representative of a polling request to one or more of the participants, receive data responsive to the sending of the polling request, generate data representative of one or more proposed trajectories of the TC, and send data representative of each TC-proposed trajectory to an air navigation service provider (“ANSP”) and/or a dispatch center (“DC”). When presented to a controller of the ANSP or a dispatcher of the DC, one or more of the trajectories may be sent to the aircraft system. In response, each ANSP-selected trajectory and each DC-selected trajectory may be presented to the pilot whom selects and approves one of the selected trajectories. In response, the pilot-selected trajectory may be sent to the ANSP and DC.

Abstract: An electronic flight strip system and method of operation are disclosed. One such method receives a non-stylus touch on a touchscreen display that displays an electronic flight strip having a plurality of fields. A context-based reaction to the electronic flight strip is caused in response to which field of the plurality of fields received the non-stylus touch.

Abstract: A method and process of an optimized, derivational risk-based air traffic control system state capitalizing on data exchange and interactive surveillance modalities with satellite functionality. Data interrogation will exchange operationally relevant real-time information amongst users and regulators, and a computer complex wherein data exchanges accumulate for application of risk model criterion and sovereign requirements. The risk model compares optimization of the system state with current state and communicated intent, making value judgments concerning safety and efficiency of the system as a whole and at intervals over time. Intuitive localization “swabs” reflecting collision potential, upset potential and other risks associated with any operation of air traffic control objects, manifest this.

Abstract: A high-integrity auto-guidance and control method for use in conjunction with an aircraft electric taxi drive system comprises obtaining taxi path data generating in a plurality of processors taxi path guidance and control information from the taxi path guidance data, and sending commands derived from the taxi path guidance and control information from one of the plurality of processors based on a predetermined priority scheme to at least one electric taxi controller.

Abstract: Systems and methods for use in identifying at least one alternate airport for an aircraft. One example method includes identifying a plurality of airports based on static data associated with the plurality of airports, and identifying, at a processing device, at least one preferred airport from the plurality of airports based on dynamic data associated with at least the at least one preferred airport, wherein the static data and/or the dynamic data is associated with at least one weight that enables at least one of the plurality of airports to be identified based on a relative importance of the static data and/or the dynamic data.

Abstract: A method of detecting conflicts between aircraft passing through managed airspace, and resolving the detected conflicts strategically. The method may include obtaining intended trajectories of aircraft through the airspace, detecting conflicts in the intended trajectories, forming a set of the conflicted aircraft, calculating one or more revised trajectories for the conflicted aircraft such that the conflicts are resolved, and advising the conflicted aircraft subject to revised trajectories of the revised trajectories.

Abstract: A system for displaying guidance aids to a crew for ground obstacle avoidance, particularly wingtip clearance. Perspective areas are drawn representing the current locations of the wingtips over the ground and predicted locations out into the future for a specified time or a specified distance. A flight crew may use these displayed guidance aids to determine the proximity of any perceived threat to the airplane. This capability addresses the costly problem of wingtip/airplane ground collisions. The graphical cue systems are specifically targeted toward aircraft that have a large wing span/size and/or folding wingtips.

Abstract: A reverse thrust detent system for an aircraft includes a throttle quadrant having an intermediate reverse thrust detent position, a reverse thrust scheduling system interfacing with the throttle quadrant, at least one aircraft engine interfacing with the reverse thrust scheduling system and a programmable input interfacing with the reverse thrust scheduling system and adapted to receive an engine reverse thrust setting. The reverse thrust scheduling system is adapted to operate the at least one aircraft engine according to the engine reverse thrust setting responsive to actuation of the intermediate reverse thrust detent position of the throttle quadrant. A reverse thrust detent method for an aircraft is also disclosed.

Abstract: Methods and systems for determining routes in a Collaborative Trajectory Options Program (CTOP) enabled Air Traffic Management system are disclosed. A first trajectory with a lowest Network Cost and having an assumed ground delay is identified. A Relative Trajectory Cost of zero is assigned to the first trajectory. A second trajectory is identified and the assumed ground delay of the first trajectory is iteratively incremented until a Network Cost for the second trajectory is approximately equivalent to the Network Cost of the first trajectory. A Relative Trajectory Cost for the second trajectory is determined based at least in part on the iteratively incremented assumed ground delay of the first trajectory.

Abstract: A system and method to display, when within an envelope of an ownship's flight path, a symbol representing wake turbulence from another aircraft based on aircraft type and flight parameters received from the other aircraft, the symbol being formatted to indicate the severity of portions of the wake turbulence. The format is modified periodically in accordance with the aircraft's flight path and a decay rate of the wake turbulence.

Abstract: A taxiway approach advisory system. The system may include a computer-readable memory containing runway information and a processor in data communication with the memory. The processor may include a component for ascertaining the altitude of an aircraft, a component for ascertaining the location of the aircraft, a component for accessing runway information from the memory and determining if the aircraft is within a pre-determined runway envelope based on the altitude and location, and a component for issuing an indication if the aircraft is not within the pre-determined runway envelope.

Abstract: Local wind fields can be predicted if both the airspeed and the ground speed of the helicopter are known. An aircraft that uses an inertial navigation unit, autopilot and estimator allows a measure of ground speed to be known with good certainty. The embodiments herein extends this system to allow an estimate of the local wind field to be found without actively using an airspeed sensor, but instead combining the measurements of an accelerometer and a drag force model and a model of controlled aerodynamics of the aircraft to estimate the airspeed, which again can be used to estimate the local wind speed.

Abstract: A on-aircraft computer device predicts aircraft states (e.g., altitude, speed, flight path angle, and fuel consumption) at any given time, while utilizing a Deterministic Genetic Algorithm to search 4-D flight path candidates that can comply with all path constraints to produce a feasible 4-D path candidate as a final OPD flight path to arrive at a metering waypoint in a specified time window.

Abstract: A system and method are provided for displaying an enhanced longitudinal scale providing user interface and awareness for executing the Next Gen Flight Deck Interval Management (FIM) and the Cockpit Display of Traffic Information (CDTI) application Enhanced Visual Separation on Approach (VSA) to provide a required spacing between aircraft based on distance and time. An own-ship and a reference aircraft are displayed in relation to a desired flight path. A symbol indicates the desired separation of the own-ship from the aircraft.

Abstract: A method for displaying a flight path navigational procedure includes, but is not limited to, detecting with a position detecting system a current location of the aircraft, obtaining from an electronic storage device a plurality of flight path navigation procedures available for a geographic location, determining with a flight path analysis system a preferred flight path that will be taken by the aircraft, and displaying on a display unit a moving map corresponding with the current location of the aircraft and further displaying a depiction of the plurality of flight path navigation procedures on the moving map. The preferred flight path is displayed with a visual cue that visually differentiates the preferred flight path from the other flight paths of the plurality of flight path navigation procedures.

Abstract: Methods and systems for determining trajectories for vehicles of a fleet of vehicles are provided. In one example, a method comprises receiving an initial location of one or more vehicles, and receiving a sequence of coverage requirements for a region and an associated period of time. The region may be divided into a plurality of landmarks and the period of time may be divided into a plurality of phases. The method also comprises determining for each of one or more phases and at least one respective landmark, a set of starting landmarks from which a vehicle could reach the respective landmark during the phase. The method further comprises determining which respective landmark that the vehicle should travel to during the one or more phases based on the sequence of coverage requirements and the set of starting landmarks for the one or more phases and the at least one respective landmark.

Abstract: A taxi guidance system is provided for an aircraft having a primary thrust engine and an onboard electric taxi system. The taxi guidance system includes or cooperates with a source of aircraft status data for the aircraft, and a source of airport feature data associated with synthetic graphical representations of an airport field. The taxi guidance system includes a processor operatively coupled to the source of aircraft status data and to the source of airport feature data to generate, in response to at least the aircraft status data and the airport feature data, taxi path guidance information for the aircraft, start/stop guidance information associated with operation of the primary thrust engine, and speed guidance information for the onboard electric taxi system.

Abstract: A device for detecting an object moving in a space includes a measuring device aimed at the object, the measuring device detecting a distance pattern which contains the distances of at least two different points on the object to the measuring device. The measuring device detects the object in the space if at least one part of the distance pattern remains constant over time.

Abstract: An operation system for cooperatively responding to a target moving in the air by an aircraft and a flying object launched from a launch facility. A control facility (16) receives target information including information indicating a position of a target aircraft (18) moving in the air, and SAM information including information indicating a position of a SAM (20) launched from a launch facility (12) toward the target aircraft (18). The control facility (16) then calculates a course of the SAM (20) heading for the target aircraft (18) based on the received target information and SAM information as a no-fly zone of an aircraft (14) that responds to the target aircraft (18).

Abstract: A system for managing vehicles on a road network includes a processor that performs operations including accessing a matrix of vehicle parameters of a plurality of communicating vehicles on the road network, and representing the plurality of communicating vehicles in a graph with a plurality of nodes corresponding to the plurality of communicating vehicles and with a plurality of edges corresponding to the vehicle parameters. The system can include partitioning, with the processor, the graph to reduce disruptions to the road network below a threshold level to support safe and efficient traffic flow, and assigning one or more exclusion zones within the road network to each partition of the graph by associating the vehicle parameters for each vehicle.

Abstract: Present novel and non-trivial methods for presenting taxi information to a pilot are disclosed. Each method may generate an image data set from taxi information data and navigation reference and object data. A first image data set may be representative of an image in which one or more first location highlighter(s) highlighting the location(s) of one or more raised surface feature(s) appears within an egocentric or exocentric three-dimensional representation of a scene located outside the aircraft. A second image data set may be representative of an image in which one or more unconventional surface feature(s) highlighting the location(s) of one or more raised surface feature(s) appears within an egocentric or exocentric three-dimensional representation of a scene located outside the aircraft. A third image data set may be representative of an image in which one or more unconventional surface feature(s) appears within an airport surface map.

Abstract: An apparatus comprising a memory and a processor coupled to the memory, wherein the processor is configured to receive holding instructions for an aircraft, wherein the holding instructions comprise a holding fix, a holding direction, and an inbound leg course, obtain an airspeed for the aircraft, obtain a wind speed and a wind direction affecting the aircraft, calculate a holding pattern for the aircraft using the holding instructions, the wind speed, the wind direction, an inbound leg duration, and the airspeed, obtain Federal Aviation Administration (FAA) protected airspace limits associated with the holding fix, and present the holding pattern and the FAA protected airspace limits to a flight crew member on the aircraft.

Abstract: Systems, methods, apparatus, and computer program products are provided for automated data collection using geofence-based triggers. In one embodiment, the location of a vehicle can be monitored by a variety of computing entities. By using the vehicle's location, it can be determined when the vehicle enters and/or exits defined geofences. After a determination that a vehicle has entered or exited a defined geofence, one or more events can be automatically triggered/initiated.

Abstract: A visual/graphical air traffic display tool to aid flight crews in determining future heading/track and position of ownship based on current climb rate, bank angle and groundspeed under current meteorological conditions. The tool displays symbols which indicate the predicted future position and heading/track of ownship on a traffic display unit. The tool is also capable of using ownship's predicted position and information received from surrounding traffic to identify a future conflict at ownship's predicted position and then display a future conflict warning on the traffic display unit. In one embodiment, the future conflict warning takes the form of a change in the coloration of the ownship position and heading/track indicator being displayed.

Abstract: A method includes receiving visual flight rules (VFR) data and determining a suggested path of approach for an aircraft based on the VFR data. The suggested path of approach may correspond to a flight path of the aircraft to a runway of an airport. The method includes highlighting a representation of the suggested path of approach at a display device.

Abstract: The present invention relates to a method and system for controlling air traffic. The method and system utilizes aircraft performance data, provided either by an FMS of a capable aircraft or generated by a model based on knowledge of the aircraft, to provide an accurate prediction of aircraft intent so that an accurate estimated time of arrival can be generated. The estimated time of arrival is then used to provide a required time of arrival (RTA) for the aircraft. The RTAs for the aircraft are provided for the aircraft to arrive at a destination, such as an Outer Fix Point, in a desired sequence. The desired sequence is arranged to provide intervals between the aircraft such that they may be able to land at the destination airport without requiring holding and vectoring from top of descent.

Abstract: A security system and method for mass transit and mass transportation whereby high capacity mobile vehicles such as ships, buses, planes, trains and subways transporting large numbers of passengers or cargo, are continuously monitored and secured. Sensors are utilized to detect and alert the presence of radioactive or explosive materials on board as well as within close proximity of the vehicle. Sensors are also used to identify and track cargo and people, such as drivers, operators, employees, crew, and passengers, and provide continuous location and tracking thereof from the point of initial entry to the final point of exit. Additionally, a global positioning system (GPS) provides location data, and wireless data and telecommunications link provides two-way data and voice communication with any designated remote location by using one of several modes of wireless telecommunication.

Abstract: Disclosed herein are system, method, and computer program product embodiments for an audio monitoring and event-conflict signaling system. An embodiment operates by receiving airport audio communication originating from an airport control tower (ATCT) of an airport with one or more runways or a flight deck of an aircraft. The system determines one or more keywords corresponding to a runway event affecting operations of a particular runway of the airport. The system detects, within the airport audio communication, a conflict comprising a correspondence between the airport audio communication and one or more of the keywords, and notifies the ACT of the conflict.

Abstract: A monitoring device including a memory containing a reference path, the memory being separate from a flight management system. The reference path corresponding to a path that is defined during a navigation data validation on ground for the flight management system. A monitoring unit is configured to monitor a current flight path that is determined by the flight management system, by monitoring if this current flight path is in conformity with the reference flight path that is recorded in the memory.

Abstract: There is provided a movement-measurement-processing system capable of quickly specifying a peripheral aircraft which can abnormally near to an aircraft of interest. A peripheral aircraft selection means 74 maps a region in a 3D space defined by a start point of period information of the aircraft of interest, a point having the coordinate values of passage position coordinates at an end point of the period information and a lower limit arrival time, and a point having the coordinate values of passage position coordinates at the end point of the period information and an upper limit arrival time onto a 2D plane by use of a first projection matrix. The peripheral aircraft selection means 74 then selects a peripheral aircraft which can abnormally near to the aircraft of interest by determining how the resultant region crosses with a circle whose center is a passage position of the peripheral aircraft and whose radius is a determination standard threshold as to whether abnormal nearing will occur.

Abstract: A method is provided for inferring the aircraft intent of an aircraft from an observed trajectory. Aircraft performance data relating to that type of aircraft is retrieved from memory, along with atmospheric conditions along the observed trajectory. An initial set of candidate aircraft intents is generated. Each aircraft intent provides an unambiguous description of how the aircraft may be flown that allows a determination of an unambiguous resulting trajectory. A computer system calculates a trajectory defined by each candidate aircraft intent and forms a cost function from a comparison of each calculated trajectory to the observed trajectory. An evolutionary algorithm evolves the initial candidate aircraft intents, wherein the evolutionary algorithm uses a multi-objective cost function to obtain a cost function value that measures the suitability of each candidate aircraft intent.

Abstract: The present disclosure provides a computer-implemented method of generating a description of aircraft intent expressed in a formal language that provides an unambiguous description of an aircraft's intended motion and configuration during a period of flight. A description of flight intent is parsed to provide instances of flight intent, each instance of flight intent spanning a flight segment. For each flight segment, an associated flight segment description is generated that comprises one or more instances of flight intent that describe the aircraft's motion in at least one degree of freedom of motion. One or more instances of flight intent are added to flight segments to close all degrees of freedom of motion. The flight segment descriptions are collated thereby providing a description of aircraft intent for the period of flight expressed in a formal language.

Abstract: Methods and apparatus for enabling an air traffic control system to set a beacon code on a transponder of an aircraft without voice communication with the flight crew. In one embodiment, an air traffic control system receives a flight plan from an aircraft, relays clearance of the flight plan to the aircraft, sets a beacon code on a transponder on the aircraft without voice communication, receives an acknowledgement of the beacon code setting from the aircraft, sends an acknowledgement to the aircraft, sets a new beacon code on the transponder without voice communication and receives a new acknowledgement of the new beacon code from the aircraft.

Abstract: An apparatus for generating flight-optimizing trajectories for a first aircraft includes a receiver capable of receiving second trajectory information associated with at least one second aircraft. The apparatus also includes a traffic aware planner (TAP) module operably connected to the receiver to receive the second trajectory information. The apparatus also includes at least one internal input device on board the first aircraft to receive first trajectory information associated with the first aircraft and a TAP application capable of calculating an optimal trajectory for the first aircraft based at least on the first trajectory information and the second trajectory information. The optimal trajectory at least avoids conflicts between the first trajectory information and the second trajectory information.

Abstract: A method and apparatus for assisting in management of a number of unmanned aerial vehicles. Symbols used to display a number of pre-planned routes for the number of unmanned aerial vehicles are identified on a top-down view of the number of pre-planned routes. Flight information with respect to time for the number of unmanned aerial vehicles on a number of timelines is displayed using the symbols identified as being used to display the number of pre-planned routes for the number of unmanned aerial vehicles on the top-down view of the number of pre-planned routes.

Abstract: Systems and methods are described for scheduling, dispatching and checking-in a flight event. A method may include receiving a request from a user to schedule a block of time for a first flight event, whereupon the block of time and an associated flight resource can be reserved for the block of time. The first flight event can be dispatched and a master flight record can be created for the first flight event. When the first flight event is checked-in, the master flight record can be updated with check-in data for the first flight event. When checking-in a first flight event, a second flight event can be checked-in and a master flight record can be created for the second flight event. Check-in data can be received for the second flight event and the master flight record associated with the second flight event can be updated with the check-in data.

Abstract: Systems, methods, software, and apparatuses for coordinating traffic proximate to a potential conflict zone, such as a roadway intersection, where travel conflicts, such as crossing traffic, can arise. Coordination involves forming an ad-hoc network in a region containing the conflict zone using, for example, vehicle-to-vehicle communications and developing a dynamic traffic control plan based on information about vehicles approaching the conflict zone. Instructions based on the dynamic traffic control plan are communicated to devices aboard vehicles in the ad-hoc network, which display one or more virtual traffic signals to the operators of the vehicles and/or control the vehicles in accordance with the dynamic traffic control plan.