Abstract: Systems and vehicle are provided. A vehicle system for a vehicle includes: a trajectory selection module configured to select a potential vehicle path relative to a current vehicle movement condition; a trajectory movement condition module configured to estimate a modeled movement condition of the vehicle along the potential vehicle path; a limit comparison module configured to determine whether the modeled movement condition violates vehicle limits; and a violation indicator module configured to generate an indication of impending violation.

Abstract: A system including a drone having a projector to project an image from a projection origin. The drone also has a navigation unit to determine location information for the drone. A processor coupled to the drone includes a memory. Execution of programming by the processor configures the system to obtain a projection surface architecture for a projection surface. The projection surface architecture includes reference points that correspond to physical locations on the projection surface. Each reference point is associated with relationship data with respect to an architecture origin. The system also receives location information for the drone, adapts the relationship data responsive to change in the location information, adjusts the image using the adapted relationship data, and projects the adjusted image onto the projection surface.

Abstract: A wireless communication system includes a smart device configured for transcribing text-to-speech (STT) for display. The smart device interfaces with a radio communications device, for example, in an aircraft (AC). The system includes a filter for optimizing STT functions. Such functions are further optimized by restricting the databases of information, including geographic locations, aircraft identifications and carrier information, whereby the database search functions are optimized. Methods for wireless communications using smart devices and STT functionality are disclosed.

Abstract: A method for determining an azimuth angle of a wind power installation is provided. The method includes attaching at least two global navigation satellite system (GNSS) receivers to a nacelle, comparing reception signals of the GNSS receivers, deriving the azimuth angle from the comparison. The at least two GNSS receivers may be attached to a wind measuring supporting frame. Provided is a method including attaching a telescopic sight to a nacelle, determining a bearing of a bearing object at a bearing angle, deriving the azimuth angle from a comparison of the bearing angle with coordinates of the bearing object and/or the wind power installation. The telescopic sight may be attached to a wind measuring supporting frame. The at least one GNSS receiver may be attached to a wind measuring supporting frame. A wind power installation is also provided.

Abstract: A verification method comprising a first step of measuring at least one position parameter of an aircraft and a first set of steps implemented after the flight of at least one aircraft, in an automatic and repetitive manner, comprising computing a geographical height of an aircraft with respect to the runway on the basis of the position parameters of an aircraft, computing an evaluated vertical deviation, between the geographical height and a reference height, and computing a vertical error on the basis of a comparison between the evaluated vertical deviation and the reference vertical deviation.

Abstract: An aircraft landing system is disclosed. In various embodiments, an aircraft landing system as disclosed herein includes a processor that determines to start a final stage of descent for the aircraft. The processor determines a set of commands for actuators of the aircraft, based on the determination to start the final stage of descent, to flare the aircraft while wings of the aircraft are substantially in a forward flight position followed by transitioning to a vertical tilt position and completing the landing in substantially vertical flight. The commands are provided to the actuators of the aircraft.

Abstract: Aerial vehicles that are equipped with one or more imaging devices may detect obstacles that are small in size, or obstacles that feature colors or textures that are consistent with colors or textures of a landing area, using pairs of images captured by the imaging devices. Disparities between pixels corresponding to points of the landing area that appear within each of a pair of the images may be determined and used to generate a reconstruction of the landing area and a difference image. If either the reconstruction or the difference image indicates the presence of one or more obstacles, a landing operation at the landing area may be aborted or an alternate landing area for the aerial vehicle may be identified accordingly.

Abstract: An autonomous emergency flight management system may find safe and clear landing sites for unmanned aerial systems (UASs) in emergency situations. Emergency flight management software may reside on an onboard computing system. The computing system may continuously look at internal databases and input from other systems (e.g., a global positioning system (GPS), camera, compass, radar, sonar, etc.), depending on what is available. The emergency flight management system may make decisions on its own without human intervention. For instance, a database may provide some local likely candidates for landing sites. Information associated with the candidates may include latitude, longitude, altitude for top of a building, etc. Position updates may be continuously provided from an autopilot or other suitable system.

Abstract: A guiding unit and a computation unit, the computation unit comprising elements for saturating, if necessary, a usual optimized slope for the landing, following a comparison with a slope computed on the basis of a performance criterion relative to a deceleration capability of the aircraft.

Abstract: An electronic system with real-time fault detection is provided. In one embodiment, the system includes analog circuitry, having a first input coupled to receive an input signal and a second input coupled to receive a test signal. The test signal is at an edge of a selected band that contains the input signal. The test signal is used to identify faults in the electronic system during operation of the electronic system. The electronic system further includes an analog to digital (A/D) converter coupled to an output of the analog circuitry. The A/D converter generates digitized spectrum. Digital circuitry is coupled to the output of the A/D converter. The digital circuitry processes the input signal from the band to provide an output for the system and processes the test signal to detect faults in the analog circuitry, the digital circuitry and the A/D converter.

Abstract: A system for providing a visual indication of a predicted stopping point to an aircraft crew during landing or an aborted take-off attempt includes a ground based transceiver to determine aircraft position along a runway, a processor to determine deceleration of aircraft, and a ground based visual display. The transceiver is located adjacent to the runway to capture the location of an aircraft along the runway and to convey that information to the processor. The processor continually compares the location of the aircraft on the runway to project a stopping point for the aircraft based on current conditions. The stopping point is conveyed to the crew by the ground based visual display.

Abstract: An electronic flight control system for an aircraft capable of hovering and having at least one rotor. The flight control system is configured to operate in a manual flight control mode, in which the flight control system controls rotor speed in response to direct commands from the pilot; and in at least two automatic flight control modes corresponding to respective flight modes of the aircraft, and in which the flight control system controls rotor speed automatically on the basis of flight conditions. The flight control system is also configured to memorize, for each automatic flight control mode, a respective flight table relating different speed values of the rotor to different values of at least one flight quantity; and to automatically control rotor speed in the automatic flight control modes on the basis of the respective flight tables.

Abstract: A method and device for aiding piloting of an aircraft during an approach phase for the purpose of landing. The device includes a guidance system for guiding the aircraft according to a first guidance mode during an initial phase upstream of a transition point, then guiding the aircraft according to a second guidance mode during a terminal phase between the transition point and the landing, the device further including a computing system for automatically computing the coordinates of the transition point, the guidance system also configured for automatically disabling the second guidance mode upstream of the transition point.

Abstract: Systems and methods to mitigate instrument landing system (ILS) overflight interference are disclosed. An example method performing a first measurement of a position of an aircraft relative to a first location based on an instrument landing system, performing a second measurement of the position of the aircraft based on inertial measurements performed over a first time period occurring prior to the first measurement, performing a third measurement of the position of the aircraft based on inertial measurements performed over a second time period greater than the first time period and occurring prior to the first measurement, and generating guidance information based on a selected one of the first, second, or third measurements of the position of the aircraft.

Abstract: Device for determining location information, primary references consolidated for an aircraft, comprising a chain for determining location information comprising means for measuring radionavigation data, suitable means for consolidating, suitable means for computing parameters and suitable means for consolidating the parameters. The device also comprises a chain for determining inertial primary references comprising means for measuring inertial data, suitable means for consolidating, suitable means for computing parameters and suitable means for consolidating the parameters. The device finally comprises a chain for determining anemo-barometric data comprising means for measuring anemo-barometric data, suitable means for consolidating the measured anemo-barometric data, suitable means for computing parameters, and suitable means for consolidating the reference parameters.

Abstract: An electronic system with real-time fault detection is provided. In one embodiment, the system includes analog circuitry, having a first input coupled to receive an input signal and a second input coupled to receive a test signal. The test signal is at an edge of a selected band that contains the input signal. The test signal is used to identify faults in the electronic system during operation of the electronic system. The electronic system further includes an analog to digital (A/D) converter coupled to an output of the analog circuitry. The A/D converter generates digitized spectrum. Digital circuitry is coupled to the output of the A/D converter. The digital circuitry processes the input signal from the band to provide an output for the system and processes the test signal to detect faults in the analog circuitry, the digital circuitry and the A/D converter.

Abstract: Methods and systems for visually organizing aviation or aeronautical charts with color emphasis and de-emphasis features selected by a user.

Abstract: A method having a preparation stage for preparing an approach path (25) to a theoretical position (20?) of a platform (20). During a consolidation stage, a current position (20?) of said platform (20) is determined and an alert is triggered when the distance (D1) between said theoretical position (20?) and said current position (20?) is greater than a first threshold. During a security stage, entities provided with respective automatic identification systems and present in a predetermined monitoring zone (OCZ) are monitored, and a horizontal representation of said approach path (25) is displayed on a display screen (8) together with the following for each entity: a plot (41) representing its current position; an indication (42) of the travel direction of the entity; and a representation (43) relating to the danger level of the entity.

Abstract: This disclosure relates to a system for preventing collisions with a terrain. The system includes a detecting means for detecting risks of collision with the terrain after a predetermined forecasting delay. The system further includes a determining means for determining, based on a trajectory followed by the aircraft, a possible limit point for success of the vertical terrain avoidance maneuver. The system further includes indication means for giving indications on azimuth clearance sections, around the direction in which the aircraft is moving, suitable for success of the vertical terrain avoidance maneuver. The system further includes means for estimating a free-travel distance in each azimuth clearance sector on a straight distancing trajectory with constant gradient and over a distance correspond to more than one minute of flight, the free-travel distance being free of potential conflicts with the terrain.

Abstract: The present invention relates to a system and a method for assisting in the decking of an aircraft on a platform, more particularly on a mobile platform comprising a decking surface, said aircraft comprising a signal transmitter, the system comprising means for determining flight commands to be executed by the aircraft, said means being at least fed by locating means of the aircraft and by means of predicting movements of the platform, the locating means comprising at least two passive sensors, spaced apart, fixed in proximity to the decking surface and able to receive the signals transmitted by the aircraft. The invention applies notably to the decking of rotary wing craft and autonomous aircraft on ships.

Abstract: The present invention is directed to a system and method for identifying maneuvers for a vehicle in conflict situations. A plurality of miss points are calculated for the vehicle and as well as object conditions at which the vehicle will miss an impact with the at least one other object by a range of miss distances. The miss points are displayed such that a plurality of miss points at which the vehicle would miss impact by a given miss distance indicative of a given degree of conflict is visually distinguishable from other miss points at which the vehicle would miss impact by greater miss distances indicative of a lesser degree of conflict. The resulting display indicates varying degrees of potential conflict to present, in a directional view display, a range of available maneuvers for the vehicle in accordance with varying degrees of conflict.

Abstract: Systems and methods for reducing error detection latency in LPV approaches are provided. In certain embodiments, a method for navigational guidance includes calibrating inertial measurements acquired from an inertial navigation system with satellite-based augmentation system position measurements acquired from a satellite-based augmentation system to create corrected inertial navigation system positions. The method also includes determining whether the satellite-based augmentation system experienced a fault when the inertial measurements were calibrated with the satellite-based augmentation system position measurements. Further, when the satellite-based augmentation system did not experience a fault, the method includes monitoring the satellite-based augmentation system navigation position measurements based on the corrected inertial navigation system positions.

Abstract: Methods, systems, and computer readable media are disclosed for direct arming aircraft runway approach guidance modes, for example and without limitation, for aircraft operational. In some aspects, a method for directly arming a runway approach guidance mode of an aircraft includes displaying on a display unit an airport, selecting the airport and selecting an active runway for final approach, displaying an path toward the selected final approach runway, selecting the final approach runway, displaying on the display unit at least one symbol associated with at least one runway approach guidance mode, and arming at least one of the at least one runway approach guidance mode.

Abstract: Systems and methods to accurately display lateral deviation symbology in offset approaches to runways is provided. A system for on-aircraft display of lateral deviation symbology for use in offset approaches comprises means for generating a conformal video display representation of an aircraft's current position, means for notifying a flight crew of the existence of an offset approach, means for displaying an extended runway center line, and means for displaying an approach line.

Abstract: A method for guiding an aircraft during its final approach to a landing runway, whereby the aircraft is guided during its approach by aircraft position information obtained from an GNSS satellite navigation system, wherein: prior to the start of the final approach a first time tFAF is determined corresponding with the start of said final approach and a second time tTD corresponding with the landing of the aircraft on said runway, then a set of satellites is determined of the satellite navigation system for excluding from the calculation of said aircraft position information during at least a part of the time interval comprised between said first and second times; and during the final approach, the aircraft position information is determined while excluding the information corresponding with all the satellites of said set of satellites and the aircraft is guided along its final approach path by said position information.

Abstract: Systems and methods to mitigate instrument landing system (ILS) overflight interference are disclosed. An example method performing a first measurement of a position of an aircraft relative to a first location based on an instrument landing system, performing a second measurement of the position of the aircraft based on inertial measurements performed over a first time period occurring prior to the first measurement, performing a third measurement of the position of the aircraft based on inertial measurements performed over a second time period greater than the first time period and occurring prior to the first measurement, and generating guidance information based on a selected one of the first, second, or third measurements of the position of the aircraft.

Abstract: Systems and methods for accurately converting angular localizer data into rectilinear localizer data thereby allowing for improved localizer capture performance and stability. The systems and methods utilize information onboard an aircraft regarding the aircraft's current position and the destination runway's position to more accurately determine a distance measurement for converting angular deviations into rectilinear deviations.

Abstract: The device includes elements of a processing unit which determine a limit trajectory representing a flight trajectory which is compatible with the aircraft performance during the approach and which shows the limits for the flight of the aircraft. For example, a vertical profile and a horizontal trajectory are determined, with the horizontal trajectory being non-linear so that the energy of the aircraft can be sufficiently dissipated before final approach along an approach axis, while also avoiding obstacles. Thus, a flight trajectory is determined even when the aircraft has deviated from a flight plan and approach axis.

Abstract: An exemplary embodiment relates to an aircraft system for detecting wires. The system includes a processor configured to actively sense a presence of a first object and a second object. The processor determines a location of the first object and the second object. The processor determines a potential location of a wire between the first object and the second object. The processor actively senses the wire by providing electromagnetic energy to the potential location.

Abstract: A method is provided for displaying information on a display device of an aircraft. The method comprises determining graphics data for visual aids that represent missed approach data; incorporating the graphics data into a user interface that is in perspective view; and generating the user interface for display on the display device of the aircraft.

Abstract: An onboard monitor that ensures the accuracy of data representing the calculated position of an airplane during final approach to a runway. This airplane position assurance monitor is a software function that uses dissimilar sources of airplane position and runway data to ensure the accuracy of the respective data from those dissimilar sources. ILS data and GPS or GPS/Baro data are the dissimilar sources of airplane position data used by this function. This function will calculate the airplane's angular deviations from the runway centerline and from the glide slope with onboard equipment and then compare those angular deviations to the ILS angular deviation information.

Abstract: A method for determining the distance of an aircraft from an offset runway during a landing by offset approach, the offset runway being situated at a distance D from a main runway equipped with at least one elevation beacon, comprises at least the following steps: determining the height h at which the aircraft is situated, height determined with respect to a point T1 of the offset runway, height measured by a radioaltimeter with which the aircraft is equipped, determining the angle of elevation ? of the MLS mode by using the information of the elevation beacon provided by an elevation beacon with which said main runway is equipped, determining the value of the distance ? of the aircraft from the azimuth beacon (10) by using the following formula ? = ( h Tan ? ( ? ) - D ? ? 2 Cos ? ( ? ) ) 2 + h 2 , and, using said distance ? to obtain a point of location of the aircraft in an offset runway reference frame.

Abstract: A target vertical speed, to be applied to the aircraft upon the initiation of the aircraft's flaring phase, is defined in relation to the ground. An optimized ground slope associated with an approach path to be tracked during the landing, is then determined as a function of the determined target vertical speed and of at least one outside parameter. This optimized ground slope is at least equal to a predefined ground slope. Upon interception by the aircraft with the approach path, the aircraft is guided to track the determined optimized ground slope associated with the approach path and reach the target vertical speed upon initiation of the flaring phase.

Abstract: The present invention relates to a method for replacing legs in an air navigation procedure described as a series of legs, the legs forming part of an initial family of legs. The method includes: a step of determining a restricted family of legs included in the initial family of legs, so that each leg not belonging to the restricted family corresponds to a combination of legs belonging to the restricted family: The method also includes: a step of replacing in the navigation procedure the legs not belonging to the restricted family with combinations of legs belonging to the restricted family.

Abstract: A method of mapping a space using a combination of radar scanning and optical imaging. The method includes steps of providing a measurement vehicle having a radar system and an image acquisition system attached thereto; aligning a field of view of the radar system with a field of view of the image acquisition system; obtaining at least one radar scan of a space using the radar scanning system; obtaining at least one image of the space using the image acquisition system; and combining the at least one radar scan with the at least one image to construct a map of the space.

Abstract: An onboard monitor that ensures the accuracy of data representing the calculated position of an airplane during final approach to a runway. This airplane position assurance monitor is a software function that uses dissimilar sources of airplane position and runway data to ensure the accuracy of the respective data from those dissimilar sources. ILS data and GPS or GPS/Baro data are the dissimilar sources of airplane position data used by this function. This function will calculate the airplane's angular deviations from the runway centerline and from the glide slope with onboard equipment and then compares those angular deviations to the ILS angular deviation information.

Abstract: The invention relates to method characterized in that said method comprises steps of acquiring movements, calculating the mean position, calculating position predictions, and calculating minimum grid (5) movement speeds, and a step of acquiring the position of the drone (4) so that, if the drone cannot follow the movements of the grid and the movements of the grid are small, i.e. smaller than the radius of the latter, it is possible to apply a landing strategy by monitoring the mean position of the grid, and if the movements of the grid are large, i.e. larger than the radius of the grid, it is possible to apply a landing strategy by positioning at the minimum speeds of the grid, and if the drone (4) can follow the movements of the grid (5) and the movements of the grid are small, i.e. smaller than the radius of the grid, it is possible to apply a landing strategy according to the mean position of the grid, and if the movements of the grid are large, i.e.

Abstract: Systems and methods for the selection of antennas in aircraft navigation systems are provided. In one embodiment, a navigation receiver system for an aircraft comprises: a first aircraft antenna that receives transmitter signals from fixed-location ground transmitters and a second aircraft antenna that receives transmitter signals from the fixed-location ground transmitters, wherein the first aircraft antenna has a first gain pattern that is different from a second gain pattern of the second aircraft antenna; a switch coupled to a first receiver and the first and second aircraft antenna; and a switch controller coupled to the switch. The switch controller operates the switch to electrically couple the first receiver to either the first or second aircraft antenna based on a determination of whether the first gain pattern or the second gain pattern provides higher gain in a direction of a first fixed-location ground transmitter of the fixed-location ground transmitters.

Abstract: An apparatus for synchronizing cursor events may include a processor. The processor may be configured to receive an indication of a cursor event of a cursor presented within and associated with a sourcing window of a user interface that also includes a sourced window, wherein the cursor of the sourcing window indicates a geographical location within the geographical area presented by the sourcing window. Additionally, the processor may be configured to communicate information reflecting the cursor event to the sourced window. The processor may further be configured to subject the cursor of the sourced window to the cursor event reflected by the information to thereby synchronize a cursor event of the cursor of the sourced window with the cursor event of the cursor of the sourcing window, wherein the cursor of the sourced window indicates the geographical location indicated by the cursor of the sourcing window.

Abstract: A processor calculates a safe landing zone for an aircraft. The processor executes the following steps: (a) converting 4D point cloud data into Cartesian coordinates to form a height map of a region; (b) segmenting the height map to form boundaries of an object in the region; and (c) determining maximum height within the boundaries of the object. Also included are (d) determining if the maximum height is greater than a predetermined height to form a vertical obstruction (VO) in the region; and (e) determining if the VO is in the line of sight (LOS) of the aircraft to classify the landing zone as safe or unsafe. The processor further includes the step of: (f) forming a slope map over the height map.

Abstract: The invention relates to a method of managing movement of an aircraft on the ground, the aircraft including at least one left main undercarriage and at least one right main undercarriage, each comprising wheels associated with torque application members for applying torque to the wheels in response to a general setpoint, the general setpoint comprising a longitudinal acceleration setpoint and an angular speed setpoint, the method including the successive steps of braking down the general setpoint into general torque setpoints for generating by the torque application members associated with each of the wheels.

Abstract: A present novel and non-trivial system, device, and method for presenting course deviation information on an aircraft display unit are disclosed. Lateral/vertical boundaries are established based upon lateral/vertical navigation data provided by one or more navigation data sources. Lateral/vertical deviation symbology data set(s) representative of lateral/vertical deviation scale(s) are generated and adapted to the lateral/vertical navigation data. The adapted lateral/vertical deviation symbology data set(s) representative of adapted lateral/vertical deviation scale(s) are provided to a display unit, whereby symbology(ies) of such adapted scale(s) are presented on a screen of the display unit. Each adapted scale is comprised of a desired course indicator and at least one deviation indicator, where the desired course indicator corresponds to a desired course and each deviation indicator corresponds to one navigation boundary.

Abstract: A system for autonomous direction of an aircraft to emergency/contingency landing sites incorporates a terrain mapping sensor and an onboard processor receiving terrain data from the terrain mapping sensor. The processor employs software modules for processing the terrain data to produce a terrain map and for creating a landing profile based on the terrain map.

Abstract: When a vehicle moves into a radar prohibited area preset for the neighborhood of a facility that suffers adverse effects from radar waves, emission of radar waves is stopped, and a voice guidance such as “Radar monitoring is stopped” is sent to a speaker via a voice output unit. Moreover, during a period in which a vehicle is located in a radar prohibited area, an icon that indicates that a radar is being stopped, a mark that indicates an institution for which the radar prohibited area is set, and the scope of the radar prohibited area are displayed on a map image.

Abstract: Instrument Landing System (“ILS”) localizer captures have historically been prone to performance degradations based upon erroneous estimates of the localizer deviation and deviation rate. The angular nature of the ILS beam and the relatively narrow trusted linear course guidance sector of the beam are the primary causes of many such issues. It is highly desirable to convert the angular guidance data into a rectilinear form when used by an autopilot and/or flight director systems, the latter of which allows for more consistent stability and performance with respect to distance to runway threshold. Systems and methods disclosed herein are for accurately converting angular localizer data into rectilinear localizer data, thus allowing for improved localizer capture performance and stability.

Abstract: A vision system is provided for confirming continuously updated approach information from a global positioning system or an instrument landing system with that from an inertial navigation system. The approach information from the inertial navigation system is displayed when the global positioning system or the instrument landing system is unavailable or whose approach information is determined to be invalid.

Abstract: An automatic landing system (ALS) includes an automatic landing module. The automatic landing module receives a radio altitude from a radio altimeter and any other sensor inputs for use by the automatic landing module and generates an ALS elevator command. The ALS also includes a runway slope compensation (RSC) module. The runway slope compensation module receives the ALS elevator command, the radio altitude and an inertial vertical speed from an inertial reference unit and generates an aircraft elevator command and at least one symmetric wing surface command. The aircraft elevator command and the at least one symmetric wing surface command are useable by an aircraft for runway slope compensation.

Abstract: A low visibility landing system is provided for guiding aircraft on landing approaches. The low visibility landing system may aid a pilot during landing in low visibility conditions such that an aircraft may descend to lower altitudes without visual contact with the runway than is possible with other landing systems. The system may use various navigational systems to produce a hybrid signal that may be more stable than individual signals of those navigational systems. The hybrid signal is compared to a predetermined landing approach plan to determine the deviation of the aircraft from the landing approach plan and to provide guidance to the pilot to get the aircraft back onto the landing approach plan. The system may also use multiple navigational systems to perform checks on an operation of a primary navigational system to ensure that the primary navigational system is operating accurately.

Abstract: A system for autonomous direction of an aircraft to emergency/contingency landing sites incorporates a terrain mapping sensor and an onboard processor receiving terrain data from the terrain mapping sensor. The processor employs software modules for processing the terrain data to produce a terrain map and for creating a landing profile based on the terrain map.

Abstract: An integrated system for providing a reporting point journey log display in an aircraft and for providing the automatic transfer and installation of a reporting point journey log in a ground retention application. The integrated system includes means for procuring and aggregating reporting point on-board aircraft data from aircraft systems. Means are provided for generating a reporting point cockpit message and readback script from the aggregated reporting point onboard aircraft data. The aggregated reporting point onboard aircraft data is automatically transmitted to a receiving ground application for assembling the data into the form of a reporting point journey log. The reporting point journey log is installed into a ground storage application.