Abstract: Methods and systems are provided for optimizing aircraft operations using uplink weather data to identify predicted turbulent conditions. The method comprises uploading current weather data to a flight management system (FMS) of an aircraft. Areas of turbulence are identified according to the uploaded weather data including areas of turbulence along the client flight trajectory stored in the FMS of the aircraft. An optimal turbulence penetration speed is planned for each identified area of turbulence. The estimated time of arrival (ETA) and minimum and maximum estimate time of arrival (ETA min/max) for the aircraft is recalculated based on the optimal turbulence penetration speeds. The recalculated ETA and ETA min/max is automatically transmitted to an air traffic control (ATC) authority with the FMS of the aircraft.

Abstract: Methods and systems are provided for optimizing aircraft operations using uplink weather data to identify predicted turbulent conditions. The method comprises uploading current weather data to a flight management system (FMS) of an aircraft. Areas of turbulence are identified according to the uploaded weather data including areas of turbulence along the client flight trajectory stored in the FMS of the aircraft. An optimal turbulence penetration speed is planned for each identified area of turbulence. The estimated time of arrival (ETA) and minimum and maximum estimate time of arrival (ETA min/max) for the aircraft is recalculated based on the optimal turbulence penetration speeds. The recalculated ETA and ETA min/max is automatically transmitted to an air traffic control (ATC) authority with the FMS of the aircraft.

Abstract: Systems and methods for air-ground message prioritization are provided. In one embodiment, an message communication system comprises: a first Class-of-Service and Priority Tagging Module configured to tag messages with a message tag, the message tag comprising a Class-of-Service tag and a Priority tag; a queue broker that includes a plurality of message queues, wherein each message queues is associated with a Class-of-Service defined by at least one datalink technology, wherein the queue broker assigns each of the messages to one of the plurality of message queues based on a Class-of-Service indicated by the Class-of-Service tag; and an on-board message broker that monitors datalink availability and current state indicators, wherein the on-board message broker communicates to the queue broker when to transition one or more of the message queues between a Prioritize-and-Store operating state and a Prioritize-and-Forward operating state based on the datalink availability and the current state indicators.

Abstract: Systems and methods for air-ground message prioritization are provided. In one embodiment, an message communication system comprises: a first Class-of-Service and Priority Tagging Module configured to tag messages with a message tag, the message tag comprising a Class-of-Service tag and a Priority tag; a queue broker that includes a plurality of message queues, wherein each message queues is associated with a Class-of-Service defined by at least one datalink technology, wherein the queue broker assigns each of the messages to one of the plurality of message queues based on a Class-of-Service indicated by the Class-of-Service tag; and an on-board message broker that monitors datalink availability and current state indicators, wherein the on-board message broker communicates to the queue broker when to transition one or more of the message queues between a Prioritize-and-Store operating state and a Prioritize-and-Forward operating state based on the datalink availability and the current state indicators.

Abstract: A method for providing a display to a flight crew of an aircraft includes receiving a required time of arrival (RTA) control instruction for arriving at a particular waypoint at a particular time, calculating an initial required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time, and providing a flight display comprising a speed tape. The method further includes receiving an input accepting the RTA control instruction and calculating an updated required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time. Still further, the method includes updating the flight display comprising displaying the updated RTA target speed on the speed tape using a second symbology that is different from the first symbology and discontinuing the display of the first symbology.

Abstract: A method is provided for displaying information on a display device of an aircraft. The method comprises receiving data indicating a point selected from a trajectory of a flight path; determining an estimated time of arrival minimum and an estimated time of arrival maximum based on the point; and displaying in a dialogue box associated with the trajectory of the flight path the estimated time of arrival minimum and the estimated time of arrival maximum for the point.

Abstract: A method for providing a display to a flight crew of an aircraft includes receiving a required time of arrival (RTA) control instruction for arriving at a particular waypoint at a particular time, calculating an initial required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time, and providing a flight display comprising a speed tape. The method further includes receiving an input accepting the RTA control instruction and calculating an updated required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time. Still further, the method includes updating the flight display comprising displaying the updated RTA target speed on the speed tape using a second symbology that is different from the first symbology and discontinuing the display of the first symbology.

Abstract: A method is provided for displaying information on a display device of an aircraft. The method comprises receiving data indicating a point selected from a trajectory of a flight path; determining an estimated time of arrival minimum and an estimated time of arrival maximum based on the point; and displaying in a dialogue box associated with the trajectory of the flight path the estimated time of arrival minimum and the estimated time of arrival maximum for the point.

Abstract: A system is provided for controlling the speed of an aircraft during a deceleration segment between a first state associated with a first speed and a first time and a second state associated with a second speed and a second time. The system includes a navigation system configured to determine the first state; a guidance system configured to determine the second state; and an active deceleration system coupled to the navigation system and the guidance system and configured to construct the deceleration segment between the first state and the second state with at least one intermediate speed between the first speed and the second speed.

Abstract: Methods, systems and device are provided for smoothing a required time of arrival (RTA) speed transition for an aircraft in a multi-segmented speed profile including at least one preceding region with a first predetermined speed pad and at a speed constrained region with a second predetermined speed pad. Exemplary methods include, but are not limited to determining whether a speed constrained region is engaged by a preceding region based at least in part on a speed of an aircraft. If the speed constrained region is engaged, the instructions determine a revised second speed pad for the speed constrained region. If the speed constrained region is not engaged then the instructions assign a default speed pad as the second speed pad for the speed constrained region.

Abstract: A method and software program for providing a weather prediction of atmospheric parameters for an aircraft, includes collecting (202) at least one of a statistical description of the weather forecast or the historical weather data, processing (210) current atmospheric data received from sensors on-board the aircraft, forming (230) modeled data based on the processed current atmospheric data and the at least one of a statistical description of the weather forecast or the historical weather data, blending (250) the modeled data with the at least one of a statistical description of the weather forecast or the historical weather data, and predicting (270) atmospheric parameters based on the blending step.

Abstract: Methods, systems and device are provided for smoothing a required time of arrival (RTA) speed transition for an aircraft in a multi-segmented speed profile including at least one preceding region with a first predetermined speed pad and at a speed constrained region with a second predetermined speed pad. Exemplary methods include, but are not limited to determining whether a speed constrained region is engaged by a preceding region based at least in part on a speed of an aircraft. If the speed constrained region is engaged, the instructions determine a revised second speed pad for the speed constrained region. If the speed constrained region is not engaged then the instructions assign a default speed pad as the second speed pad for the speed constrained region.

Abstract: A system is provided for controlling the speed of an aircraft during a deceleration segment between a first state associated with a first speed and a first time and a second state associated with a second speed and a second time. The system includes a navigation system configured to determine the first state; a guidance system configured to determine the second state; and an active deceleration system coupled to the navigation system and the guidance system and configured to construct the deceleration segment between the first state and the second state with at least one intermediate speed between the first speed and the second speed.

Abstract: A method and software program for providing a weather prediction of atmospheric parameters for an aircraft, includes collecting (202) at least one of a statistical description of the weather forecast or the historical weather data, processing (210) current atmospheric data received from sensors on-board the aircraft, forming (230) modeled data based on the processed current atmospheric data and the at least one of a statistical description of the weather forecast or the historical weather data, blending (250) the modeled data with the at least one of a statistical description of the weather forecast or the historical weather data, and predicting (270) atmospheric parameters based on the blending step.

Abstract: A method of displaying on a display (104) of a vehicle includes presenting atmospheric uncertainties, including collecting (806) weather data (400), obtaining (802) weather information recorded along trajectories (203, 205, 207) of at least one vehicle (202, 204, 206), the weather information having a higher importance proportional to the portion of the trajectory (210, 216, 218) most recently traversed, creating (804) a threshold uncertainty map (300) of the weather information obtained along the trajectories (203, 205, 207), joining (808) the threshold uncertainty map (300) with the weather data (400), combining (810) an atmospheric field (400) with the joined threshold uncertainty map and the weather data, and displaying (812) the combined atmospheric field, threshold uncertainty map, and weather data on a display (104). The weather data may be recent, historical, or forecasted and may be modified to be a stochastic model.

Abstract: A method for generating emissions estimations of an aircraft is provided. A plurality of aircraft parameters is gathered. A first parameter of the plurality of aircraft parameters is selected for a first model. The first model mathematically contributes to the formulation of a first emissions estimation. The first model is considered with a plurality of additional models in view of the plurality of aircraft parameters to obtain the first emissions estimation. The first emissions estimation is a composite representation of the first model and the plurality of additional models in view of the plurality of aircraft parameters.

Abstract: Apparatus for seizing and holding the trailing edge of a paper sheet for transfer and turn-over in a printing press. The sheet transfer cylinder is provided with a rotatable central shaft and a plurality of segment members arranged in spaced planes radial to the shaft in at least one set to provide a cylindrical circumferential surface for the paper. The apparatus comprises a first elongated rod extending through the segments of the set and journalled for rotation about its longitudinal axis, brackets fixed to the rod and extending toward the circumferential surface, and a second elongated rod journalled in the brackets for rotation about its longitudinal axis exterior of the segments. Gripper elements are carried by the second rod, and a counter-ledge or bar is carried by the brackets. The gripper elements are adapted to cooperate by mechanical action with the bar to seize the paper sheet on movement of the second rod.