Abstract: A system and method for an ownship aircraft auto transition from an assigned spacing application to a visual separation application provides the ability to intuitively pre-configure for and execute an automatic transition from an assigned spacing traffic application managing an assigned interval spacing to a traffic application managing visual separation from an assigned target aircraft. This feature enables integration between separate traffic applications, creating new capabilities while reducing the workload on the pilot during a particularly busy phase of flight.

Abstract: A system and method for an ownship aircraft auto transition from an assigned spacing application to a visual separation application provides the ability to intuitively pre-configure for and execute an automatic transition from an assigned spacing traffic application managing an assigned interval spacing to a traffic application managing visual separation from an assigned target aircraft. This feature enables integration between separate traffic applications, creating new capabilities while reducing the workload on the pilot during a particularly busy phase of flight.

Abstract: A system and method for on-wing test of an aircraft transponder involves configuring a self-test feature to the transponder's corresponding onboard ACAS to verify the on-board transponder system conforms to each of a plurality of required tests of an aviation oversight authority standard for operation. Once this test is initiated, the ACAS initiates this transponder test interrogating the transponder via a low power signal causing the transponder to reply accordingly. The ACAS performs each required test to ensure proper transponder function and alerts a user with a failure indication and stores each result should the transponder fail any of the plurality of tests.

Abstract: A system and method for on-wing test of an aircraft transponder involves configuring a self-test feature to the transponder's corresponding onboard ACAS to verify the on-board transponder system conforms to each of a plurality of required tests of an aviation oversight authority standard for operation. Once this test is initiated, the ACAS initiates this transponder test interrogating the transponder via a low power signal causing the transponder to reply accordingly. The ACAS performs each required test to ensure proper transponder function and alerts a user with a failure indication and stores each result should the transponder fail any of the plurality of tests.

Abstract: Systems and methods for testing and distinguishing ADS-B Out function failures from transponder failures are disclosed. The system may include a transponder configured to: detect a test signal on an electronic interface coupled with the transponder; in response to a detection of the test signal, determine whether the transponder is experiencing a transponder failure or an Automatic Dependent Surveillance-Broadcast (ADS-B) Out function failure; and for a predetermined period of time starting from the detection of the test signal, report a failure signal to only when it is determined that the transponder is experiencing the transponder failure.

Abstract: An offscreen traffic information indicator system includes signal receivers for receiving traffic messages from proximate air and ground vehicles and a traffic indicator for determining the positions of the host aircraft and the proximate vehicles based on the traffic messages. Based on the locations of the host aircraft and proximate vehicles and their proximity to airport runways, the traffic indicator may designate runways as relevant runways (or receive relevant runway designations from the flight management system of the host aircraft) and designate proximate vehicles as relevant to the host aircraft. A display unit may display, along with a dynamic map of a region near the host aircraft, relevant runway indicators for relevant runways within the mapped region and offscreen traffic indicators for relevant aircraft positioned outside the mapped region.

Abstract: A present novel and non-trivial system, device, and method for presenting instrument approach procedure (“IAP”) advisory information to a pilot of an aircraft are disclosed. An advisory generator (“AG”) is programmed to retrieve or receive flight information representative of the current position of the aircraft, a designated airport, and at least one published IAP; weather minima data corresponding to each IAP; and one or more IAP suitability factors from a weather data source, a NOTAM data source, and/or an aircraft performance data source. The AG determines the suitability or availability of each published IAP, disables the pilot's selectability of each unsuitable or unavailable published IAP, and generates advisory data representative of information advising the pilot of the unsuitable or unavailable published IAP(s). Additionally, the AG is programmed to receive a pilot's override of an unsuitable or unavailable published IAP and enable the overridden unsuitable or unavailable IAP.

Abstract: A system and method for operational placement of Traffic Collision and Avoidance System (TCAS) antennas on an aerial vehicle. A TCAS primary directional antenna is configured to mount on a lower surface of the aerial vehicle wherein the directional antenna receives and determines a direction of reception of an RF signal. The omnidirectional antenna is mounted on an upper surface of the aerial vehicle for transmission and reception of TCAS signals. A TCAS processor has associated ports to send and receive signals to each antenna for communicating with TCAS target aircraft. The TCAS processor is configured to recognize a mounted location of the antennas via signals received from the inputs. The TCAS processor is further configured to accept a plurality of inputs via the associated ports from the lower mounted directional antenna yet still output accurate TCAS information to the TCAS display.

Abstract: Present novel and non-trivial methods for presenting traffic information are disclosed. In a first method, data representative of ownship position, first traffic, and second traffic are received by a traffic symbology generator (“TSG”). The traffic is divided into zones and a correlation between the targets of the traffic is determined. A traffic symbology data set is generated by the TSG based upon the results of the correlation(s). In a second method, data representative of ownship position and first traffic, runway references, and a selectable display range are received by the TSG. The traffic is divided into zones, and a traffic symbology data set is generated by the TSG thereafter. In a third method, data representative of ownship position and first traffic are received by the TSG. The traffic is divided into zones, and a traffic symbology data set is generated by the TSG thereafter.

Abstract: A system for providing the capability for a vehicle to avoid regions of signal interference from high energy (HE) electromagnetic (EM) radiation emitters. The system includes a processing module. A database is operatively connected to the processing module. The database comprises a plurality of geographical areas affected by HE EM radiation emitters and data associated with the geographical areas. The data includes location, lateral and vertical extents, and signal attenuation for selected geographical areas affected by HE EM radiation emitters. The data preferably also includes affected frequency spectrum for the selected geographical areas. A display system is operatively connected to the processing module. The processing module functions to receive information regarding the position of the vehicle and query the database to retrieve relevant HE EM radiation emitters which are a threat to the vehicle's ability to properly navigate or communicate.

Abstract: A present novel and non-trivial system, module, and method for presenting runway advisory information are disclosed. A runway reference may be established using data received from a source of navigation reference data, where such data could represent runway information, runway awareness zone information, landing awareness zone information, and/or runway threshold line information. Navigation data representative of at least aircraft location and input factor data may be received from a source. Phase of flight may be determined using input factor data, and a runway advisory data set may be generated as a function of phase of flight and the positional relationship between aircraft location and the runway reference. Runway advisory data set may be representative of advisory information comprised of visual runway advisory information, aural runway advisory information, tactile advisory information, or a combination thereof.