Abstract: A system and method for providing guidance during a flare maneuver of an aircraft may include the steps of: (1) generating a primary flare command from a primary flare control law based on an altitude of the aircraft, (2) generating the secondary flare command from a secondary flare control law based on inertial vertical speed of the aircraft, and (3) generating an ultimate flare command by selecting one of the primary flare command when the aircraft is over regular terrain or the secondary flare command when the aircraft is over irregular terrain.

Abstract: A system and method for providing guidance during a flare maneuver of an aircraft may include the steps of: (1) generating a primary flare command from a primary flare control law based on an altitude of the aircraft, (2) generating the secondary flare command from a secondary flare control law based on inertial vertical speed of the aircraft, and (3) generating an ultimate flare command by selecting one of the primary flare command when the aircraft is over regular terrain or the secondary flare command when the aircraft is over irregular terrain.

Abstract: Systems and methods for latency compensation are disclosed. In one embodiment, a computer-based system for latency compensation in a dynamic system comprises a processor and logic instructions stored in a tangible computer-readable medium coupled to the processor which, when executed by the processor, configure the processor to receive at least first parameter data from a first sensor and second parameter data from a second sensor, direct the at least first parameter data and the second parameter data into a combining filter, receive additional parameter data about the dynamic system from at least one additional sensor, construct a model of latency effects on the first parameter data and the second parameter data, and use the model of latency effects to compensate for latency-based differences in the first parameter data and the second parameter data.

Abstract: Systems and methods for latency compensation are disclosed. In one embodiment, a computer-based system for latency compensation in a dynamic system comprises a processor and logic instructions stored in a tangible computer-readable medium coupled to the processor which, when executed by the processor, configure the processor to receive at least first parameter data from a first sensor and second parameter data from a second sensor, direct the at least first parameter data and the second parameter data into a combining filter, receive additional parameter data about the dynamic system from at least one additional sensor, construct a model of latency effects on the first parameter data and the second parameter data, and use the model of latency effects to compensate for latency-based differences in the first parameter data and the second parameter data.

Abstract: A method for estimating inertial acceleration bias errors including obtaining uncorrected acceleration measurements on board a vehicle; obtaining independent position and independent velocity data of the vehicle; transforming the uncorrected acceleration measurements into a reference frame of the independent position and independent velocity data; blending the transformed acceleration measurements with the independent position and the independent velocity data to produce feedback errors; transforming the feedback errors into the reference frame of the acceleration measurements; multiplying the feedback errors by a gain and integrating to estimate the acceleration measurement bias errors.

Abstract: Systems and methods for performing localizer capture maneuvers are disclosed. In one embodiment, a method includes determining at least one instrument landing system (ILS) threshold of an aircraft, and establishing at least one final approach course (FAC) deviation threshold for the aircraft. The method further includes receiving at least one ILS localizer error, then calculating at least one FAC deviation. The at least one ILS localizer error is compared to the ILS threshold, and the at least one FAC deviation is compared to the FAC threshold. A standard capture maneuver is performed if the at least one ILS localizer error reaches its corresponding ILS threshold prior to the at least one FAC deviation reaching its FAC threshold. However, if the at least one FAC deviation reaches its corresponding FAC threshold prior to the at least one ILS localizer error reaching its corresponding ILS threshold, a modified capture maneuver is performed.

Abstract: Systems and methods for aircraft guidance using a localizer capture criteria for rectilinear displacement data are disclosed. In one embodiment, the method includes determining a rectilinear deviation D between a current aircraft location and a final defined path (FDP) of an aircraft and determining a location at which the aircraft should begin a reposition maneuver based on the rectilinear deviation D. The method starts a reposition maneuver of the aircraft at a location determined based on a relationship between D and characteristics of the aircraft during the reposition maneuver. In some embodiments, the characteristics of the aircraft may include a velocity of the aircraft with respect to ground, an aircraft track angle, a heading of the FDP of the aircraft, a maximum allowed bank angle of the aircraft during a reposition maneuver, and a time allowance for aircraft rollup and rollout.

Abstract: Systems and methods for performing localizer capture maneuvers are disclosed. In one embodiment, a method includes determining at least one instrument landing system (ILS) threshold of an aircraft, and establishing at least one final approach course (FAC) deviation threshold for the aircraft. The method further includes receiving at least one ILS localizer error, then calculating at least one FAC deviation. The at least one ILS localizer error is compared to the ILS threshold, and the at least one FAC deviation is compared to the FAC threshold. A standard capture maneuver is performed if the at least one ILS localizer error reaches its corresponding ILS threshold prior to the at least one FAC deviation reaching its FAC threshold. However, if the at least one FAC deviation reaches its corresponding FAC threshold prior to the at least one ILS localizer error reaching its corresponding ILS threshold, a modified capture maneuver is performed.

Abstract: Systems and methods for aircraft guidance using a localizer capture criteria for rectilinear displacement data are disclosed. In one embodiment, the method includes determining a rectilinear deviation D between a current aircraft location and a final defined path (FDP) of an aircraft and determining a location at which the aircraft should begin a reposition maneuver based on the rectilinear deviation D. The method starts a reposition maneuver of the aircraft at a location determined based on a relationship between D and characteristics of the aircraft during the reposition maneuver. In some embodiments, the characteristics of the aircraft may include a velocity of the aircraft with respect to ground, an aircraft track angle, a heading of the FDP of the aircraft, a maximum allowed bank angle of the aircraft during a reposition maneuver, and a time allowance for aircraft rollup and rollout.

Abstract: A method for estimating inertial acceleration bias errors including obtaining uncorrected acceleration measurements on board a vehicle; obtaining independent position and independent velocity data of the vehicle; transforming the uncorrected acceleration measurements into a reference frame of the independent position and independent velocity data; blending the transformed acceleration measurements with the independent position and the independent velocity data to produce feedback errors; transforming the feedback errors into the reference frame of the acceleration measurements; multiplying the feedback errors by a gain and integrating to estimate the acceleration measurement bias errors.

Abstract: The present method and apparatus consists of storing past values of estimated IRU error and using these past values to update the coasting filter when switching from GPS to inertial mode. Through the storage of past IRU error estimates, it is possible to avoid misdirected guidance from an erroneous GPS signal. The MMR and ground station can require up to 6 seconds to identify a failed GLS signal.

Abstract: The present method and apparatus consists of storing past values of estimated IRU error and using these past values to update the coasting filter when switching from GPS to inertial mode. Through the storage of past IRU error estimates, it is possible to avoid misdirected guidance from an erroneous GPS signal. The MMR and ground station can require up to 6 seconds to identify a failed GLS signal.

Abstract: Apparatus and methods for increasing the tolerance level of an aircraft aircrew member to G forces by providing a rapid response to the onset of the normal accelerative forces to inflate an anti-G suit worn by the aircrew member. An electronic controller controls a servo valve which in turn controls a main valve for regulating the flow of gas into the inflatable G suit. The G suit is worn by the aircraft crew member to prevent pooling of blood in the lower portion of the body during aircraft maneuvers when G forces are experienced. The electronic controller receives a first input indicative of the amount of force applied to the control stick of the aircraft by the crew member, and a second input indicative of measured accelerative forces which are normal to the longitudinal axis of the aircraft.