Abstract: A method for operating a distributed flight management system. The method includes operating a control station instance of the distributed flight management system. The method includes receiving flight management system data from a remotely accessed vehicle. The method includes receiving time-space-position information of the remotely accessed vehicle from the remotely accessed vehicle. The method includes updating the control station instance of the distributed flight management system based at least on the received flight management system data and the time-space-position information of the remotely accessed vehicle. The method includes outputting updated flight management system data for transmission to the remotely accessed vehicle to synchronize a remotely accessed vehicle instance of the distributed flight management system with the control station instance of the distributed flight management system.

Abstract: A system, device, and method for generating and employing risk-based flight path data are disclosed. The system for employing risk-based flight path data may include one or more one avionics systems and/or remote aircraft operator systems configured to receive risk-based flight path data from a route generator (RG). The RG may acquire navigation data representative of one or more waypoints, acquire risk object data based upon the navigation data, determine the risk-based flight path data representative of a risk-based flight path as a function of the acquired navigation data, the acquired risk data, and a route generating algorithm, and provide the flight path data to the one or more avionics systems and/or remote aircraft operator systems. In some embodiments, the risk object data may include a plurality of risk clearance altitudes. In other embodiments, the risk object data may include a plurality of risk clearance elevations.

Abstract: A system, device, and method for operating an aircraft autonomously are disclosed. The widget creating system may include a plurality of aircraft systems and autonomous pilot processing unit (APPU). The APPU may be configured to acquire first model data representative of either a combined strategic/operational behavior model or an operational behavior model; acquire second model data representative of an execution behavior model; acquire third model data representative of a strategic behavior model when a combined strategic/operational behavior model is not employed; acquire input data representative of at least one aircraft system parameter of each aircraft system of the plurality of aircraft systems, where the input data is acquired through the execution behavior model; monitor each aircraft system of the plurality of aircraft systems for an expected operation; and generate output data representative of at least one command provided to at least one aircraft system of the plurality of aircraft systems.

Abstract: A method of designating and communicating a desired LZ to an aircraft includes outputting a coded laser signal at or near a desired landing zone to indicate a location of the desired landing zone. The coded laser signal is received by an aircraft that desires to land at the desired landing zone. The location of the desired landing zone and an ingress path from a current location of the aircraft to the desired landing zone are determined by a processor provided with the aircraft.

Abstract: A method for receiving data packets in a communication network comprising scanning a channel for a preamble during an acquisition search window, detecting the preamble during the acquisition search window, assigning a reception acquisition search window for receipt of a data packet including a data preamble and a data portion, coordinating the transmission of the data packet with the reception acquisition search window, detecting the data preamble during the reception acquisition search window, and initiating receipt of the data portion upon detection of the data preamble.

Abstract: The present invention is directed to a system and method for a safe flight display through increasing situation awareness by an optimal presentation, given limited capacity of the system. The system may determine which terrain area needs a detail representation and which area needs a coarse representation. A view-dependent visual error metric may be utilized to define and maintain an error bound and accurately minimize the amount of terrain data being depicted. By performing a breadth-first search on the terrain database, a user can determine amount of geometry to be displayed with limited bandwidth of data presentation. The user may be allowed to scale the application to his/her desired level of detail, given a capacity of the system. Therefore, the system may provide a safe flight display with an anticipated and graceful (all portions of the screen would be given an equal quality representation) degradation in performance upon the choice of the user.

Abstract: A method of increasing situational awareness of terrain is disclosed. A representation of a terrain feature is generated from a source of stored data. A distance from a reference point to the terrain feature is determined. The representation of the terrain feature is attenuated if the distance from the reference point to the terrain feature is within a predetermined range. The representation of the terrain feature is displayed.