Abstract: A vehicle may include a sensor and a proactive vehicle controller that is capable of proactively altering one or more vehicle operating parameters in response to detecting a force caused by an environmental event that will be exerted on a chassis of the vehicle. The sensor has a field-of-view that includes the direction of travel of the vehicle. The sensor may detect objects in the field-of-view and, based at least in part on the behavior of the objects in the field-of-view, predicts the force exerted on the object by an environmental event. Based on the predicted force, the proactive vehicle controller proactively adjusts one or more vehicle operating parameters to minimize the effect of the force that will be exerted on the vehicle by the environmental event.

Abstract: An inertial measurement system (200) for a longitudinal projectile, comprising a first, roll gyro to be oriented substantially parallel to the longitudinal axis of the projectile; a second gyro and a third gyro with axes arranged with respect to the roll gyro such that they define a three dimensional coordinate system.

Abstract: The disclosure describes systems and methods for a stabilization mechanism. The stabilization mechanism may be used in conjunction with an imaging device. The method may be performed by a control system of the stabilization mechanism and includes obtaining a device setting from an imaging device. The method may also include obtaining a configuration of the stabilization mechanism. The method includes determining a soft stop based on the device setting, the configuration, or both. The soft stop may be a virtual hard stop that indicates to the stabilization mechanism to reduce speed as a field of view of the imaging device approaches the soft stop. The method may also include setting an image stabilization mechanism parameter based on the determined soft stop.

Abstract: A method and system for initializing a sensor fusion system is disclosed, wherein the sensor fusion system includes a base system and at least one correction system. Measured values are captured by the base system and by the correction system, and the measured values directly or indirectly describing physical quantities are afflicted with error values. The error values describe deviations of the measured values from the described physical quantities, and at least the physical quantities indirectly described in the measured values of the base system and the error values of the physical quantities cannot be determined during initialization. The measured values are continuously fused into a fusion data set after initialization. For at least one of the physical quantities associated with the measured values of the base system and the error values of the physical quantities, starting values are determined from the measured values of the correction system.

Abstract: The present invention includes a first frame attached to an aerial vehicle or a mounting plate attached to the aerial vehicle, and a second frame attached to an aimable device moveably connected to the aerial vehicle or the mounting plate. The first frame and the second frame are configured to collectively provide a hard stop that prevents the aimable device from pointing at the aerial vehicle.

Abstract: A Geo-containment system includes at least one unmanned aircraft and a control system that is configured to limit flight of the unmanned aircraft based, at least in part, on predefined Geo-spatial operational boundaries. These boundaries may include a primary boundary and at least one secondary boundary that is spaced apart from the primary boundary a minimum safe distance. The minimum safe distance is determined while the unmanned aircraft is in flight utilizing state information of the unmanned aircraft and dynamics and dynamics coefficients of the unmanned aircraft. The state information includes at least position and velocity of the unmanned aircraft. The control system is configured to alter or terminate operation of the unmanned aircraft if the unmanned aircraft violates the primary Geo-spatial operational boundary or the secondary Geo-spatial boundary.

Abstract: Combined modality hover drift cueing methods, systems and computer readable media are disclosed. For example, some implementations can include a system comprising one or more sensors, and a combined modality hover drift cueing controller coupled to the one or more sensors and configured to determine hover drift and to control a plurality of indicators in response to determined hover drift. The system can also include a mode selector coupled to the combined modality hover drift cueing controller and configured to provide an indication of mode selection between one of a first mode, a second mode and a third mode, wherein the first mode is a combined modality mode. The system can further include a peripheral vision hover drift indicator coupled to the controller and mounted on an inside surface of an aircraft cockpit, and a tactile feedback indicator coupled to the controller.

Abstract: Embodiments of the invention are directed to a multilayered obstructed brokered network routing and data repackaging system, sometimes referred to as a MOB HUB. The MOB HUB is configured to communicate with a mission computer on a vehicle. At least one mobile computer is configured to communicate with the MOB HUB.

Abstract: An aircraft flight control system includes at least two flight control computers at least one of which is utilized at any one time to control aircraft flight, each of the at least two flight control computers having at least two processors, each processor being responsive to an aircraft input signal indicative of at least one of a plurality of aircraft flight parameters and being responsive to control laws to provide a control output command signal indicative of a desired control of an aircraft flight control surface. Also, at least one of the at least two processors for each of the at least two flight control computers comprises an abnormal response monitor that is responsive to at least one aircraft input signal indicative of at least one of a plurality of aircraft flight parameters to determine whether the control output command signal is within an acceptable value.

Abstract: A screen generation process is provided that generates a game screen having disposed thereon multiple selectable objects that a player is allowed to select; an acceptance process that accepts the selection operation input on said selectable objects when the pointing location initially arrives at the location of a selectable object disposed on the game screen while the movement of the pointing location on the game screen is maintained by the player's operations, and said acceptance process accepts the selection operation input in a sequential manner, starting with the selectable object at which the pointing location arrives the earliest; and a special effect generation process that generates special effects in the course of a game driven by the player's operations based on the moment when the pointing location initially arrives at the location of the selectable object, and/or the order of acceptance of the selection operation input on the selectable objects.

Abstract: Systems and methods for displaying position sensitive datalink messages on avionics displays are provided. In one embodiment, a flight deck instrument display system for an aircraft comprises: a flight plan display screen that displays a graphical representation of at least a part of an aircraft's planned flight path together with symbology representing a position of the aircraft with respect to the aircraft's planned flight path; wherein the flight plan display screen further displays at least one symbol positioned along the graphical representation of at least a part of the aircraft's planned flight path that indicates a point of applicability for a received uplink datalink message.

Abstract: An autonomous flight termination system for terminating vehicle flight after the vehicle is launched from an aircraft includes a global positioning system (GPS) receiver; a termination unit selected from a cut-off switch connected to terminate vehicle flight when actuated, and a switch connected to detonate an explosive on the vehicle; a system controller for receiving a first signal indicating separation of the vehicle from the aircraft and a second signal from the GPS receiver to calculate an actual vehicle trajectory, and for sending a third signal to actuate the termination unit to terminate the flight of the vehicle when the actual vehicle trajectory is determined to be outside the safety bounds of a mission-planned flight trajectory; and a failsafe controller connected to receive operational data of the system controller, and to actuate the termination unit when the operational data indicates that the system is in an error state.

Abstract: Methods and systems are provided for generating a route that facilitates navigating a vehicle to a diversion destination while satisfying applicable safety thresholds or other constraints, such as a maximum landing weight. One exemplary method of facilitating an aircraft landing at a diversion airport involves obtaining a current position of the aircraft, identifying a landing threshold influenced by a characteristic of the aircraft, obtaining one or more constraints associating with diverting to the diversion airport, and determining a route from the current position to the diversion airport based at least in part on the landing threshold and the one or more constraints. The route satisfies the constraints and results in a predicted value for the aircraft, e.g., a predicted aircraft landing weight, that satisfies the landing threshold. A graphical representation of the route is displayed on a display device onboard the aircraft.

Abstract: A flight path setting apparatus includes a display unit, a selector, a range calculator, and a display controller. The display unit displays a flight path of an aircraft. The flight path includes a plurality of points. The selector selects a first point on the basis of an operation performed by a user. The first point is any one of the points displayed by the display unit. The range calculator calculates a non-settable range on the basis of a flight performance and a surrounding environment of the aircraft. The non-settable range is a region that is around the first point and in which a second point is not settable. The second point is subsequent to the first point on the flight path. The display controller causes the display unit to display the non-settable range that relates to the first point and is calculated by the range calculator.

Abstract: Nutritional substance systems and methods are disclosed enabling the tracking and communication of changes in nutritional, organoleptic, and aesthetic values of nutritional substances, and further enabling the adaptive storage and adaptive conditioning of nutritional substances.

Abstract: A control augmentation system for high aspect ratio aircraft has aileron/flaperon and throttle position sensors; spoiler and flap controls; a mode switch with manual, and landing modes; and a controller driving left and right spoiler and flap servos, the controller including at least one processor with memory containing firmware configured to: when the mode switch is in manual mode, drive both spoiler servos to a symmetrical position according to the spoiler control; when the mode switch is in landing mode, drive the left spoiler to a position dependent on aileron and throttle position, and the right spoiler to a position dependent on aileron and throttle position, the left and right spoiler positions differing whenever ailerons are not centered, and an average of spoiler positions is more fully deployed when the throttle position is at a low-power setting than when the throttle position is at a high-power setting.

Abstract: Disclosed herein is one embodiment of a thrust system that includes at least one modular thrust unit and at least one control module. The at least one modular thrust unit includes a base that is made from structural members that are inter-connectable in a plurality of different structural configurations. The at least one modular thrust unit further includes at least one thrust generator coupleable to the base in a thrust configuration and at least one power source operable to deliver power to the at least one thrust generator. The at least one control module is coupleable to the at least one modular thrust unit and operable to control at least one of the at least one thrust generator and the at least one power source.

Abstract: A method for integrating a new navigation service is implemented in an avionics onboard system comprising a DAL+ core computer and a DAL? peripheral computer for managing the application. The method of integration determines an optimal functional and physical distribution of the elementary functions FU(i) of the new service within the onboard avionics system over the set of possible distributions which minimizes a global cost criterion CG, dependent on several parameters, including at least the additional development cost of the elementary functions integrated within the digital DAL+ core computer, and carries out the integration of the new service.

Abstract: In one example, a method to guide and navigate the aircraft during a complete engine failure is disclosed. Nearby airport data is obtained based on aircraft current location upon detecting the complete aircraft engine failure. Minimum and maximum glide distances of the aircraft are computed based on the current aircraft state parameters and environmental parameters. Candidate reachable airports are determined using the obtained nearby airport data for safe landing based on the computed minimum and maximum glide distances. A glide path for each candidate reachable airport is determined. The aircraft is navigated and guided to a selected one of the candidate reachable airports using an associated glide path.

Abstract: A method of controlling an engine for a propeller-driven aircraft, including setting an initial maximum power limit, wherein the initial maximum power limit is associated with a maximum allowable thrust for an aircraft, receiving an indication that a predetermined aircraft condition is satisfied, and setting an updated maximum power limit.

Abstract: A method and apparatus for processing aerodynamic angles for an aircraft. A first rate of change in an inertial aerodynamic angle is calculated using data received from an inertial measurement system for the aircraft. Further, a second rate of change in an externally measured aerodynamic angle is calculated. Yet further, a filtered aerodynamic angle is generated during a flight of the aircraft using the first rate of change in the inertial aerodynamic angle and the second rate of change in the externally measured aerodynamic angle. Still further, a contribution of the first rate of change in the inertial aerodynamic angle used in generated the filtered aerodynamic angle is changed based on a difference between the first rate of change in the inertial aerodynamic angle and the second rate of change in the externally measured aerodynamic angle, enabling controlling the flight of the aircraft using the filtered aerodynamic angle.

Abstract: Systems, methods and apparatus are provided for translating an alert signal into an auto flight system (AFS) maneuver. The system comprises a first module. The first module is configured to receive an alert signal and to construct one or more AFS mode commands associated with the alert signal. The system also comprises a second module. The second module is configured to read and to execute the one or more AFS mode commands that when executed manipulate two or more standard AFS modes that implement the AFS maneuver. The system further comprises a state machine, which couples the first module to the second module and is configured to coordinate the construction of the one or more AFS mode commands by the first module with an execution of the one or more AFS mode commands by the second module.

Abstract: One embodiment provides a method comprising receiving a flight plan request for a drone. The flight plan request comprises a drone identity, departure information, and arrival information. The method further comprises constructing a modified flight plan for the drone based on the flight plan request, wherein the modified flight plan represents an approved, congestion reducing, and executable flight plan for the drone, and the modified flight plan comprises a sequence of four-dimensional (4D) cells representing a planned flight path for the drone. For each 4D cell of the modified flight plan, the method further comprises attempting to place an exclusive lock on behalf of the drone on the 4D cell, and in response to a failure to place the exclusive lock on behalf of the drone on the 4D cell, rerouting the modified flight plan around the 4D cell to a random neighboring 4D cell.

Abstract: Systems and methods for filtering a micro-electromechanical system sensor rate signal with error feedback are provided. In one example, a micro-electromechanical system sensor rate signal is provided. Next, a feedback signal from a feedback loop is subtracted from the micro-electromechanical system sensor rate signal to produce a first combined signal. The first combined signal is then filtered to produce a filtered rate output. The micro-electromechanical system sensor rate signal is then subtracted from the filtered rate output to produce an error signal, wherein the error signal is used in the feedback loop to generate a feedback signal for a future time step.

Abstract: Embodiments of the present invention provide an alternative distributed airborne transportation system. In some embodiments, a method for distributed airborne transportation includes: providing an airborne vehicle with a wing and a wing span, having capacity to carry one or more of passengers or cargo; landing of the airborne vehicle near one or more of passengers or cargo and loading at least one of passengers or cargo; taking-off and determining a flight direction for the airborne vehicle; locating at least one other airborne vehicle, which has substantially the same flight direction; and joining at least one other airborne vehicle in flight formation and forming a fleet, in which airborne vehicles fly with the same speed and direction and in which adjacent airborne vehicles are separated by distance of less than 100 wing spans.

Abstract: One embodiment is directed towards a method of navigating a body. The method includes determining a respective measured direction of each of a plurality of celestial objects with respect to the body based on an output of one or more star tracking sensors mounted to the body. Calculating an expected direction of at least one of the plurality of celestial objects with respect to the body based on a current navigation solution for the body. Calculating an updated navigation solution for the body based on the expected direction of the at least one celestial object, the measured direction of the plurality of celestial objects, and an output of one or more inertial sensors mounted to the body.

Abstract: An apparatus for measuring a bending angle between two portions of a workpiece in a bending machine includes at least a motion sensor unit provided with a gyroscope sensor, a processing unit connected with the gyroscope sensor and a coupling device for connecting the motion sensor unit with a portion of the workpiece to be bent. During a bending operation of the workpiece the gyroscope sensor measures at least one angular velocity and a related rotation angle of the portion according to an axis and the processing unit receives data from the gyroscope sensor regarding the rotation angle in order to calculate the bending angle as a function of the rotation angle.

Abstract: Control of aircraft steering during ground travel is provided in an aircraft equipped with an engines-off wheel drive system controllable to move the aircraft autonomously on the ground without reliance on the aircraft's main engines or external tow vehicles. The wheel drive system is designed to interact with the aircraft's nose wheel hydraulic steering system to augment or replace the hydraulic steering system with the operation of the wheel drive system at taxi speeds, particularly at very low taxi speeds and even when the aircraft is stopped, to steer the aircraft as it maneuvers through turns during ground travel between landing and takeoff and at other times.

Abstract: A system for navigating an aircraft includes a first aircraft with a first communication unit and a second aircraft with a second communication unit. The first aircraft is adapted for determining coordinates of a position of a waypoint. The first communication unit is adapted to transmit the coordinates of the position of the waypoint to the second communication unit. The second aircraft is adapted to navigate to the position of the waypoint. Several waypoints can be provided in this manner such that a flight trajectory is established along which the second aircraft may follow the first aircraft. In addition, the second aircraft may be adapted to follow the first aircraft based on a received identification signal. In certain embodiments, the system can be used such that the second aircraft can follow the first aircraft in case of a failure of systems of the second aircraft.

Abstract: A method. The method includes receiving user input data from a user interface system. The user input data includes user gesture data, wherein the user gesture data is associated with one or more detected user gestures. The method also includes manipulating one or more graphical flight path elements based at least upon received user gesture data. The method further includes performing at least one flight path modification operation based at least upon one or more factors and the received user gesture data. The method additionally includes outputting updated graphical data to the user interface system, wherein the updated graphical data includes updated graphical flight path element data and updated graphical flight path data.

Abstract: A high-lift system on a wing of an aircraft is provided. The wing includes a right-hand and a left-hand wing half with movably held high-lift flaps and the right-hand and left-hand wing half are attached to an aircraft fuselage, thus forming a wing root. Each wing half in a region in close proximity to the wing root, includes a drive unit. In each case this drive unit is joined to a transmission shaft mechanically connected to the respective drive unit, which transmission shaft extends from the drive unit in the direction of the end of the respective wing half and is designed to mechanically move the high-lift flaps arranged in the respective wing half. By means of such an arrangement it is possible to do without deflection gear arrangements from a central drive unit to the individual wing halves.

Abstract: An aiming assembly comprising an instrument and aiming device, the aiming device comprises: a frame, a mobile part comprising a plate, the instrument being fixed onto the plate, the mobile part and the instrument having a centre of gravity, the mobile part being rotationally mobile relative to the frame on a first axis of rotation, and comprising a support configured to cooperate with the plate to allow the plate to be rotationally mobile relative to the frame about a second axis of rotation at right angles to the first axis of rotation, and rotationally mobile relative to the frame on the first axis, the first and second axes of rotation intersecting at a point of intersection. The point of intersection coincides with the centre of gravity of the mobile part and of the instrument, and the support comprises a flexible part configured to compensate for the differential expansions on the second axis of rotation between the frame and the plate.

Abstract: Methods involve using a guided munition (e.g., a mortar round or a grenade) that utilizes deployable flow effectors, activatable flow effectors and/or active flow control devices to extend the range and enhance the precision of traditional unguided munitions without increasing the charge needed for launch. Sensors such as accelerometers, magnetometers, IR sensors, rate gyros, and motor controller sensors feed signals into a controller which then actuates or deploys the flow effectors/flow control devices to achieve the enhanced characteristics.

Abstract: A controllable aircraft taxi system is provided that enables the simultaneous control of aircraft autonomous ground movement and direction of aircraft autonomous ground movement. Independently controlled non-engine drive means capable of driving an aircraft landing gear wheel to move an aircraft autonomously on the ground without reliance on the aircraft's main engines are mounted to provide driving torque to aircraft a selected number of main landing gear wheels. The aircraft nose landing gear steering system is provided with steering angle detection and measurement means adapted to communicate with main landing gear wheel non-engine drive means, enabling simultaneous control over both autonomous aircraft ground travel and direction of autonomous aircraft ground travel. The present invention overcomes steering challenges presented by using non-engine drive means on main landing gear wheels to drive aircraft autonomously during taxi.

Abstract: A method for managing a premature descent envelope during descent of an aircraft is provided. The method receives glideslope deviation data by an instrument landing system (ILS) onboard the aircraft; compares, by the ILS, the glideslope deviation data to an acceptable band of glideslope deviation values; and when the glideslope deviation data is within the acceptable band, expands, by a terrain awareness and warning system (TAWS), the premature descent envelope to produce an increased premature descent envelope for the aircraft.

Abstract: A method of controlling the flight of an aircraft by automatically controlling the descent phase of an aircraft using a Flight Management System and Flight Guidance System (FMS & FGS) to control the air speed of the air craft and respond to an over speed condition.

Abstract: The invention relates to a method for managing an electric motor (6) intended to drive rotationally a wheel (4) of an aircraft (1), the method comprising the step of short-circuiting the phases of the electric motor (6) when the aircraft (1) is in a period of deactivation of the motor (6) during which it is envisaged not using the electric motor (6).

Abstract: A method determines the optimal turn direction of an aircraft among two directions, right and left, following a lateral trajectory to join an arrival straight charted by an angle of arrival, based on a departure point and angle of departure defining a departure straight oriented along movement of the aircraft, the direction defined by a respectively positive or negative optimal turn sign, comprising: determining a conventional departure sign of the departure point; determining a center value of an angle of change of course equal to the difference between the angle of arrival and angle of departure referred back between ?180° and +180°, the center value exhibiting a logical sign corresponding to the center value sign of the angle of change of course; determining the sign of the optimal turn based on comparison between the departure sign and the logical sign, the sign of the optimal turn defining optimal turn direction.

Abstract: A system in accordance with present embodiments includes a ground controller and an unmanned aerial vehicle including communications circuitry configured to transmit signals to and receive signals from the ground controller. The system may also include a vehicle controller configured to execute a flight plan and at least one special effects module. The system may also include a special effects module controller configured to cause the special effect to be activated in response to an activation signal from the ground controller.

Abstract: An energy protection device comprising an activation unit for, in a low energy situation, automatically activating an energy protection function comprising automatically engaging an autothrust and automatically controlling the engines of the aircraft for the engines to supply a maximum thrust, an auxiliary monitoring unit configured to perform a monitoring to detect an absence of activation of a protection mode by at least one of the engines of the aircraft although an activation command has been transmitted, and a disconnection unit to automatically disconnect the autothrust in case of the detection of such a situation, a disconnection of the autothrust resulting in the triggering of the protection function being stopped.

Abstract: The invention relates to a method of flying an unmanned aerial vehicle (UAV) in response to emergency conditions, the method including steps implemented using a controller forming part of the unmanned aerial vehicle, the steps comprising: defining a plurality of emergency conditions; associating each emergency condition with a priority level; associating each emergency condition with an objective; sensing a plurality of operating parameters of the unmanned aerial vehicle to detect whether one of the plurality of emergency conditions exists; when one or more emergency condition is detected: generating a trajectory for the detected emergency condition having a highest associated priority level, wherein the trajectory is generated in accordance with the objective associated with the emergency condition that has the highest associated priority level; and instructing the unmanned aerial vehicle to follow the generated trajectory.

Abstract: An system for increasing the descent rate of an aircraft may include a flight control computer, an edge control system, and a speedbrake control device. The flight control computer may be configured to compute a first setting for a leading edge device and/or a trailing edge device of an aircraft wing. The edge control system may be communicatively coupled to the flight control computer and may include an edge control device having a plurality of control device positions including a cruise position. The speedbrake control device may include a plurality of speedbrake detents including a flight detent. The edge control system may be configured to automatically command the leading edge device, the trailing edge device, or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent.

Abstract: One object of the present invention is to produce an operation method that allows a player to enjoy moving a character in a game space. In accordance with an aspect, the server device according to an embodiment includes an information storage unit for storing information, a game progression control unit for controlling progression of a game, a display image generating unit for generating an image to be displayed on a display device of the terminal device and displaying the image on the display device, a moving direction setting unit for setting a moving direction of a player character which is operated by the player, a player character control unit for controlling the movement of the player character in the game space, and a non-player character control unit for controlling the movement of a non-player character which is not operated by the player.

Abstract: A device is provided having a flow passage with at least one surface and at least one electrode pair positioned thereon for effecting fluid flow through the flow passage. When at least one electrode of an electrode pair of the at least one electrode pair is powered, a sheath region is generated in the flow passage, wherein the sheath region has a high electric field relative to the remainder of the flow passage. In an embodiment, one electrode of the electrode pair is separated from the other electrode of the electrode pair by a horizontal, vertical, depth, and/or total distance of about 1 microns.

Abstract: Methods and apparatus for providing trajectory planning for an aircraft based on constraint processing are disclosed. The method may take into consideration the dynamic or real-time operational and environmental factors, and utilizes constraint processing to provide trajectory optimizations between the end points of the flight. The trajectory planning method may be performed utilizing a computer or processor onboard the aircraft. The method may include receiving a starting location and an ending location for a phase of flight of the aircraft; receiving a set of constraints from multiple systems and sensors for the phase of flight of the aircraft, wherein operations of the aircraft during the phase of flight are subject to the set of constraints; and analyzing the set of constraints to determine an optimal trajectory between the starting location and the ending location, the optimal trajectory is determined based on compliance with the set of constraints.

Abstract: A distributed electromechanical actuation system including multiple electromechanical actuators intended to operate together in a synchronous (or near synchronous) manner. Each individual actuator is powered by one or more induction motors or other appropriate motor such as a stepper motor. The induction motors are designed to have a very high pullout torque with very low slippage to the pull out point. The group of actuators is controlled from a single controller (e.g., an induction motor controller) that utilizes a Volts per Hertz type of open loop control where the bus voltage and frequency are controlled to assure that the motors always operate on the low slip side of the pull out point performance curve.

Abstract: The invention regards a plasma-enhanced active laminar flow actuator system (1) adapted to an aerodynamic surface (3) which has a nano-engineered composite material layer (5) comprising a set of electrodes arranged (7?, 7?) in at least an upper (P1) and a lower (P2) plane extending parallel with the aerodynamic surface (3); the electrodes (7?, 7?) comprising nano filaments (9); the electrodes (7?) of the upper plane (P1) are arranged in the aerodynamic surface (3) such that they define a smooth and hard aerodynamic surface (3); conductors (11, 11?) of nano filaments (9?) arranged for electrical communication between a control unit (13) and each of the electrodes (7?, 7?), wherein the control unit (13) is adapted to address current between cooperating electrodes (7?, 7?) of the upper and lower plane (P1, P2) from a current supply depending upon air flow characteristic signals fed from air flow sensor means (19).

Abstract: An aircraft is provided with: an attitude control command calculating section which calculates an attitude control command for target attitude on the basis of a control stick operation amount; a gain value generating section which generates a gain value equal to or less than 1 which decreases as the control stick operation amount is larger; a multiplication section which multiplies the attitude control command for target attitude by the gain value; and a addition section which adds a rate damping control command to the attitude control command for target attitude multiplied by the gain value and outputs a result to a subtraction section for calculating an SAS command.

Abstract: Wind energy conversion systems including an airborne wing, a tether, a generator, and a control system arranged to communicate with the airborne wing so that the control system directs the airborne wing to follow a predetermined flight path including a power generating phase. The predetermined flight path, during the power generating phase, includes a crosswind flight path of increasing altitude and a plurality of airborne wing turns, at each turn the airborne wing turn around an axis of the airborne wing, so that a vertical airspace for the predetermined flight path during the power generating phase is minimized.

Abstract: A method for detecting piloting conflicts between the crew and the autopilot of an aircraft. According to the method, an automatic trajectory is programmed by checking whether the actual values of navigation parameters converge on said corresponding desired values within a predetermined convergence period; in the case where at least one of the actual values does not converge, within the convergence period, on the corresponding desired value, a predictive calculation is carried out, at consecutive future moments, of the value of at least one particular parameter selected amongst the navigation parameters; and in the case where the predicted value of the particular parameter is higher than a corresponding predefined threshold, an alarm is emitted for the crew of the aircraft to notify them about a piloting conflict being able to jeopardize the flight safety of the aircraft. A device for implementing the method. An aircraft including the device.