Abstract: Methods and systems are provided for providing training on a vehicle. The method includes acquiring, using processing circuitry, one or more alert modes associated with a vehicle. Further, the method includes controlling one or more alert devices as a function of a first alert mode. The first alert mode is selected from the one or more alert modes. The method includes outputting information to a user associated with the first alert mode via one or more output devices.

Abstract: Exemplary embodiments are directed to wireless charging and wireless power alignment of wireless power antennas associated with a vehicle. A wireless power charging apparatus includes an antenna including first and second orthogonal magnetic elements for detecting a horizontal component of a magnetic field generated from a second charging base antenna. A processor determines a directional vector between the antennas.

Abstract: The present disclosure relates generally to systems and methods for generating, processing and correlating data from multiple sensors in an autonomous navigation system, and more particularly to the utilization of configurable and dynamic sensor modules within light detection and ranging systems that enable an improved correlation between sensor data as well as configurability and responsiveness of the system to its surrounding environment.

Abstract: An example real-time ad hoc network sensor system includes a plurality of sensors positioned at fixed locations on an aircraft, a plurality of mobile devices in an interior of the aircraft, and a computing device having one or more processors and a non-transitory computer readable medium having stored thereon instructions, that when executed by the one or more processors, cause the computing device to perform functions including receiving outputs from the plurality of sensors and from the sensors of the plurality of mobile devices during the flight of the aircraft, mapping the outputs to a computer model of the aircraft for association with locations in the interior of the aircraft, and based on the mapping, creating a vehicle data-signature-map of the interior of the aircraft for at least one parameter of the aircraft.

Abstract: An aircraft control system may include an engine control subsystem, a flight control subsystem, a processor, and a tangible, non-transitory memory. The tangible, non-transitory memory may be configured to communicate with the processor, and the tangible, non-transitory memory may have instructions stored thereon that, in response to execution by the processor, cause the aircraft control system to perform various operations. The various operations may include controlling, by the processor, the engine control subsystem and controlling, by the processor, the flight control subsystem. That is, a single processor (or a single set of processors) may control both the engine control subsystem and the flight control subsystem.

Abstract: According to one embodiment, a method, computer system, and computer program product for detecting and managing anomalies in one or more sensors is provided. The present invention may include simulating, by one or more environmental models, an expected output of the one or more sensors; responsive to identifying that an actual output of the one or more sensors differs from the expected output by a threshold value, detecting one or more anomalous sensors; and performing one or more actions to manage the one or more anomalous sensors based on the presence of the one or more sensors within a plurality of anomaly reaction zones.

Abstract: A remote aircraft preflight verification method includes sending a request via a remote interface for data from a sensor onboard an aircraft, transmitting the data from the sensor to the remote interface, processing the data via the remote interface to enable a determination that one or more preflight requirements are met, and presenting the data via the remote interface for enabling verification that the one or more preflight requirements are met. The method steps are repeated for multiple sensors. A remote aircraft preflight verification system includes sensors located onboard an aircraft and a remote interface communicatively coupled to the sensors. The remote interface includes a display for presenting data and an interface enabling verification of preflight readiness. The system may optionally include a wireless access point for coordinating the transmitting and receiving of instructions and data between the sensors and the remote interface.

Abstract: Aircraft fly-by-wire systems and related vehicle electrical systems are provided. In one embodiment, an electrical system suitable for use with a control surface of a vehicle, such as an aircraft, is provided. The electrical system includes a plurality of communications buses and a plurality of control modules, wherein each of the plurality of control modules is connected to a respective subset of the plurality of communications buses that is unique among the plurality of control modules, and a plurality of actuation control modules associated with the control surface, wherein each of the plurality of actuation control modules is connected to a respective subset of the plurality of communications buses that is unique among the plurality of actuation control modules. Thus, each of the control modules is isolated from at least one of the communications buses.

Abstract: An air data system for measuring an airspeed includes a pair of electrodes, and one or more magnets arranged relative to the pair of electrodes. The pair of electrodes includes a first electrode and a second electrode spaced apart from the first electrode along a first dimension by an air gap. The one or more magnets produce a magnetic field within the air gap. The air data system further includes an electronic circuit interfacing with the pair of electrodes. The electronic circuit outputs a voltage difference measured between the pair of electrodes across the air gap. A magnitude of the voltage difference indicates a magnitude of an air stream velocity through the air gap.

Abstract: A process and machine configured to predict and preempt an aerodynamic disturbance. The machine may include a BDE (Bhan-Donahue-Endres) adaptor configured to that comprises a specially programmed processor that has an adaptive learning control and rules to: modify a control augmentation system on an aerospace vehicle, to preclude an undesired state of the aerospace vehicle unaccounted for by control laws in current control augmentation systems; form a prediction for an airspeed of the aerospace vehicle that replaces an airspeed input from a sensor of the aerospace vehicle, in a phase of operation prone to instrumentation error, into the control augmentation system; generate an estimate, based upon the prediction, of an anticipated disturbance to a desired state of the aerospace vehicle; and generate, based upon the estimate, a command to a control element of the aerospace vehicle that preempts the undesired state of the aerospace vehicle.

Abstract: A method for monitoring an oscillatory signal from an oscillating device includes filtering the oscillatory signal to within a desired frequency band to provide a filtered signal and extracting an amplitude from the filtered signal. The method further includes switching control of the oscillating device when the amplitude exceeds a predetermined amplitude requirement for a predetermined duration. An oscillatory signal monitor includes a first controller and a second controller each configured to independently control an oscillating device. An oscillatory signal based on a position of the oscillating device is filtered to a desired frequency band, and an amplitude is extracted from the filtered signal. A switch is provided for switching control of the oscillatory device from the first controller to the second controller when the amplitude exceeds a predetermined amplitude requirement for a predetermined duration.

Abstract: A design method for optimization of a transient control law of the aero-engine is disclosed, and performs the transient schedule optimization for the aero-engine by adopting an SQP algorithm, to realize the design of the transient control law along a constrained boundary condition. The fuel flow rate value is adjusted, other constraints remain unchanged, and the transient control law is designed under different limits. The transient time under each transient control law is calculated by constructing the transient time evaluation function. A lookuptable interpolation table is established by using the calculated transient time and corresponding fuel flow, to realize the fuel flow scheduling under different transient time. The fuel flow obtained by scheduling in the expected time is taken as an acceleration and deceleration control schedule of the closed-loop control of the aero-engine, and the output thereof is taken as the reference instruction of an acceleration process.

Abstract: A rotorcraft including a control element, a control sensor connected to the control element, where the control sensor is operable to generate trim data indicating a displacement of the control element in relation to a trim position of the control element, and a flight control computer (FCC) operable to monitor the trim data and determine an active detent state of the control element. The active detent state is one of an in-detent state, an out-of-detent state, and an in-transition state. The FCC is operable to buffer a transition of the active detent state from the in-detent state to the out-of-detent state using the in-transition state. The FCC provides a first flight management function when the active detent state is the in-detent state or the in-transition state, and provides a second flight management function when the active detent state is the out-of-detent state.

Abstract: A numerical control device includes a first control unit to write a control right request for a second system axis to a shared area in a case where a machining program contains an axis exchange command designating a second system axis that is driven by a second control unit, and determines acquisition of a control right for the second system axis based on a response from the second control unit written to the shared area.

Abstract: A device for controlling at least one drive device of a surgical table, comprising a control unit for making available an output control signal on the basis of at least a first input control signal. The device is configured in such a way that the drive device is controllable with the aid of the output control signal, and that the drive device is directly controllable with the aid of a second input control signal. The device is characterized in that the control unit receives the second input control signal or a signal based on the second input control signal.

Abstract: The present disclosure provides methods and system for managing gust loading in an aircraft. A deflection angle of one or more spoilers of the aircraft is monitored. When the spoiler deflection angle is above a first threshold value, one or more aileron control signals are sent to the ailerons. The aileron control signals cause the ailerons to deflect based on the spoiler deflection angle.

Abstract: A fly-by-wire system includes an electromechanical actuator which includes a plurality of electromechanical motors. Each of the plurality of electromechanical motors is configured and operable to exchange operating status information with the other redundant electromechanical motors within the actuator. Also, each one of the plurality of electromechanical actuators is configured and operable to automatically configure itself for optimal mode of operation based on the received operating status information of at least one of the other electromechanical motors. The fly-by-wire system further includes a flight control computer operatively connected to the plurality of electromechanical motors within the actuator.

Abstract: An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

Abstract: Embodiments are directed to systems and methods for managing electrical load in an aircraft comprising a generator coupled to an aircraft engine, and a power distribution controller configured to monitor current engine operating parameters and to reduce an electrical load on the generator when the engine operating parameters reach a limit during specified aircraft operating conditions. The system may further comprise a non-essential electrical bus coupled to the generator, wherein the electrical load on the generator is reduced by disconnecting the non-essential bus from the generator. The generator may be coupled to the aircraft engine via an accessory gearbox or a transmission gearbox. The monitored current engine operating parameters comprise one or more of an engine torque, a gas generator RPM, and a temperature. The aircraft operating conditions may comprise one or more of a takeoff, a landing, or an engine failure.

Abstract: A control surface disconnect detection system includes a mechanical disconnect detection device that includes: a first contact element; a second contact element; and a mechanical fuse that includes a conduction path. In a normal operational state the conduction path creates an electrical pathway between the first contact element and second contact element and when in a control surface disconnected state the conduction path does not create an electrical pathway between the first contact element and the second contact element. The system also includes a radio frequency identification (RFID) tag connected to the first contact element and the second contact element such that when the mechanical disconnect detection device is in the normal operation state the RFID tag does not transmit information, and when the mechanical disconnect detection device is in the control surface disconnected state the RFID tag does transmit information.

Abstract: A system includes a plurality of sensors measuring a physical parameter; a processing unit communicatively coupled to the plurality of sensors and configured to receive sensor data from each of the plurality of sensors; wherein the processing unit is further configured to compare rates of change between sensor data for each individual sensor of the plurality of sensors and each of the other individual sensors of the plurality of sensors; wherein the processing unit is further configured to perform a first action when the rate of change of each of the plurality of sensors is within a first threshold of all of the other plurality of sensors; and wherein the processing unit is further configured to perform a second action when the rate of change of at least one of the plurality of sensors is not within the first threshold of at least another of the plurality of sensors.

Abstract: A wakeboat has a hull, the hull forming a wake when moving forward in the water, with a left quiet region and a right quiet region in the wake. The hull may exhibit rotation around one or more of its roll, pitch, and yaw axes which affects the quiet regions in the wake. A gyroscope supported in the hull may be used to rotate the hull around one or more axes. Such rotation may be used to create a surf left and/or surf right configuration, and measured via one or more sensors. Other systems and methods are also provided.

Abstract: A system for monitoring actuation of a flight control surface, the flight control surface being connected to a track that moves the flight control surface between at least a retracted position and an extended position, the system including a rack connected to the track, a pinion engaged with the rack and a rotation detector operatively connected to the pinion.

Abstract: An Unmanned Air Vehicle control station, comprising critical systems implementing safety involved functions, non-critical systems implementing non-safety involved functions and a gateway computer. The critical systems comprise at least two redundant critical computers, a redundant critical network and critical back-up network, and at least two redundant UAV-specific computers that implement UAV-specific functions and communicate with the UAV, wherein the at least two critical computers and the at least two UAV-specific computers are connected to the critical network and to the critical back-up network. The non-critical systems comprise at least one non-critical computer, and a non-critical network, wherein the at least one non-critical computer is connected to the non-critical network.

Abstract: An inductive landing apparatus for an unmanned aerial vehicle and methods of operation. One method includes locating, with a flight controller, an overhead power line. The method includes controlling a flight system communicatively coupled to the flight controller to bring the unmanned aerial vehicle in proximity to the overhead power line. The method includes controlling the flight system to position the unmanned aerial vehicle such that a first inductive clamp and a second inductive clamp of the unmanned aerial vehicle are aligned with the overhead power line. The method includes causing the first and second inductive clamps to open. The method includes causing the first and second inductive clamps to close around the overhead power line. The method includes inductively coupling the first and second inductive clamps to the overhead power line.

Abstract: Some embodiments include a surface surveying device, in particular profiler or 3D scanner, for determining a multiplicity of 3D coordinates of measurement points on a surface, comprising a scanning unit and means for determining a position and orientation of the scanning unit, a carrier for carrying the scanning unit and at least part of the means for determining a position and orientation, and a control and evaluation unit with a surface surveying functionality. The carrier is embodied as an unmanned aerial vehicle which is capable of hovering and comprises a lead, the latter being connected at one end thereof to the aerial vehicle and able to be held at the other end by a user, wherein the lead is provided for guiding the aerial vehicle in the air by the user and the position of the aerial vehicle in the air is predetermined by the effective length of the lead.

Abstract: Apparatus for generating electric power within vicinity of powerlines using varying electric fields and an electrical pathway to ground are disclosed. Such apparatus preferably include, for example, UAVs, charging stations, and power strips mountable to a powerline transmission tower. Methods and systems utilizing such apparatus further are disclosed. The electrical pathway to ground may include an interface that is tethered to a UAV and that is dragged along a shield wire behind the UAV as the UAV travels along the powerlines. The electrical pathway to ground alternatively may include an electrical connection to a ground of a support structure of the powerlines when the apparatus is a power strip mounted to the support structure.

Abstract: Methods and apparatus for controlling aircraft flight control surfaces are disclosed. An example apparatus includes a flight control surface controller to move a control surface of an aircraft to a target position via at least one of a first actuator or a second actuator associated with the control surface based on a command input received by the flight control surface controller. The flight control surface controller to: obtain a flight characteristic of the aircraft; compare the flight characteristic to a flight characteristic threshold; in response to a first comparison result, cause the first actuator to move the control surface to the target position based on the command input without moving the second actuator; and in response to a second comparison result, cause the first actuator and the second actuator to move the control surface to the target position based on the command input.

Abstract: An autopilot actuator includes first and second motors each including a rotatable motor output shaft such that either one or both of the motors can drive an actuator output shaft. An autopilot main unit enclosure is removably mounted to the helicopter proximate to a cyclic control and commonly houses autopilot actuators as well as main autopilot electronics. A cyclic vibration isolator is removably supported by an actuator shaft for co-rotation and coupled to the cyclic control to attenuate a cyclic vibration frequency at the actuator shaft while output rotations of the actuator shaft below a resonant frequency are coupled to the cyclic control. A force limited link includes first and second ends and a variable length between. The force limited link having a relaxed length when less than an unseating force is applied and the variable length changes when an applied force exceeds the unseating force to permit pilot override.

Abstract: A method for determining uncertainty in a predicted flight path for an aerial vehicle can include determining, by one or more computing devices, uncertainty in a performance model of the aerial vehicle. The method can further include determining, by one or more computing devices, uncertainty in a weather model indicative of weather conditions along the predicted flight path. In addition, the method can include determining, by the one or more computing devices, uncertainty in the predicted flight path based on the uncertainty in the performance model and the uncertainty in the weather model. The method can further include generating, by one or more computing devices, a notification indicating the uncertainty in the predicted flight path.

Abstract: Methods and systems for detecting skew in a wing slat of an aircraft are provided. At least one pair of sensors associated with the wing slat is excited via at least one first electronic device. In response to the exciting and at the at least one first electronic device, at least one pair of signals indicative of at least one pair of state-change counts for the at least one pair of sensors is obtained. The at least one pair of state-change counts is transmitted to at least one second electronic device communicatively coupled to the at least one first electronic device. At the at least one second electronic device, a skew level of the wing slat is determined based on the at least one pair of state-change counts.

Abstract: A method having a safety sensor and a safety sensor having at least one first evaluation unit having a first evaluation program, and at least one second evaluation unit having a second evaluation program. A two-channel system is formed with each evaluation unit being connected to a respective random access memory, and with each evaluation unit having a respective program memory, with a bidirectional communication channel being arranged between the evaluation units. A cross-comparison of the evaluation results can be carried out between the evaluation units, with a user program being able to be stored in at least one of the two program memories and/or in one of the two random access memories, with at least that evaluation unit which executes the user program having a memory protection device which is configured to restrict memory access of the user program to a defined memory region within the random access memory.

Abstract: The present invention provides a failure logic modeling method for a high-speed railway train operation control on-board system, including the following steps: determining the functional relationship between the structure and the parts of the train control on-board system; analyzing the failures of the parts based on known failures of the train control on-board system in combination with brainstorming; establishing an FMEA table to generalize the failures of the parts; editing and simulating the failures by using a modeling tool. By adopting the present invention, the failure modes analyzed are more systematic, and the failure logic modeling can be carried out from a global perspective more easily, the whole process can be better targeted meanwhile, the security analysis complexity of the train control system will be effectively reduced and the development period of the train control system will be shortened.

Abstract: Method and apparatus for calculating probabilities of service interruptions based on fault event indications. Instances of fault event indications are filtered to remove duplicate indications for the same fault event. Then a probability of the fault event indication causing a service interruption is calculated by dividing a number of service interruptions caused by instances of the fault event indication by the number of fault event indications. In the event that a particular fault event indication is associated with a high probability of causing a service interruption, a message can be automatically generated and transmitted upon receipt of a future instance of the service interruption. The message can provide information related to short-term solutions to address the fault event, long-term solutions to address the fault event, and parts and tools for addressing the fault event.

Abstract: A system includes a processor and a memory system in communication with the processor. The memory system stores instructions that when executed by the processor result in the system being operable to identify a system hazard boundary of a monitored system and a system nuisance boundary of the monitored system. The system is also operable to determine a must-trip condition based on the system hazard boundary and a must-not-trip condition based on the system nuisance boundary. The system is further operable to output a protection margin for the monitored system based on the system hazard boundary and a difference between the must-trip condition and the must-not-trip condition.

Abstract: A semiconductor chip has a first transistor that amplifies a first signal and outputs a second signal, a second transistor that amplifies the second signal and outputs a third signal, and a semiconductor substrate having a main surface parallel to a plane defined by first and second directions and which has the first and second transistors formed thereon. The main surface has thereon a first bump connected to a collector or drain of the first transistor, a second bump connected to an emitter or source of the first transistor, a third bump connected to a collector or drain of the second transistor, and a fourth bump connected to an emitter or source of the second transistor. The first bump is circular, the second through fourth bumps are rectangular or oval, and the area of each of the second through fourth bumps is larger than that of the first bump.

Abstract: A pilot control interface and method are described for selective control of an autopilot system by a pilot of an aircraft in which the autopilot system is installed. The pilot control interface includes a passive network that is selectively switchable between a plurality of states across an output interface that is made up of no more than two conductors that are in electrical communication with the autopilot system. Modification of a current autopilot flight mode can be performed incrementally or continuously based on respective momentary and continuous pilot input actuations.

Abstract: A sensor system for identifying a transient sensor failure in an industrial system and for recovering from an erroneous estimation of an expected mass flow rate resulting from the transient sensor failure. The sensor system includes one or more sensors for measuring at least one fluid property of the industrial system. The sensor system includes an enhanced flow soft sensing (EFSS) computing device configured to determine an estimated mass flow rate. The EFSS computing device is also configured to generate expected measurements to be received from one or more sensors. If an error value is not within predetermined parameters, the transient sensor failure is detected. The EFSS computing device is further configured to identify a resurgence of the sensor from the transient sensor failure. An erroneous expected mass flow rate then converges toward a correct expected mass flow rate.

Abstract: A flight control system is disclosed. In various embodiments, a flight control system includes a data storage device configured to store an aerodynamic model; and a processor coupled to the data storage device and configured to use the aerodynamic model to determine a set of actuators and for each actuator in the set a corresponding set of one or more actuator parameters to achieve a desired set of forces and moments. The aerodynamic model provides for each actuator in the set of actuator corresponding force and moment data for each of a first set of operating conditions based on a first set of simulations performed by varying one or more actuator parameters while holding other actuators at a baseline value and a second set of simulations to determine interactions between the actuator and said other actuators under each of a second set of operating conditions.

Abstract: An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

Abstract: A sensor system for a wing panel assembly of an aircraft includes a first end of a linkage assembly operatively coupled to a first slat panel. Also included is a second end of the linkage assembly operatively coupled to a second slat panel with a first ball joint. Further included is a block having a cutout portion surrounding the first ball joint. Yet further included is a sensing element disposed proximate the block to detect rotation of the block beyond a predetermined angle.

Abstract: An actuator system includes an actuator which is configured to generate a loading on a control surface, as a function of an actuation order received, a command unit of the actuator, which is configured to compute an actuation order of the actuator, a reception element for receiving a current value of the loading generated by the actuator, and a limitation unit configured to reduce the control authority of the command unit as a function of the current value of the loading and to limit the loading of the actuator to a predetermined setpoint value.

Abstract: A modular vehicle management system is described, comprising a controller module configured to control different types of carrier modules. The controller module includes a computer system and optionally one or more sensors. The computer system is configured to perform operations comprising detecting whether a carrier module is connected to the controller module. If the carrier module is connected to the controller module, the carrier module is authenticated. If the authentication fails, operation of the vehicle is inhibited. The control module is configured to determine carrier module capabilities including information regarding a navigation processing device, and/or a radio modem. The controller adapts to the capabilities of the controller module. Using information from the sensors and the navigation processing device, the vehicle management system navigates the vehicle.

Abstract: An electronic control architecture for an aircraft actuation system may include a first channel and a second channel. The first channel may be configured to receive one or more inputs comprising a movement command, to produce an output to control a component of the system, and to receive feedback from the component respective of movement of the component. The first channel may comprise a fault detection module configured to compare the feedback to the command to determine if the first channel is functioning properly. The second channel may be configured to receive the one or more inputs and, if the first channel is not functioning properly, to produce an output to control the component.

Abstract: A set of commands for each of a plurality of actuators to alter an aircraft's state responsive to one or more inputs is produced. The set of commands is provided to fewer than all actuators comprising the plurality of actuators.

Abstract: A multi-plate clutch apparatus is provided and includes a multi-plate clutch disposed to occupy clutch and non-clutch positions at which rotation of an input shaft is and is not transmitted to an output shaft, respectively, a drive element disposed about the multi-plate clutch and configured to generate rotational energy and a linear actuator disposed to convert the rotational energy of the drive element to linear movement by which the multi-plate clutch is controllable to occupy one of the clutch and non-clutch positions.

Abstract: A method of controlling subsystems of an aircraft. During a preparation step, at least one global order is stored in a database, each global order including an eligibility condition, and at least one global order including an activation condition, each global order specifying a command sequence comprising at least two actions to be implemented one after another or in parallel by two different members. During an initialization step, an onboard computer determines whether a global order is selected automatically or by a pilot. During an activation step, an onboard computer determines, where appropriate, whether the selected global order is feasible. During an implementation step, and providing the selected global order is feasible, the onboard computer performs the actions specified by the selected global order.

Abstract: A system and method may ensure certified operation of a safety-critical avionics system incorporating a multi-core processor (MCP) aboard an aircraft via external architectural mitigation. A redundant processing element (RPE) may be associated with a processing core of the MCP and with safety-critical applications configured to execute on the core. The critical applications generate critical results based on sensed critical data parameters and pass the parameters and results to an external system monitor. The system monitor performs fault detection external to the original core by comparing the critical results and the critical data parameters and notifies the associated critical application if a fault is detected. The associated critical application may then log the fault to a fault history, reset an associated sensor, or notify the crew of the fault.

Abstract: An aircraft including a fuselage extending along a longitudinal axis and having a rear end pointing reward of the aircraft, a main gear connected to the fuselage in a main gear position with respect to the longitudinal axis, and an engine for propelling the aircraft provided outside of the fuselage and attached to the fuselage via an attachment device between the main gear position and the rear end, wherein the engine generates a repulsive air stream streaming in the reverse direction. A surface element is moveably connected to the attachment device. The surface element moves between a neutral position at which it does not deflect the repulsive air stream, and a deflected position at which it deflects the repulsive air stream to assist aircraft rotation during take-off.

Abstract: Systems and methods for attitude fault detection in an inertial measurement unit (IMU) are disclosed. In one embodiment, an avionics system comprises: an IMU configured to produce a calculated pitch solution, a calculated roll solution, or both; a monitor coupled to the IMU and configured to produce an estimated pitch solution, an estimated roll solution, or both; a comparator, wherein the comparator determines the difference between the calculated pitch solution and the estimated pitch solution, the difference between the calculated roll solution and the estimated roll solution, or both; and a display device communicatively coupled to the comparator; wherein the display device receives a warning message from the comparator when the difference between the calculated pitch solution and the estimated pitch solution is greater than a pitch threshold, or when the difference between the calculated roll solution and the estimated roll solution is greater than a roll threshold, or both.