Abstract: The present general inventive concept relates to methods and systems to select and display information on an avionics display screen. The systems and methods allow for the selection and display of information using knobs to highlight and select the desired information for display, eliminating the need for a cursor function. The systems and methods also provide for multiple pages and/or multiple windows or “tiles” within these pages and/or windows simultaneously on a single screen of a display, with each window, page, and/or tile being fully controlled independently when selected. The present general inventive concept also relates to systems and methods to provide multiple cues on an electronic display system altitude tape to a pilot in advance and impending approach to a predefined altitude. The present general inventive concept also relates to systems and methods to employ variable resolution topographical data based on display range for an avionics navigation display.

Abstract: The invention relates to an aircraft navigational aid system with 3D display including an anti-collision device, with means of storing data representing obstructions, means for calculating a representation of the obstructions in a three-dimensional space and a device for displaying the obstructions data in three dimensions. The system includes means for augmenting the display of the representation of the area of hazardous obstructions with at least two indicator objects for the said area of hazardous obstructions disposed together in such a manner as to form a third object targeting the localization of the point in the area of hazardous obstructions closest to the aircraft. The invention also relates to the method of display of the indicator objects in a three-dimensional display.

Abstract: A device calculates a first air speed representing an estimated air speed during flight using measurements of static pressure and total pressure onboard the aircraft. The device includes a storage device for storing in memory, in case of detection of a ground taxiing of the aircraft, the most recently determined value of static pressure corrected from induced aerodynamic effects. As a result, a second air speed representing the estimated air speed during the ground taxiing may be calculated by implementing a correction and using the most recently determined value of static pressure when the ground taxiing of the aircraft is detected. A method for automatically estimating an air speed of an aircraft is also provided.

Abstract: A method of generating a terrain avoidance warning for a rotary wing aircraft including generating an avoidance trajectory including a proximal segment representative of a transfer time and an avoidance curve including at least one distal segment of a conic section curve following on from the proximal segment, wherein the proximal segment extends in continuation from a predicted trajectory over a distance representing an applicable reaction time, the applicable reaction time being minimized as a function of a route sheet for the aircraft, and wherein the generating includes calculating the at least one distal segment as a function of an instantaneous maneuverability of the aircraft.

Abstract: An aircraft display system is provided for rendering at least aircraft estimated position uncertainty (EPU) and/or vertical estimated position uncertainty (VEPU) values non-numerically and in a fairly intuitive manner. The system may also render the EPU and VEPU values non-numerically for other traffic entities within range of the aircraft.

Abstract: The present general inventive concept relates to a system of method having an electronic flight display that meets the FAR 23.1311(b) regulatory requirement for redundant backup instruments in the cockpit. The present general inventive concept also provides a system and method to detect failures, obstructions, or improper operation of the aircraft pitot pressure sensing system using a combination of dissimilar sensor data that is independent from each other, e.g., allocated from different sources and employed for different purposes on different displays, and displays information on an avionics display screen.

Abstract: A monitor on-board an aircraft which uses radio altitude measurements as the basic observable altitude during runway approach. The basic concept utilizes the aircraft's navigation system, which includes means to store and retrieve radio altitude thresholds as a function of the distance along the desired path from the runway thresholds. These threshold functions are determined in advance based on a radio altitude reference which is defined as the expected radio altimeter measurement that would be made if the airplane were exactly on the desired reference path. Vertical containment monitoring is achieved by comparing the radio altitude measurement to computed thresholds for both too high and too low. During the approach, an annunciation message can be generated if the radio altitude measurement is above or below the threshold limits.

Abstract: According to the invention, the device (1) comprises means (3) for detecting, during an altitude capture maneuver, the emission of a first type alarm by the anti-collision system (2) and means (4) for controlling the vertical speed of said airplane (AC), after the emission of such an alarm, until the triggering of the capture phase.

Abstract: Methods for flying multiple aircraft in a predetermined formation in which a relative navigation grid is emitted from at least one of the aircraft, a spatial relationship is calculated based on the emitted relative navigation grid, and a relative position of at least one aircraft is altered to position the aircraft in the predetermined formation when the spatial relationship does not conform with the predetermined formation.

Abstract: According to the invention, the device (1) comprises means (4) for adapting the altitude capture maneuver, means (5) for first detecting the emission of a first type alarm, means (6) for determining a first alarm threshold and means (7) for establishing an activation height threshold from said first alarm threshold and airplane vertical speed at the time of the alarm emission, so that, when the height separating said aircraft (AC) from the altitude set level is strictly higher than said height threshold at the time of the alarm emission, said adaptation means (4) are disabled.

Abstract: Systems and methods for improving sink rate alerting for rotary wing aircraft. In one example, the system includes a radio altimeter that produces an altitude value, a processor that is in signal communication with the user interface device and the radio altimeter. The processor receives an altitude value, a position value for the aircraft and landing zone (LZ) information. The processor determines if the aircraft is on an approach to land at an LZ that is raised above surrounding terrain based on the received position value and LZ information. The processor receives sink rate information for the aircraft and generates a sink rate alert based on the received sink rate information and the aircraft altitude value if the sink rate information is greater than a sink rate value adjusted according to the LZ information. An output device outputs the generated sink rate alert. The LZ information includes an altitude value.

Abstract: A method and device performs onboard monitoring of a horizontal position of a taxiing aircraft, in which the monitoring of the horizontal position is based on separately determined height differences of the aircraft. A predetermined threshold value is compared with a first height difference calculated using repetitively determined first current height positions received by an onboard positioning device over a first duration. The predetermined threshold value is also compared with calculated second height differences calculated from two successively measured second current height positions determined by an altimeter over a second duration that is less than or equal to the first duration. A warning signal, signaling a problem with the reliability of the monitored horizontal position of the taxiing aircraft, is emitted in the event none of the second height differences is greater than the threshold value, and the first height difference is greater than the threshold value.

Abstract: An air traffic control system, for use by a human controller controlling a plurality of aircraft held vertically separated in a stack above a minimum stack level, the system comprising at least one processor, and a display device for the human controller, controlled by said at least one processor; further comprising: means for periodically inputting a value representative of local terrestrial air pressure conditions; means for periodically inputting an aircraft flight level reading representing an altitude defined by a reference air pressure measured on the aircraft; means for periodically generating a display on said display device comprising a plurality of flight levels vertically arranged; means for indicating in said display said plurality of aircraft, arranged in a vertical list ranked by flight level; said at least one processor being arranged, on reception of a new said value, to redetermine said minimum stack level and to vary said display so as to indicate changes to said minimum stack level.

Abstract: A system configured for viewing meteorological data and generating said alerts in an aircraft. The system includes a navigation screen configured to display meteorological data in a monitoring plane at a determined altitude (Zs), and an altitude determination unit configured to determine the current altitude (Zp) of the aircraft. A processor is configured to determine the difference in altitude (Dz) between the aircraft's current altitude (Zp) and the altitude of the monitoring plane (Zs). The determined altitude difference (Dz) is compared with a first predetermined deviation threshold (S1), and a first alert (A1) is emitted under conditions in which the altitude difference (Dz) attains or exceeds the first predetermined deviation threshold (S1) and the altitude difference (Dz) diverges.

Abstract: The invention relates to a method for managing an anti-collision system for aircraft, said system comprising means of detecting collision with a threat and at least one head-up viewing device. The symbol system comprises two display modes dedicated to collision detection which are: on the one hand an “action” mode: a potential collision is detected by the system, the symbol system comprises at least one symbol representative of the limits of the disengagement path of the aircraft to avoid the collision and enabling the pilot to engage his avoidance maneuver, and on the other hand a “control” mode: this mode is displayed when the avoidance maneuver is engaged and the collision avoided, the symbol system comprises at least the symbol representative of the limits of the disengagement path of the aircraft and a plan view representing the air space around the aircraft and including at least one representation of the threat.

Abstract: A low visibility landing system is provided for guiding aircraft on landing approaches. The low visibility landing system may aid a pilot during landing in low visibility conditions such that an aircraft may descend to lower altitudes without visual contact with the runway than is possible with other landing systems. The system may use various navigational systems to produce a hybrid signal that may be more stable than individual signals of those navigational systems. The hybrid signal is compared to a predetermined landing approach plan to determine the deviation of the aircraft from the landing approach plan and to provide guidance to the pilot to get the aircraft back onto the landing approach plan. The system may also use multiple navigational systems to perform checks on an operation of a primary navigational system to ensure that the primary navigational system is operating accurately.

Abstract: A method for calculating a safe extraction path from a terrain-challenged airport that does not depend upon published procedures. The method includes the steps of: a) defining at least one containment zone for a circling climb departure path relative to a reference location; b) receiving aircraft performance data from an on-board flight management system; c) receiving air mass parameters from on-board aircraft sensors; d) calculating the maximum allowable climb altitude (MACA) utilizing the at least one containment zone, the received aircraft performance data, and the received air mass parameters; and, e) comparing the MACA to at least one selected safe departure altitude (SDA) to calculate the lowest possible descent altitude that can be achieved while ensuring that at least one safe extraction path exists.

Abstract: Methods and systems for operating an avionics system are provided. A set of data that is representative of traffic advisory information is received. A visual indicator is displayed to a user based on the set of data that is representative of the traffic advisory information. The traffic advisory information may be received by a user through a receiver and manually entered into an interface for viewing. Alternatively, the avionics system may automatically generate the visual indicator based on the traffic advisory information.

Abstract: Systems and methods for differential altitude estimation utilizing spatial interpolation of pressure sensor data are provided. In one embodiment, a method for mobile navigation comprises: measuring a horizontal location of a mobile navigation unit to generate two-dimensional horizontal coordinate data; measuring a barometric pressure at the mobile navigation unit with a sensor to obtain local pressure data; processing information representative of pressure data derived from a network of a plurality reference stations to obtain a correction factor; performing a calculation using the two-dimensional horizontal coordinate data, the local pressure data, and the correction factor to calculate an altitude coordinate; and determining an altitude of the mobile navigation unit from the altitude coordinate.

Abstract: Disclosed is a method and device, which provide an enhanced ability to monitor the navigation of an aircraft during a phase of flight in which the aircraft is close to the ground in which the aircraft uses positional information supplied by a satellite positioning system for the navigation. A display screen is used to display a first characteristic sign representing a selected setpoint value for a height parameter of the aircraft. The display screen also displays a second characteristic sign representing a current auxiliary value expressed in the form of an achievable height parameter. An alert is emitted when the second characteristic sign is determined to be within a predetermined height value of the first characteristic sign, and the alert is shown in visual format on the display screen. An alarm is also emitted following a predetermined time after the alert is emitted, if the setpoint value is not replaced by a new setpoint value.

Abstract: A method and device are provided for determining a target altitude for an emergency descent of an aircraft that is to be reached by the end of the emergency descent. The method includes determining an initial target altitude representative of the initial position of the aircraft and then repeatedly determining a current target altitude along a reference horizontal distance. The current target altitude is compared to the initial target altitude and is used to update the emergency descent if the current target altitude is lower than the initial target altitude. Each target altitude is selected as the larger of a predetermined threshold altitude and a security altitude that ensures any obstructions along a remaining horizontal distance are avoided.

Abstract: A method and device for detecting a risk of collision of an aircraft, having a profile unit having knowledge of the terrain profile, a determination unit for determining effective values of particular flight parameters, a checking unit for verifying whether a flight path determined by the effective values is compatible with the terrain profile, and a transmitting unit for emitting a warning signal in case of incompatibility. The checking unit includes at least one element for calculating a height variation due to an energy transfer and a total slope variation generated by a speed reduction, during an evasive action, an element deter mining an evasive course using the height variation, and an element verifying whether the evasive course determined is compatible with the terrain profile.

Abstract: Method and device for automatically determining an erroneous height value of a radio altimeter mounted on an aircraft. The device (1) includes means (12, 13, 15) for comparing the duration between two height thresholds to a predetermined reference time, by taking account of current height values of the radio altimeter (2), during an approach phase.

Abstract: Systems and methods for improving landing gear alerting on a rotary wing aircraft. An example system includes a user interface device that allows a user to set a bug altitude value and a radio altimeter that produces an altitude value, both of which are in communication with a processor. The processor receives a bug altitude setting, generates a landing gear alert altitude value based on the received bug altitude setting and a predefined additive, receives a radio altitude value for the rotary-wing aircraft, and generates a landing gear alert if the radio altitude value is less than the landing gear alert altitude value and the landing gear is not in a landing position. An output device in signal communication with the processor, outputs the generated landing gear alert.

Abstract: Methods and systems for displaying a digital terrain to a user of a vehicle are provided. First, second, and third actual terrain data points are received. The third actual terrain data point is between the first and second actual terrain data points. If the third actual terrain data point is above a line interconnecting the first and second actual terrain data points, the first actual terrain data point is modified such that the third actual terrain data point is not above a line interconnecting said modified first actual terrain data point and the second actual terrain data point. A digital terrain is displayed to the user of the vehicle. The digital terrain includes a first digital terrain data point corresponding to the modified first actual terrain data point.

Abstract: The present general inventive concept relates to methods and systems to select and display information on an avionics display screen. The systems and methods allow for the selection and display of information using knobs to highlight and select the desired information for display, eliminating the need for a cursor function. The systems and methods also provide for multiple pages and/or multiple windows or “tiles” within these pages and/or windows simultaneously on a single screen of a display, with each window, page, and/or tile being fully controlled independently when selected. The present general inventive concept also relates to systems and methods to provide multiple cues on an electronic display system altitude tape to a pilot in advance and impending approach to a predefined altitude. The present general inventive concept also relates to systems and methods to employ variable resolution topographical data based on display range for an avionics navigation display.

Abstract: An embodiment of the invention relates to a method for managing the display of a rotary indicator on a digital screen, the method making it possible to permanently display in a window at least one value of the indicator in the form of characters, the values scrolling vertically in the window, a distance d defining a spacing between two characters of two successive values. The distance d varies between a value dmini when two successive values are visible in the window and a value dmaxi when a single value is visible in the window.

Abstract: Systems and methods for outputting instructions when a vehicle is not responding to a roll-angle alert. An example system includes one or more altitude sensors that determine one of altitude above ground level or barometric altitude, one or more roll-angle sensors that determine the roll-angle of the vehicle, and a processor. The processor receives the altitude and roll-angle information, determines if an excessive roll-angle condition exists based on the received altitude and roll-angle information, and generates a roll-angle alert signal if a roll-angle alert condition exists. The processor generates a roll-direction signal based upon vehicle position relative to the horizon and outputs the determined roll-direction signal via the one or more output devices, if one of the condition still exists after the time delay, the vehicle roll-angle has deteriorated away from the desired threshold, or the roll-angle rate is greater than a roll-angle rate threshold.

Abstract: The present invention relates to a method and a device for extracting terrain altitudes notably for a display of a sectional view of a terrain overflown by an aircraft. The device for extracting terrain altitudes along a trajectory of an aircraft in flight includes an interface taking into account selected flight parameters of the aircraft; a terrain altitudes extraction requests manager; a geographical zones manager; a terrain data manager; a terrain profile provider. The disclosed embodiment is configured to be used within the framework of an anticollision device for preventing collision between an aircraft and the terrain.

Abstract: A flight deck display system and related operating methods for an aircraft are provided. The system includes a processor architecture and a display element coupled to the processor architecture. The processor architecture is configured to receive real-time aircraft data and terrain data for the aircraft and, based upon the real-time aircraft data and the terrain data, generate image rendering display commands. The display element receives the image rendering display commands and, in response thereto, renders a primary flight display that includes a conformal view of terrain corresponding to a flight deck viewpoint. The primary flight display also includes a conformal terrain avoidance guidance (TAG) element on the view of terrain. The TAG element includes visual indicia of a desired navigation path that is intended to avoid terrain that obstructs a current flight path of the aircraft.

Abstract: Systems and methods for improving landing gear alerting on a rotary wing aircraft. An example system includes a user interface device that allows a user to set a bug altitude value and a radio altimeter that produces an altitude value, both of which are in communication with a processor. The processor receives a bug altitude setting, generates a landing gear alert altitude value based on the received bug altitude setting and a predefined additive, receives a radio altitude value for the rotary-wing aircraft, and generates a landing gear alert if the radio altitude value is less than the landing gear alert altitude value and the landing gear is not in a landing position. An output device in signal communication with the processor, outputs the generated landing gear alert.

Abstract: A vertical profile for an in-trail procedure can provide a pilot with enhanced situational awareness. Such a vertical profile may be able to provide a graphical indication of a clearance window for change in altitude procedures, as well as the underlying bases for such a window. A method can include providing, in a hardware display, a graphical vertical profile displaying an aircraft to a pilot of the aircraft. The method can also include providing, in the vertical profile, an indication of the relative speed of at least one other aircraft and a graphical indication of a clearance window for vertical maneuvers for the aircraft of the pilot.

Abstract: A terrain advisory display including a display, a processing circuit coupled to the display and wherein the display is configured to generate a three-dimensional image.

Abstract: A method and device for aiding the piloting of an airplane includes: (1) determining current values of flight parameters of the airplane, (2) determining, with the aid of the current values, an approach distance that corresponds to a distance in a horizontal plane between the current position of the airplane and a position of contact with the ground, and (3) presenting the approach distance on a screen.

Abstract: A method for providing a minimum safe altitude indication on an aircraft display is described. The method includes utilizing current aircraft heading and position data to generate a location and orientation for an own-ship depiction with respect to an aircraft display, utilizing the current position data, along with terrain data, to generate minimum safe altitude data for an area surrounding the aircraft, and displaying on the aircraft display, about the location for own-ship depiction, the minimum safe altitudes surrounding the aircraft.

Abstract: A method for managing an interruption of emission, in an aircraft, of an acoustic message including an information item about a state of part of the said aircraft and/or about its environment, wherein the acoustic message is structured into one or more successive acoustic fragments each representative of the information item, the method includes the steps of: delaying, starting from a given moment, the execution of a decision to interrupt the emission of the acoustic message until the end of emission of an acoustic fragment that is in the course of emission at the given moment; and executing the interruption decision.

Abstract: According to the invention, the device (1) comprises means (4) for adapting the altitude capture maneuver, means (5) for first detecting the emission of a first type alarm, means (6) for determining a first alarm threshold and means (7) for establishing an activation height threshold from said first alarm threshold and airplane vertical speed at the time of the alarm emission, so that, when the height separating said aircraft (AC) from the altitude set level is strictly higher than said height threshold at the time of the alarm emission, said adaptation means (4) are disabled.

Abstract: An aircraft display system is provided for rendering at least aircraft estimated position uncertainty (EPU) and/or vertical estimated position uncertainty (VEPU) values non-numerically and in a fairly intuitive manner. The system may also render the EPU and VEPU values non-numerically for other traffic entities within range of the aircraft.

Abstract: An inertial navigation system which includes a first control system and a second control system is described. The first control system is configured to estimate a vertical velocity based in part on received vertical acceleration data. The second control system is configured to receive the estimated vertical velocity from the first control system and determine a compensated vertical velocity utilizing the estimated vertical velocity and airspeed.

Abstract: A display system is provided that renders a horizontal situation indicator that includes required navigation performance (RNP) and estimated position uncertainty (EPU) values rendered non-numerically and in a fairly intuitive manner. A processor receives at least data representative of a desired course of the aircraft, data representative of the RNP for the aircraft, and data representative of the EPU for the aircraft. The processor renders, on a display device, a horizontal situation indicator that includes an aircraft symbol representative of a top-down view of the aircraft, an RNP boundary graphic representative of at least one RNP boundary for the aircraft, and an EPU graphic representative of the EPU for the aircraft. The aircraft symbol is rendered at a position that is representative of actual aircraft position relative to the desired course, and the RNP boundary graphic is rendered at a position relative to the rendered aircraft symbol.

Abstract: A method of forming a safe termination operation volume, and an aircraft provided with a system using such a volume to plan a flight route and/or an emergency route. The volume indicates the lowest allowable flight altitude to achieve a glide path of a vehicle to a termination point of an area of interest, wherein non allowable fly zones are taken into consideration by adding flight altitude to come around the non allowable fly zones when calculating the lowest allowable flight altitude.

Abstract: A system and method for presenting an image of terrain threats are disclosed. Substantially transparent terrain symbols (color or monochrome) are depicted where each symbol is representative of a level of threat. Terrain symbols may overlay a weather image without a loss in information. A system is disclosed which comprises a navigation system, a terrain database, an image processor, and an indicating system. The navigation system acquires navigation data representative of aircraft position and direction; the database stores data of a plurality of cells; and the indicating system receives image data and presents symbols representative of the terrain image. The image processor receives navigation data defines a range of elevations of threat levels based upon the aircraft altitude, receives terrain data from the terrain database, determines the terrain threat of each cell, and provides an image representing the threat level and locations to the display.

Abstract: The present disclosure is directed to systems and methods for providing attenuation alerts for a radar-based terrain warning. A method for providing radar-based terrain warning attenuation alerts may comprise: (a) receiving a radar return; (b) detecting a region of atmospheric disturbance limiting the range of the radar return; and (c) providing a notification of radar-based terrain awareness warning system attenuation in the region of atmospheric disturbance.

Abstract: A display image for use in an aircraft is produced in response to receiving aircraft location, heading, altitude, and pitch data. The location and heading data are employed to access a topographical database and obtain terrain information for a region on the earth's surface ahead of the aircraft. A terrain image is produced from the terrain information and a non-linear pitch scale is superimposed over the terrain image. The non-linear pitch scale corresponds to the relationship of the aircraft pitch and the terrain image. Additional data designating other aircraft operational parameters, such as speed and altitude, are depicted by graphical objects. The terrain image, the non-linear pitch scale, and the graphical objects are combined into the display image. The terrain image and the non-linear pitch scale move in the display image in response to changes in the pitch of the aircraft.

Abstract: Navigation of an aircraft is facilitated through the displaying on a map of an over flown region, and of the limits of zones within range of the aircraft in an emergency situation. The points of the zones within range of the aircraft are tagged on the basis of: an estimate of the vertical margins to reach these points, taking into account non-maneuverability zones neighboring the aircraft to be circumvented; a vertical flight profile to be complied with; and a safety height margin.

Abstract: Systems and methods for generating an optimized terrain database identify several regions, including test regions that are established from the identified regions. A first set of terrain data is received for a first test region. The first set of terrain data is compared to a second set of terrain data to determine a set of quality attributes. The quality attributes are used to determine a safety margin for the first test region. The safety margin is applied to other regions having the same or similar characteristics to the first test region. Safety margins are either generated for or applied to all other regions. All regions are then compiled into an area-wide terrain database, up to and including a worldwide database.

Abstract: Methods and systems for a position indicating display system for an aircraft are provided. The system includes a map display unit configured to display a map representative of an area being traversed by the aircraft, and an overlay comprising an own ship depiction, said overlay displayed on the map for a period of time in response to an input from at least one of a user and an aircraft sensor.

Abstract: A method of transitioning from a complex response flight state to a ground operation control state. Pilot intent is determined through collective position information to control the transition. An independent cockpit switch activates an emergency surface contact transition function for use with a fly-by-wire (FBW) flight control system. Once the surface contact transition function is active, FBW control laws transition from a fully augmented flight state, through an augmentation deactivation state and into the surface contact state.

Abstract: An aspect of the present invention provides a method for providing information to an air traffic controller. The method comprises the steps of: displaying, on a video display, a symbol representative of a position of an aircraft and a first stage of a multi-stage label comprising information relating to the aircraft (210); and displaying, on the video display, a second stage of the multi-stage label comprising additional information relating to the aircraft when a user-controlled cursor is brought into a vicinity of the multi-stage label (220). The first stage of the multi-stage label occupies a smaller footprint on the video display than the second stage. Additional stages of the multi stage label may also be displayed in response to user action (e.g. rotation of a scroll wheel of a computer mouse or other pointing device). Each stage of the multi-stage label may be locked in place, or pinned, through selection of part of the label, via a mouse click or similar action.

Abstract: The device relates to the signaling, to the pilot of a moving vehicle, for example an aircraft, of its lateral maneuvering margins taking into account obstacles placed in its maneuvering zone. This device determines, over the maneuvering zone of the moving vehicle, the contours of a first type of risk region that must be bypassed and those of two other types of risk region consisting of lateral margins surrounding the first type of risk region, of widths less than separation thresholds or their upper limit considered necessary for a lateral maneuver without space constraint and displays them for the pilot of the moving vehicle. The determination of the separation thresholds takes into account the bearing angle under which a point of the contour of a region of the first type is seen from the moving vehicle.