Abstract: A method for managing the display of a vertical flight profile of an aircraft includes: determining a deviation between a predefined lateral trajectory and the current position of the aircraft projected in the plane of the trajectory; as a function of at least the determined deviation, selecting a display mode of the vertical flight profile from among a first mode and a second mode. When the first mode has been selected, calculating the distance between the orthogonal projection of the current position of the aircraft on the trajectory and the orthogonal projection of the next waypoint on the trajectory, and displaying, in the vertical flight profile, the next waypoint at a distance from the aircraft along a reference axis equal to the distance. When the second mode has been selected, calculating the distance instead from the current position of the aircraft in the plane of the trajectory.

Abstract: A method for the three-dimensional synthetic representation of the trajectory of an aircraft in flight being implemented in a flight and navigation system of an aircraft comprising a display system allowing synthetic images to be displayed, the flight plan of the aircraft comprises a predicted trajectory dependent on a non-georeferenced flight setpoint, the display of the predicted trajectory taking the form of a path represented by two limits separated by a determined width. The path comprises two branches, each branch positioned on the side of one of the two limits, each branch represented by a straight segment whose origin is a point located on the path at the current time and whose terminus is a point located at a determined distance away from the point of origin, the slope of the straight segment representative of the tangent to the predicted trajectory at the current time.

Abstract: This disclosure relates to a system for preventing collisions with a terrain. The system includes a detecting means for detecting risks of collision with the terrain after a predetermined forecasting delay. The system further includes a determining means for determining, based on a trajectory followed by the aircraft, a possible limit point for success of the vertical terrain avoidance maneuver. The system further includes indication means for giving indications on azimuth clearance sections, around the direction in which the aircraft is moving, suitable for success of the vertical terrain avoidance maneuver. The system further includes means for estimating a free-travel distance in each azimuth clearance sector on a straight distancing trajectory with constant gradient and over a distance correspond to more than one minute of flight, the free-travel distance being free of potential conflicts with the terrain.

Abstract: Methods, systems, and computer-readable media are described herein for providing flight director guidance throughout a flare maneuver during landing operations. A pre-flare flight path to a runway may be received, and a flare engage altitude calculated. A flare command path may be calculated having a slope associated with a desired descent rate at a desired touchdown location on a runway. An aircraft flare trajectory may be calculated that transitions the aircraft from the flare engage altitude on the pre-flare flight path to the flare command path at the desired touchdown location. A flight director command may be provided during the flare maneuver that aligns a current flight path with the aircraft flare trajectory.

Abstract: A method, apparatus, and computer program product for identifying air data for an aircraft. The lift for the aircraft is identified. The number of surface positions for the aircraft is identified. The angle of attack during flight of the aircraft is identified. A synthetic dynamic pressure is computed from the lift, the number of surface positions, and the angle of attack.

Abstract: A method and device establishes trajectory planning, predictions and guidance so as to obtain the satisfaction of a time constraint (RTA). This objective is achieved by undertaking a computation of a trajectory up to the point where the flypast time constraint applies, on the basis of a profile of altitude and speeds, and then by computing the profile of speeds and altitudes making it possible, throughout the computed trajectory, to comply with the RTA. The method is also a method for readapting the trajectory and the vertical profile when during a mission, the data outside the aeroplane have caused the time predictions to drift and the constraint is no longer complied with under the initial speeds and trajectory assumptions.

Abstract: A system and method of providing aerial navigation for an aircraft comprises presenting an enlarged virtual runway for an identified runway on a display, where the virtual area of the virtual runway remains substantially constant as the aircraft approaches the runway.

Abstract: A runway indicator is displayed overlying a target runway for providing supplementary guidance to support the pilot's ability to fly a stabilized approach. The highlighted runway position indicator provides cues to verify that the aircraft is continuously in a position to complete a normal landing using normal maneuvering during the instrument segment of an approach and includes a landing threshold, a landing zone on the runway, an approach line leading to the runway, an outline highlighting the sides and ends of the runway, a rectangle larger than and surrounding the runway, and a visual precision path approach indicator.

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: A method for automatically managing a lateral trajectory upon triggering an emergency descent includes determining a value of lateral offset and generating an offset setpoint by using the value of lateral offset. The generating an offset setpoint includes calculating a sum of the value of lateral offset and any initial value of lateral offset defined between a central axis of a protected sector that the aircraft travels along and an initial lateral trajectory. The offset setpoint is selected to be the smaller of the sum or a lateral offset maximum, which maintains the aircraft within the protected sector at all times. The aircraft is then operated to move the aircraft to the offset setpoint during the emergency descent, which helps avoid further air traffic that may be located at different altitude levels within the same protected sector, especially along the central axis.

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: A spatial audio system for implementing a head-related transfer function (HRTF). A first stage implements a lateral HRTF that reproduces the median frequency response for a sound source located at a particular lateral distance from a listener, and second stage implements a vertical HRTF that reproduces the spectral changes when the vertical distance of a sound source changes relative to the listener. The system improves the vertical localization accuracy provided by an arbitrary measured HRTF by introducing an enhancement factor into the second processing stage. The enhancement factor increases the spectral differentiation between simulated sound sources located at different positions within the same “cone of confusion.

Abstract: The inventive flight control assisting device comprises first means (4) for determining the actual aircraft flight conditions, second means (5) for determining, with the aid of said actual flight conditions and a predetermined pattern, a minimum approaching distance corresponding to a minimum distance between projections on the horizontal plane of the aircraft actual position and a touch-down point when said aircraft moves downwards and decelerates according to an optimised approach in such a way that stabilised approaching conditions are attained, and display means (7) for displaying at least said minimum approaching distance on a navigation screen (9) in the form of a first circular arc focused on a position relative to the aircraft which displays the touch-down position.

Abstract: A man-machine interface for assisting a pilot during takeoff or landing of an airborne vehicle in reduced external visibility includes a display which represents a virtual scenario from the perspective of a virtual observer who is himself located behind the airborne vehicle and is in the same flight attitude as the airborne vehicle itself. The virtual scenario includes a base plane which symbolizes an idealized ground surface, calculated from the instantaneous value of the altitude above ground and the instantaneous flight attitude data of the aircraft. The base plane is bounded by an artificial horizon and is continuously updated with the instantaneous flying state data and the instantaneous height above ground. The virtual scenario also includes a symbol which represents the airborne vehicle, and the position of the symbol relative to the base plane represents the current flight attitude and the instantaneous height of the airborne vehicle above ground.

Abstract: A system for providing a manipulatable graphical display comprising a user input device responsive to a user input, a cursor control device operably coupled to the user input device, and a menu engine operably coupled to the cursor control device. The cursor control device is further configured to process an output received from the user input device and generate a cursor image positioned on a display in response to the user output suitable for locking onto and tracing a path on the display.

Abstract: A method displaying a pathway (226, 502) for an aircraft includes receiving (302, 402, 602) an instrument generated course generally in alignment with a runway centerline (214), determining (304, 404, 604) the pathway (226, 502) based on aircraft flight parameters in which the aircraft may fly in order to intersect the instrument generated course, rendering (306, 406, 606) on a display the instrument generated course and the pathway; and periodically repeating (308, 408, 608) the determining and rendering steps. The energy state of the aircraft may be considered in determining the pathway and optional indices (508) may be displayed indicating deviation from the pathway centerline.

Abstract: A method identifies turbulence information from turbulence data generated by a set of remote aircraft based on a request to form identified turbulence information. The turbulence information is identified in response to the request received at an aircraft to view the turbulence information. The identified turbulence information is displayed on a display device in 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: The invention relates to a method and device for displaying a flight plan of an aircraft. The display device includes a display presenting unit making it possible to identify the flight phase of each waypoint of a flight plan which is displayed on a screen, and an activation unit making it possible to directly access a corresponding flight phase page.

Abstract: An aircraft guidance device includes a flight computer that formulates all guidance orders for the aircraft, irrespective of a selected guidance mode.

Abstract: An aircraft guidance system defines a main approach path and a corrected approach path, which has an extra vertical margin related to the ground over which the craft is flying as compared with a main approach path representing a category-1 precision approach. The guidance system guides the aircraft following the corrected approach path.

Abstract: An aircraft display system (100) includes a first device (102) providing (402) flight data of a selected flight path of an aircraft (214), a device (106, 114) providing (404) a plurality of data points representative of the terrain (302) below the selected flight path, a processor (104) generating (406) display commands from the flight data and the plurality of data points, and a display (116) coupled to receive the display commands and operable to render (408) in a perspective view an icon representative of the aircraft (214) and the terrain (302) near the aircraft (214).

Abstract: Techniques for representing a holding pattern on a vertical situation display are described. The vertical situation display has a first screen area to depict the holding pattern and second screen area to show a flight path after the holding pattern. The representation of the holding pattern visually informs a flight crew of current and prospective flight conditions.

Abstract: Method and device for ensuring the safety of a low-altitude flight of an aircraft. The device (1) comprises a recording means (8) corresponding to an operation critical instrument for recording, during a low-altitude flight, one part at least of the lateral trajectory of the flight trajectory situated ahead of the current position of the aircraft, a monitoring means (11) for monitoring, during a low-altitude flight, the availability at least of said lateral trajectory, and a guidance system (3) for taking the aircraft up to a safe altitude, taking into account said part of the trajectory recorded by said recording means (8), when said monitoring means (11) has detected a loss of said lateral trajectory.

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: A system and method for displaying aircraft glide slope includes determining a glide slope deviation that is representative of a difference between a desired aircraft glide slope and an actual aircraft glide slope. A glide slope icon that is representative of the desired aircraft glide slope and a glide slope deviation icon that is representative of the determined glide slope deviation are simultaneously rendered on a display.

Abstract: Method and device for ensuring the safety of a low-altitude flight of an aircraft. A device (1) for ensuring the safety of a low-altitude flight comprises information sources (5) able to determine current flight conditions, a monitoring unit (6) for realizing, with the aid of said current flight conditions, a function for global and autonomous monitoring of said low-altitude flight of the aircraft, making it possible to preserve the integrity of said aircraft during said flight, and means (13) for presenting the results of the monitoring function realized by said monitoring unit (6) to an operator.

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: An aircraft piloting system may include information sources that provide a position indication relating to the aircraft and information that characterizes a virtual approach axis. An information processing unit processes information emanating from the information sources and includes an assisted approach mode function and a landing aid multimode receiver that implements a precision approach. A user device uses the information provided by the landing aid multimode receiver to support the guidance of the aircraft up to its landing.

Abstract: In distance maps used in order to facilitate the navigation of craft such as an aircraft, the distances estimated take into account obstacles to be circumvented but not the maneuverability of the craft. The adaptation route required by the craft in order to take the right direction is not taken into account so that certain distance estimates for accessible points located in the neighborhood of the craft are unrealistic. In order to make a distance map more realistic, it is proposed that an obstacle of concave shape associated with the craft be added behind the position of the craft, forcing the estimations of distances to be circumvented an area that is inaccessible to the craft for reasons of maneuverability.

Abstract: Systems and methods for generating navigation signals for a vehicle in an auto-avoidance situation. In one embodiment the method includes analyzing two or more paths with respect to information about obstructions stored in a database. The method disclosed then selects a path and generates navigation signals, if an auto avoidance situation exists.

Abstract: A method for landing an aircraft includes determining the aircraft's deviation from its approach path so as to define a first point of the aircraft's heading. A first straight line passing through the first point and through a second point defining the ground orientation of the approach path is displayed, by a head-up display, on a horizon line with a heading scale. The first straight line represents a ground plot of the approach path. A first assistance gate is displayed such that the first straight line passes through the first assistance gate when the aircraft is aligned on the approach path. A second straight line, parallel with the horizon line and passing through the first point, is displayed and represents a plot on the ground of the origin of the approach path. A second assistance gate is displayed under the horizon line and represents the slope of the approach path.

Abstract: A current path display indicator for a display device of a vehicle. The current path display indicator includes a flight path indicator (FPI) and a visual cue associated with the FPI to indicate relative direction from the vehicle's current path to a desired path. The visual cue may be embodied in possibly a number of different ways. For example, it may be embodied as an arrow extending from a circular portion of the FPI; a highlighted segment superimposed on the circular portion of the FPI; a triangle extending from the circular portion; or, a pie-shaped marker contained within the circular portion.

Abstract: An auditory attitude indicator for aircraft that includes an audio source providing an audible signal, a? stereo headset with a left side and a right side, an aircraft avionics system that provides at least aircraft pitch data and roll data to an audio processor unit. The audio processor unit includes at least one lookup table of coefficients corresponding to a plurality of possible aircraft pitch and roll orientations and at least two selectable multipoint finite impulse response filters. The first selectable multipoint finite impulse response filter having a first coefficient selected by the audio processing unit from the lookup table based upon the aircraft pitch data and roll data for varying the audible signal to the stereo headset left side. The second selectable multipoint impulse response filter for varying the audible signal to the stereo headset right side having a second coefficient selected by the audio processing unit from the lookup table based upon the aircraft pitch data and roll data.

Abstract: An apparatus and method for simulating airport lighting aids by providing a generator having a processor structured to receive a plurality of navigation signals representative of position and altitude of a host aircraft; a signal generator operated by the processor, the generator being structured to retrieve airport information from a database as a function of the position signal, compare the position and altitude signals with a glide path, and output a signal representative of a degree of coincidence with the glide path as a function of the position and altitude signals; and a plurality of indicators structured to receive the signal output by the signal generator and responsively output a visual indication of the degree of coincidence with the glide path.

Abstract: An improved system and method are disclosed for indicating the validity of airport runway visual approach slope indicators on an aircraft display. An aircraft display system is provided, which includes a database for storing data about the specific visual approach slope lighting indicator system being used by each airport of a plurality of airports and any special distance and/or usage limitations associated with each such visual approach slope indicator system, a processing unit, a position determination unit, and a visual display. As an aircraft approaches an airport, the processing unit receives the aircraft's current position from the position determination unit, and compares the aircraft's current position data with the distance and/or usage limitation data stored in the database for the approach slope indicator system being used by that airport.

Abstract: A flight information display for the flight deck of an aircraft showing a pictorial side view of the flight path or the area directly in front of the aircraft area having a selected distance of at least 0.5 nautical miles, comprising (a) a pictorial representation to scale of the profile of the highest elevations of a swath of terrain along said path or area, (b) an icon positioned on the left or right side of the display representing the aircraft, the altitude of which is to scale with the height of the terrain, and (c) an altitude reference scale; wherein the width of the swath is at least 0.1 nautical miles and no greater than the distance of the minimum accuracy of the means for determining the aircraft's location.

Abstract: A method, avionics apparatus and computer program for determining a terminal flight path, including access to aircraft position information provided by a Global Positioning System (GPS) receiver. The method apparatus and computer program determine an Intended Touchdown Point (ITP), which is the desired landing location on an intended runway; determine a Current Touchdown Point (CTP), which is where the aircraft will land given its current glidepath and is a function of the current trajectory, configuration and engine thrust; determine a correspondence of the CTP and ITP and generate an output signal as a function of the correspondence, which is displayed on a cockpit display device, annunciated on a cockpit speaker, or both.

Abstract: Methods and apparatus are provided for generating a vertical situational image of a vehicle. The apparatus for generating a vertical situational image of the vehicle is comprised of an input device configured to receive flight plan data of the vehicle and a situational display configured to produce the vertical situational image from the flight plan data. The apparatus for generating a vertical situational image of the vehicle is further comprised of a processing device that is configured to receive the flight plan data from the input device, generate a first segment having a first slope in a first viewable range of the vertical situational image from the flight plan data and determine the first segment in a second viewable range of the vertical situational image.

Abstract: An integrated vertical situation display (IVSD) for an aircraft, and method of displaying vertical situation information, are disclosed herein. The IVSD includes an electronic display for displaying the vertical situation of the aircraft, input interfaces for receiving vertical profile information signals, and a processing circuit for reading the information signals and generating display signals applied to the display therefrom. The display has a vertical profile view area to display the vertical situation in front of, above, and below the aircraft. The information sources may include a flight management system, traffic alert and collision avoidance system (TCAS) and a ground proximity warning system. Vertical situations are displayed by visual indicia representing, for example, aircraft position, path angle, flight path, waypoints, TCAS targets, altitude preselect, decision height, runway, ground contour, and vertical speed.

Abstract: A device to control an aircraft system in manual pilot mode, using notably a head-up display, is constituted by a display screen located at the position of a piece of equipment of the right-hand part of the instrument panel, the screen displaying information elements delivered by the replaced equipment and information elements to control the piloting task. Application for the controlling of a manual pilot phase by a co-pilot in an aircraft using a head-up display.

Abstract: A method for providing off-path guidance during a descent comprises the steps of determining a current altitude (H) and a corresponding current horizontal distance (X) of the aircraft from a selected bottom of descent point (B/D). A simulation of a Basic Descent Path (BDP) is performed, and a plurality of corresponding altitude (H.sub.i) and horizontal distance (X.sub.i) points is stored in a BDP array. A horizontal distance (X.sub.B) is determined from the B/D point to a bottom point of the BDP array, and a horizontal distance (X.sub.A) is determined in the BDP array that corresponds to the current aircraft altitude. A radius of a BDP circle is obtained by subtracting X.sub.B from X.sub.A for display on a navigation display unit. An aircraft symbol is displayed on the Navigation Display unit at a distance proportional to X.sub.A, thereby indicating the distance remaining until to start of descent of the aircraft.

Abstract: An instrument verification system which causes the instrument needles to "bob" periodically--a sharp momentary deflection from center. If desired, the flags can also be "dipped" at the same time, verifying their operation as well. The pilot can easily distinguish the momentary deflection of the needles from the more gradual changes caused by deviation from true course, and is assured that the centered needles mean perfect flying and not instrument failure.

Abstract: An improved flight control system with an enhanced unified graphic mistrim indicator where the flight control computer provides signals to a single mistrim indicator wherein the signals represent the status of the control surfaces of the aircraft and the mistrim indicator displays a single movable reference marker, which is caused to be translated vertically in the event of pitch mistrim, is caused to be rotated right or left in the case of roll mistrim conditions, is caused to be translated right or left in the case of yaw mistrim conditions or is caused to be moved in a combination of ways either translating vertically, horizontally or rotating in order to represent a combination of pitch, roll or yaw mistrim.

Abstract: A display system for use in an aircraft control wheel steering system provides the pilot with a single, quickened flight path angle display to overcome poor handling qualities due to intrinsic flight path angle response lags, while avoiding multiple information display symbology. The control law for the flight path angle control system is designed such that the aircraft's actual flight path angle response lags the pilot's commanded flight path angle by a constant time lag .tau., independent of flight conditions. The synthesized display signal is produced as a predetermined function of the aircraft's actual flight path angle, the time lag .tau. and command inputs from the pilot's column.

Abstract: A flight path angle symbol is positioned on an aircraft attitude display indicator as a function of either a measured flight path angle or a flight path angle commanded by the pilot. When the aircraft is operating within a selected airspeed, angle of attack, pitch attitude or load factor range, or the difference between measured flight path angle and commanded flight path angle is within a selected range, the symbol is positioned on the display as a function of commanded flight path angle. However when the aircraft is operating outside any of these ranges, the symbols is positioned on the display as a function of the measured flight path angle. To avoid a rapid jump in symbol position when transitioning between measured and commanded flight path angle displays, a phase lag filter is used to attenuate and lag the symbol positioning signal.

Abstract: Automatically reconfiguring an electronic landing display that includes a flight path vector (FPV) symbol and a rising runway symbol combined with a digital altitude value that merge at low aircraft altitudes is disclosed. During approach, when the aircraft descends below a predetermined minimum altitude, e.g., 200 feet, the FPV symbol is removed. When the aircraft is on the ground and during takeoff, the rising runway symbol is removed. Removing one or the other of the merging symbols prevents the symbols from overlapping. Thus, the potential for pilot error due to one of the merging symbols occluding the other is avoided.

Abstract: Apparatus for a digital averaging filter, particularly suited for use with an aeronautical navigation receiver, for reducing oscillatory deviation errors that appear in a course deviation voltage produced by the receiver and occur as the result of reflected incoming radio-navigation signals and/or interfering signals as described. In essence, this apparatus first amplifies, filters and repetitively samples the course deviation voltage to provide digital representations thereof. Each digital representation is then converted by a digital to pulse count converter into a series of pulses wherein the value of each digital representation is encoded into the number of pulses in the series. Thereafter, these pulses are totalized over a pre-defined interval. The resulting totalized count is then divided to produce an average value, which at the end of the pre-defined interval accurately reflects the average course deviation error.

Abstract: A solid state attitude and director indicator (ADI) is disclosed utilizing liquid crystal display technology to represent attitude of a vehicle in two axes. A visual representation of attitude changes is provided on the liquid crystal display as well as numeric data, in a preferred embodiment. Additionally, glideslope, localizer, and approach speed may be displayed as well as heading and command bar information.