Abstract: Boundary information associated with a three-dimensional (3D) flying space is obtained, including a boundary of the 3D flying space. Location information associated with an aircraft is obtained, including a location of the aircraft. Information is presented based at least in part on the boundary information associated with the 3D flying space and the location information associated with the aircraft, including by presenting feedback in proportion to the distance between the boundary of the flying space and the location of the aircraft. An intensity of the feedback increases in proportion to decreasing distance between the boundary of the flying space and the location of the aircraft.

Abstract: A method for regulating an unmanned aerial vehicle (UAV) includes receiving a UAV identifier and one or more types of contextual information broadcasted by the UAV. The UAV identifier uniquely identifies the UAV from other UAVs. The one or more types of contextual information includes at least geographical information of the UAV. The method further includes authenticating, via an authentication device, an identity of the UAV based on the UAV identifier to determine whether the UAV is authorized for operation, and transmitting a signal to a remote device in response to determining whether the UAV is authorized for operation.

Abstract: A radar device including a transmission antenna; a reception antenna; and a controller detecting target information about a target by transmitting a transmission wave from the transmission antenna in multiple transmission/reception modes and by receiving a reception wave by the reception antenna. The multiple transmission/reception modes include: a scanning mode performing beam scanning within a detection angle range; a provisional tracking mode irradiating the transmission wave from the transmission antenna to each of the targets detected in the scanning mode for provisionally detecting target information; and a main tracking mode decisively detecting the target information of each of the targets by irradiating the transmission wave to the target using a transmission wave irradiation time that is set based on the target information provisionally detected in the provisional tracking mode.

Abstract: A method, executed by a processor, includes the processor receiving signals information from a device located on a departing airplane; verifying an identification of the airplane and identifying an expected departure sequence of aircraft surface states; monitoring and identifying additional signals information received from the mobile device, including comparing the additional signals information to known data; logging the additional signals information, and processing the additional signals information, and determining the logged data corresponds to events indicative of an aircraft surface state; sending an aircraft surface state reached message to Local and Center flight management; and executing a statistical routine and providing statistical data from the execution relating to an occurrence of upcoming aircraft surface state event and sending the statistical data with the aircraft surface state message.

Abstract: In one implementation, a receiver has a module to calculate the cross-correlation between a portion of a digital representation of a received signal and a reference signal. The receiver also has a module to generate an estimate of a portion of a message potentially included in the digital representation of the received signal and a screening module to determine the likelihood that the received signal includes a message. For a received signal that is determined likely to include a message, the receiver includes a carrier refinement module to shift the frequency of carrier pulses in the digital representation of the received signal toward a desired frequency and to align the phase of carrier pulses in the digital representation of the received signal with a desired phase and a coherent matched filter to recover the message from the digital representation of the received signal.

Abstract: A method and a system for establishing a route of an unmanned aerial vehicle are provided. The method includes identifying an object from surface scanning data and shaping a space, which facilitates autonomous flight, as a layer, collecting surface image data for a flight path from the shaped layer, and analyzing a change in image resolution according to a distance from the object through the collected surface image data and extracting an altitude value on a flight route.

Abstract: A device for determining a region of impact of an aircraft on the surface of the Earth in the event of an emergency is configured to compare weather forecasts from the past with the weather conditions that are actually occurring and to determine therefrom an uncertainty of the weather forecasts using statistical means. This uncertainty of the weather forecasts is used in addition to position data and state information of the aircraft in order to determine a probable region of impact of the aircraft.

Abstract: A control terminal includes a memory storing program instructions, a communication interface configured to communicate with an unmanned aerial vehicle (UAV), receive position information outputted by a positioning device of the UAV and sent by the UAV, and receive flight state information of a plurality of aircrafts detected by an aircraft detection device of the UAV and sent by the UAV, and a processor configured to execute the program instructions to detect an operation state of the positioning device based on the position information and the flight state information.

Abstract: Disclosed is a light-weight radar system (“LWRS”) for sense and avoid applications in a vehicle. The LWRS includes a plurality of receivers, a plurality of transmitters, an obstacle database, and a processing device. The processing device is in signal communication with the plurality of receivers, plurality of transmitters, and the obstacle database. The processing device includes at least one processor and a computer computer-readable medium (“CRM”) having encoded thereon computer-executable instructions.

Abstract: An ADS-B transponder system is associated with a vehicle including a transponder. The system includes a universal access transceiver (UAT) subsystem configured for detecting and responding to an interrogation signal by broadcasting a signal representing a vehicle parameter. The interrogation signal can be detected by monitoring current fluctuations in a power bus on the vehicle. The UAT subsystem is connected to a smart antenna configured for transmitting and receiving ADS-B signals. In an aircraft (A/C) application the vehicle parameter can comprise squawk code, altitude, heading vector, airspeed and other flight data.

Abstract: An apparatus and method of delivering an alert from an aircraft to a search and rescue system. An alert from an aircraft is received via a communications satellite. The alert comprises identification information identifying the aircraft and position information identifying the position of the aircraft. In response to receiving the alert, an emulated distress radio beacon signal is generated. The emulated distress radio beacon signal comprises the identification information and the position information in a standard format of a signal generated by a distress radio beacon. The emulated distress radio beacon signal is broadcast from a location other than the aircraft as an emulated distress radio beacon transmission that is configured to be received and processed by the search and rescue system.

Abstract: An improved aviation transponder is discussed herein. The improved aviation transponder demonstrates improved cohabitation and survivability characteristics, allowing the transponder to be placed near other antennas without causing or receiving interference, and reducing potential damage caused by high-energy electromagnetic fields, such as those experienced near an air traffic control (ATC) or military radar installation. Additionally, a small form factor of the transponder results in a smaller, more compact aircraft that consumes less energy, reduces heat dissipation, and maximizes battery life and/or flight time. The transponder may comply with modular interface standards, and may include a radio configured for transmitting 200-watt signals. Based at least in part on the improved performance, the transponder can be implemented in unmanned aerial vehicles (UAVs), for example.

Abstract: Provided is a pulse radar device including: a TX unit configured to emit a TX pulse according to a single TX clock signal; a multiple-RX units configured to receive echo pulses received through a plurality of RX antennas according to multiple RX clock signals; a pulse radar driving unit configured to generate the single TX clock signal and the multiple RX clock signals using a reference clock signal. The pulse radar driving unit provides the single TX clock signal and the multiple RX clock signals for the TX unit and the multiple-RX unit. The pulse radar driving unit adjusts an RX clock-to-clock delay that is the delay between the multiple RX clock signals so as to adjust a directivity of the multiple-RX unit, and a TX-to-RX delay between the single TX clock signal and the multiple RX clocks signals so as to adjust a detection range.

Abstract: A method and a device for avoiding an object by detecting its approach to an aircraft. After detecting an object in the vicinity of an aircraft and detecting its approach, a first track for the object and a second track for the aircraft are estimated from successive first states for the object and successive second states for the aircraft. Thereafter, a minimum distance (dm) between the first track and the second track is estimated and a warning is triggered as soon as the minimum distance is less than a first threshold so as to warn a crew of the aircraft of a risk of collision. Finally, if the minimum distance is less than a second threshold, an avoidance maneuver is performed automatically by the aircraft in order to move away from the first track, and thereby avoid any risk of collision with the object.

Abstract: Techniques are described for implementation of the requirement of Resolution 612 of International Telecommunications Union that oceanographic radar systems broadcast a Morse-coded call sign for station identification at least once every 20 minutes.

Abstract: According to an aspect, a package transport container for a UAV includes a manifest device having a computer processor, a receptacle including a base that secures contents of the receptacle, a locking mechanism that couples the manifest device to the receptacle during transport, and a connector coupling the manifest device to the UAV. The processor transmits material properties of the contents of the receptacle to the UAV, receives routing information for a package to be transported, monitors coordinates of the package transport container during transport, and upon determining the coordinates match coordinates of a delivery location specified in the routing information: sends a release request signal to the UAV to release the receptacle; receives a release command from the UAV; and disengages the locking mechanism to release the manifest device from the base. The routing information is determined at least in part based on the material properties of the contents.

Abstract: An Automatic Dependent Surveillance-Broadcast (ADS-B) system, and method of harmonizing a transponder Squawk code and an ADS-B system, ensures that a Squawk code broadcast by the ADS-B system matches the transponder Squawk code. The transponder Squawk code is transmitted from a transponder positioned onboard an aircraft, and the transmitted transponder Squawk code is received by a device positioned onboard the aircraft in which the transponder is installed. The ADS-B system is updated with the received transmitter squawk code. The squawk code is transmitted using the ADS-B system.

Abstract: An aerial system discrimination system includes an aerial system disruption system, an aerial system identification system, and a permissions module. The discrimination system can additionally include or use an identifier transmission system configured to mount to the aerial system. The discrimination system functions to determine whether an aerial system is authorized or unauthorized to be in the airspace. The discrimination system can additionally function to prevent, disrupt, remove, or otherwise interact with an unauthorized aerial system within the airspace.

Abstract: A method of geolocating comprises: receiving wirelessly, at an asset located on the Earth's surface and from at least two airborne aircraft, ADS-B signals, respectively; interpolating, using a Bayes filter, at least some state information of the at least two airborne aircraft based on the ADS-B signals, respectively; determining differences in received signal strength indicator (RSSI) values (RSSI-difference values) of successive aircraft-specific ADS-B signals, respectively; estimating, using a likelihood function, locations of the asset based on the RSSI-difference values, the ADS-B signals and the interpolated state information, respectively, thereby producing a set of estimated locations; and searching amongst the set to find one of the estimated locations that is regarded as being most likely to most accurately describe an actual position of the asset.

Abstract: An identification element has a transponder with a data-emitting transmission unit and with a data-receiving reception unit in order to communicate with a device for registering and/or controlling access authorization to spaces or objects. In addition, a control circuit is provided for the transmission unit and reception unit. The transponder is an optical transponder (1.1), the transmission unit of which is a light-emitting transmission unit (1.3) and the reception unit of which is a light-receiving reception unit (1.4). The optical transponder and an autonomous power supply are integrated into the identification element. The identification element is in the shape of a name plate or of an identification element of comparable size which is assigned to an object or body or is to be supported thereon. By virtue of the fact that the transmission unit (1.3) of the optical transponder (1.1) is operated by the control circuit (2.

Abstract: Systems, methods, and computer-readable and executable instructions are provided for moderating a charging for a number of power resources. Moderating a charging for a number of power resources can include calculating a distinct charging window for each of the number of power resources. Moderating a charging for a number of power resources can also include selecting a first power resource from the number of power resources based on a current time and the distinct charging window for the first power resource. Furthermore, moderating a charging for a number of power resources can include charging the first power resource within the distinct charging window before charging a second power resource.

Abstract: A system may include a display, an avionics server, and an automatic dependent surveillance-broadcast (ADS-B) receiver implemented in an aircraft. The avionics server may include a processor configured to host applications. The ADS-B receiver may be configured to receive ADS-B In data associated with traffic information from other aircraft in a vicinity of the aircraft. Execution of the applications may be configured to cause the processor to: generate geo-referenced aeronautical chart graphics data; output the geo-referenced aeronautical chart graphics data to the display; receive the ADS-B In data from the ADS-B receiver; generate geo-referenced traffic graphics data based on the received ADS-B In data; and output the geo-referenced traffic graphics data to the display. The display may be configured to receive the geo-referenced aeronautical chart graphics data and the geo-referenced traffic graphics data and display an image of a selected aeronautical chart overlaid with the traffic information.

Abstract: Systems and methods for detecting an unmanned aerial vehicle (UAV). Network access (for example, to the Internet) may be provided by detecting a UAV and fixing one or more beams from one or more ground terminals to the UAV. In one embodiment, the detection of a UAV includes forming and pointing beams from a ground terminal and ground gateways toward the UAV. The ground terminal may be configured to autonomously steer its antenna beam during initial installation to detect the reference signal from a UAV. In one variant, the ground terminals are steered to more finely track the position of the UAV based on a signal quality metric such as received signal strength and the UAV real-time position location coordinates. In one embodiment, the ground terminal antenna is initially manually pointed toward the UAV, and thereafter allowed to automatically steer to track the position of the UAV.

Abstract: In one implementation, a receiver has a module to detect a carrier within a portion of a digital representation of a received signal. In addition, the receiver includes a module to calculate the cross-correlation between the portion of the digital representation of the received signal and a reference signal representing an expected pulse pattern. The receiver also has a module to generate an estimate of a portion of a message potentially included in the digital representation of the received signal. The receiver further includes a screening module to generate a feature vector representing the estimated message, project the feature vector into a feature space, and determine the likelihood that the digital representation of the received signal includes a message. If the digital representation of the received signal likely includes a message, the receiver includes a non-coherent matched filter to recover the message from the digital representation of the received signal.

Abstract: Static obstruction detection and management systems and methods through an Air Traffic Control (ATC) system for Unmanned Aerial Vehicles (UAVs) include receiving UAV data from a plurality of UAVs related to static obstructions; receiving external data from one or more external sources related to the static obstructions; analyzing the UAV data and the external data to populate and manage an obstruction database of the static obstructions; and transmitting obstruction instructions to the plurality of UAVs based on analyzing the obstruction database with their flight plan.

Abstract: In one implementation, a receiver has a module to calculate the cross-correlation between a portion of a digital representation of a received signal and a reference signal. The receiver also has a module to generate an estimate of a portion of a message potentially included in the digital representation of the received signal and a screening module to determine the likelihood that the received signal includes a message. For a received signal that is determined likely to include a message, the receiver includes a carrier refinement module to shift the frequency of carrier pulses in the digital representation of the received signal toward a desired frequency and to align the phase of carrier pulses in the digital representation of the received signal with a desired phase and a coherent matched filter to recover the message from the digital representation of the received signal.

Abstract: A DC-DC power converter having a power source, a load, and a transmission line terminated at one end. A first switch is electrically connected between the power source and a second end of the transmission line and movable between an open and a closed position. A second switch is electrically connected between the second end of the transmission line and the load and is movable between an open and a closed position. A switch control circuit switches the first and second switches between their respective open and closed positions. A pulse forming network forms the transmission line to store the charge in the transmission line.

Abstract: The present invention is to provide a method and system for generating contingency flight plans for normal landing and flight termination (crash) of UAVs (drones) in the event of lost communications with ground control stations. The system is fast, automatic, comprehensive, and systematic. The contingency plan can be generated using laptops or PCs. The execution of contingency plans will involve the coordination of flight computer in drones, ground control station, air traffic controllers (ATC), and pilot in command (PIC). External devices such as satellites and RF towers are also involved in the process such as reestablishment of communications.

Abstract: Systems and methods for testing and distinguishing ADS-B Out function failures from transponder failures are disclosed. The system may include a transponder configured to: detect a test signal on an electronic interface coupled with the transponder; in response to a detection of the test signal, determine whether the transponder is experiencing a transponder failure or an Automatic Dependent Surveillance-Broadcast (ADS-B) Out function failure; and for a predetermined period of time starting from the detection of the test signal, report a failure signal to only when it is determined that the transponder is experiencing the transponder failure.

Abstract: The present invention is a flight deck situational awareness communication system for providing integrated controller to pilot data link communication (CPDLC) message function for an aircraft. The system includes a memory configured for receiving and storing a CPDLC message from a communicatively coupled remote CPDLC communication system. The flight deck system further includes a processor. The processor is communicatively coupled with the memory and configured for receiving the CPDLC message stored in the memory. The processor is further configured for generating an image including a depiction of the content of the received CPDLC message overlaid onto an application depiction. The processor is communicatively coupled with a display and provides the image to the display. The display is configured for receiving and displaying the image.

Abstract: Systems and methods for on-ground vehicle collision avoidance utilizing shared vehicle hazard sensor data are provided.

Abstract: Embodiments of the present disclosure relate to an Operational Flight Efficiency Evaluation (OFEE) system for an aircraft. The system comprises an Avionics Situation Awareness Device (ASAD). The ASAD includes one or more processors, a memory communicatively coupled to the one or more processors, and a flight data collection interface configured to, via the one or more processors, collect empirical flight data for a flight and store the empirical flight data in the memory. The OFEE also includes a Simulation And Comparison System (SACS) in communication with the ASAD. The ASAD includes a database communicatively coupled to a National Airspace System (NAS). The database is also configured to automatically acquire and store avionics systems available for flight efficiencies from the NAS. The ASAD also includes a simulator configured to identify at least one avionics upgrade based on the collected empirical flight data and the avionics systems available for flight efficiencies.

Abstract: A system includes a transmitting line replaceable unit (TLRU) configured to receive messages including instructions for avionics receiving line replaceable units (RLRUs). The system further includes a memory configured to store validation data including a set of expected messages. A monitor is further included and is configured to monitor messages received at the TLRU and further configured to determine whether received messages are valid based on at least a portion of the set of expected messages stored in the memory. A plurality of RLRUs are further included and configured to receive message from the TLRU and to execute the instructions included in the received messages.

Abstract: A multiple processor architecture with flexible external input/output interface is provided.

Abstract: Systems and methods for detecting an unmanned aerial vehicle (UAV). Network access (for example, to the Internet) may be provided by detecting a UAV and fixing one or more beams from one or more ground terminals to the UAV. In one embodiment, the detection of a UAV includes forming and pointing beams from a ground terminal and ground gateways toward the UAV. The ground terminal may be configured to autonomously steer its antenna beam during initial installation to detect the reference signal from a UAV. In one variant, the ground terminals are steered to more finely track the position of the UAV based on a signal quality metric such as received signal strength and the UAV real-time position location coordinates. In one embodiment, the ground terminal antenna is initially manually pointed toward the UAV, and thereafter allowed to automatically steer to track the position of the UAV.

Abstract: Systems and methods for detecting an unmanned aerial vehicle (UAV). Network access (for example, to the Internet) may be provided by detecting a UAV and fixing one or more beams from one or more ground terminals to the UAV. In one embodiment, the detection of a UAV includes forming and pointing beams from a ground terminal and ground gateways toward the UAV. The ground terminal may be configured to autonomously steer its antenna beam during initial installation to detect the reference signal from a UAV. In one variant, the ground terminals are steered to more finely track the position of the UAV based on a signal quality metric such as received signal strength. In one embodiment, the ground terminal antenna is initially manually pointed toward the UAV, and thereafter allowed to automatically steer to track the position of the UAV.

Abstract: A method for transmitting a spread spectrum radar signal stores a plurality of spread sequences. Further, an elevation of a vehicle is measured by the method. Based on the measured elevation of the vehicle, the method selects at least one spread sequence of the plurality of spread sequences, and transmits a spread spectrum radar signal based on the selected at least one spread sequence. Additionally, the method may measure a travel direction of the vehicle, and then select at least one spread sequence based on the measured elevation of the vehicle and the measured travel direction of the vehicle.

Abstract: A system is delineated comprising a display and a receiver coupled to the display for receiving data for presenting on the display, the data representing spoken VHF messages.

Abstract: A system and method for increasing the vertical situational awareness of a pilot of a host aircraft, comprises rendering symbology on a vertical situation display of the host aircraft, the symbology comprising (1) a traffic scenario including at least the host aircraft and a second aircraft, the second aircraft involved in an ITP transition, and (2) flight level allocation data assigned to the second aircraft by air traffic control.

Abstract: Ground vehicle reporting and tracking techniques are provided to track vehicles associated with a particular area (e.g., an airport, a military base, etc.). Ground vehicles may regularly report information about the vehicle to one or more control stations via corresponding communication links. The communication links may include, for example, an Automatic Dependent Surveillance-Broadcast (ADS-B) link and a non-ADS-B link.

Abstract: Systems and methods for calculating coherent bearing that allow one to reduce the number of TCAS antenna elements. In one embodiment, the bearing calculation takes into account signal-to-noise ratio (SNR) difference experienced from top and bottom antennas mounted on a vehicle.

Abstract: A system and method automatically control an emergency descent of an aircraft to a target altitude. Factors including weather, traffic, terrain, special use airspace, distance to an alternate, time above 10,000 feet, and time airborne are considered in deciding on descent airspeed, aircraft heading, and selection of an alternate. The target altitude may be redefined after activation of a Terrain Advisory and Awareness System. A vertical speed, or rate of descent, may be adjusted after receiving a resolution advisory from a traffic clearance and avoidance system if the maneuver with maximum operating speed generates excessive normal acceleration. Initiation of the emergency descent will be transmitted via radio and data link communication and automatic selection of a mode declaring a state of emergency on the traffic clearance and avoidance system.

Abstract: A method of operating a rotorcraft collision avoidance system is provided. The method includes determining a unique characteristic of a detected rotorcraft, determining the actual length of a first rotor based at least in part on the determined unique characteristic of the rotorcraft, locating a major axis of the first rotor of the rotorcraft from a perspective of a home unit, from the perspective of the home unit, determining an angular extent of the major axis of the first rotor, and determining the then current distance from the home unit to the rotorcraft based at least in part on the determined actual length of the first rotor and the corresponding angular extent.

Abstract: Systems and methods for improving bearing initialization for a pair of two-element antennas. An exemplary system includes two-element antennas mounted on the bottom and top of an aircraft fuselage, an output device, and a processing device. The processing device receives phase-difference information based on phase of signals received at each element of a two-element antenna, determines if the received phase-difference information is within a predefined low-confidence region, and initializes bearing if the phase-difference information is not within the low-confidence region or the phase-difference information from a predefined number of consecutively received signals meets a predefined consistency requirement.

Abstract: A multi-function avionics system that includes, but is not limited to, a combined traffic collision avoidance system (TCAS) and directional measuring equipment (DME) system that utilizes a multi-function directional antenna for both functions. The multi-function system utilizes the same directional antenna for TCAS and DME functions, which typically utilize the same communication frequency band. The multi-function antenna may include four antenna elements that discriminate the direction of the DME ground station squitter. The DME system establishes a bearing to the ground station from the squitter and uses this information to determine which directional beam to use for the DME interrogation. Directional DME interrogation reduces the power requirements relative to that required for omni-directional DME interrogation. The integration of DME and TCAS enables the removal of antennas and feeder cables from the aircraft, saving weight, drag and cost.

Abstract: Multipath mitigation can be performed in a surface environment by various systems and methods. For example, antenna beams from multiple antennas can be used to reduce the impact of multipath on a received signal. Thus, a method can include monitoring for a signal on at least one upper antenna beam of an aircraft. The method can also include monitoring for the signal on at least one lower antenna beam of the aircraft while monitoring on the at least one upper antenna beam. The method can further include processing the signal received by the at least one upper antenna beam and/or the at least one lower antenna beam.

Abstract: An ADS-B system associated with an aircraft is configured to furnish an indication whether the aircraft is within coverage of air traffic information transmitted by an air traffic control ground station. The ADS-B system receives transmissions from an air traffic control ground station that include air traffic information and a client list comprising identification addresses of aircraft included in the air traffic information. The ADS-B system determines whether the aircraft is within a range of a second aircraft and whether the second aircraft is included in the air traffic information by comparing an identification address of the second aircraft with the identification addresses in the client list. The ADS-B system furnishes an indication that the aircraft is within coverage of the air traffic information when the second aircraft is included in the air traffic information and the aircraft is within the range of the second aircraft.

Abstract: A method for detecting a message provided with a preamble with a number of pulses in a signal sent by an interrogator or a transponder in mode S, said method including a step for decomposition of said signal into an amplitude signal and into a complex phase signal, a step for detection of said preamble by correlating the amplitude signal with a replica signal of the expected pulses, and a phase control step executed by adding together the samples of the phase signal for the duration of the pulses of said preamble and by comparing the sum obtained with a threshold. The method may include a step for time synchronization by correlation of the complex phase signal with a reference sequence formed by one or more known bits before the decoding of the data. The method applies notably to the decoding of interrogation messages borne by low-power signals.

Abstract: A terrain warning system includes an indicator to inform a pilot of a proposed degree of flight parameters for safely clearing terrain. An aural message may identify a vertical speed that may be used to safely traverse terrain to the pilot. A visual indicator on a display informs the pilot of a vertical speed or climb angle to traverse terrain. The display may be a vertical speed indicator also capable of displaying traffic advisories.

Abstract: A visual/graphical air traffic display tool to aid flight crews in determining future heading/track and position of ownship based on current climb rate, bank angle and groundspeed under current meteorological conditions. The tool displays symbols which indicate the predicted future position and heading/track of ownship on a traffic display unit. The tool is also capable of using ownship's predicted position and information received from surrounding traffic to identify a future conflict at ownship's predicted position and then display a future conflict warning on the traffic display unit. In one embodiment, the future conflict warning takes the form of a change in the coloration of the ownship position and heading/track indicator being displayed.