Abstract: A method for classifying radar data, which have been obtained by registering radar radiation emitted from a transmitter and reflected by at least one object using at least one detector. The method includes: providing radar data, which include observations of a setting recorded at different points in time; ascertaining at least one portion of the radar data, which is rotated and/or scaled in at least one of the observations as compared to at least one other of the observations; ascertaining a fixed point of the rotation and/or scaling; transforming at least one two-dimensional representation of at least one part of the observations into logarithmic polar coordinates using the ascertained fixed point as the origin; and mapping the at least one transformed two-dimensional representation onto at least one class of a predefined classification via at least one classifier, which encompasses a neural network that includes at least one convolution layer.

Abstract: A mixed-mode positioning system and method for determining position data associated with a vehicle is disclosed, in accordance with one or more embodiments of the present disclosure. The system may include one or more receivers configured to receive Global Navigation Satellite system (GNSS) signals and one or more Automatic Dependent Surveillance Broadcast (ADS-B signals). The system may also include a processor configured to extract positional data from the one or more GNSS signals and one or more ADS-B signals. The processor may also be configured to determine ownship position data associated with a vehicle based on the extracted GNSS positional data and the extracted ADS-B positional data.

Abstract: The present invention relates to low earth orbit satellites for air traffic control. One or more LEO satellites serves as a link between a control tower and an aircraft. The one or more LEO satellites are adapted for a) receiving an Automatic Dependent Surveillance-Broadcast, ADS-B, signal from an aircraft; b) receiving and/or transmitting a signal from/to a control tower; and c) receiving and/or transmitting a VHF signal from/to an aircraft.

Abstract: A system for reporting aircraft situational awareness information associated with a first aircraft can include a global positioning system (GPS) receiver configured to receive positioning signals and determine a position of the first aircraft. The system can also include a traffic collision avoidance system (TCAS) configured to receive collision avoidance information from one or more second aircrafts. The system can also include a processor, coupled to the GPS receiver and the TCAS, configured to generate a situational awareness message using the determined position of the first aircraft and the collision avoidance information received from the one or more second aircrafts. The system can include a high frequency (HF) transceiver coupled to the processor and configured to transmit the generated situational awareness message, through a HF channel, to one or more HF ground stations.

Abstract: Example aircraft intent processors are described herein that can be used both for the prediction of an aircraft's trajectory from aircraft intent, and the execution of aircraft intent for controlling the aircraft. An example aircraft intent processor includes an aircraft intent input to receive aircraft intent data representative of aircraft intent instructions, an aircraft state input to receive state data representative of a state of the aircraft, and a residual output. The aircraft intent processor is to calculate residual data representative of an error between a state of the aircraft commanded by the received aircraft intent data and the state of the aircraft expressed by received state data, and output the residual data via the residual output.

Abstract: A beamforming control module including processing circuitry may be configured to receive fixed position information indicative of a fixed geographic location of a base station, receive dynamic position information indicative of a three dimensional position of at least one mobile communication station, determine an expected relative position of a first network node relative to a second network node based on the fixed position information and the dynamic position information, and provide instructions to direct formation of a steerable beam from an antenna array of the second network node based on the expected relative position.

Abstract: Disclosed are a method and a system for clock synchronization estimation using position over-determination principles applied to TDOA measurements of well-tracked targets with a height of about 5 km and higher. Clock correction factors or delays can then be applied to sensor clock signals, providing accurate tracking of targets such as aircraft, even in the event of GPS failure or jamming.

Abstract: An automated system is configured to enhance live video in real time by adding virtual graphics to imagery obtained from a moving camera, where the added virtual graphics can represent real yet not visible attributes such as wind speed and direction and non-real attributes such as lines indicative of racing advantages. The displayed positions of the virtual graphics are dependent on sensor measurements of the locations and/or attitudes in a real world 3D coordinate system of objects and of the movable camera The displayed positions of the virtual graphics are functions of corresponding locations in the real world 3D coordinate system.

Abstract: A computer-implemented system and method for the processing and presentation of flight tracking data from a number of sources, with at least one source include a user access restriction, is disclosed. Substantially real-time flight tracking data is received over a digital network from a number of different sources and is stored in at least a database. Various determined flight paths are stores for a single flight based upon the number of flight data sources contributing data regarding that flight. Upon receiving a query from a user, the user's access with respect to the available data providers in retrieved and the best flight for the selected flight which is determined only from data that the requested user is authorized to access is presented. In one form, the results may be presented to the user in the form of digital map having an aircraft image and historical flight path shown.

Abstract: An autonomous navigation system for a tracked or skid-steer vehicle is described. The system includes a path planner (54) that computes a series of waypoint locations specifying a path to follow and vehicle location sensors (82). A tramming controller (60) includes a waypoint controller (62) that computes vehicle speed and yaw rate setpoints based on vehicle location information from the vehicle location sensor and the locations of a plurality of neighboring waypoints, and a rate controller (64) that generates left and right track speed setpoints from the speed and yaw rate setpoints. A vehicle control interface actuates the vehicle controls in accordance with the left and right track speed setpoints.

Abstract: A computer-implemented system and method for the processing and presentation of flight tracking data from a number of sources, with at least one source include a user access restriction, is disclosed. Substantially real-time flight tracking data is received over a digital network from a number of different sources and is stored in at least a database. Various determined flight paths are stores for a single flight based upon the number of flight data sources contributing data regarding that flight. Upon receiving a query from a user, the user's access with respect to the available data providers in retrieved and the best flight for the selected flight which is determined only from data that the requested user is authorized to access is presented. In one form, the results may be presented to the user in the form of digital map having an aircraft image and historical flight path shown.

Abstract: A method of method of assigning routes for a plurality of users allocated to different classes is provided. A first group of users is identified based on a user classification, wherein each user of the first group of users has a first user classification. A second group of users is identified based on the user classification, wherein each user of the second group of users has a second user classification. The first user classification is different from the second user classification. A disutility value is calculated for each user of the first group of users and for each user of the second group of users using a travel disutility function based on an origin and a destination of each user of the first group of users and each user of the second group of users. A bi-level problem solver is executed to optimize the disutility value based on the user classification.

Abstract: A method and a navigation device are disclosed for sharing at least one location message with at least one other device. The navigation device includes a receiver to determine a signal strength of a traffic message channel at a location, a memory to store information representing the signal strength of a traffic message channel, and at least one processor to correlate the information stored in memory to compile a traffic message channel resource and select a traffic message channel based on the traffic message channel resource and a location associated with a navigation device. The method includes determining a signal strength of a traffic message channel at a location, storing information representing the signal strength of a traffic message channel, correlating the information stored in memory to compile a traffic message channel resource, and selecting a traffic message channel based on the traffic message channel resource and a location associated with a navigation device.

Abstract: A method provides driving operation data in a network for wirelessly exchanging driving operation data. A first motor vehicle connected to the network by communication technology determines the absolute driving operation data of a second motor vehicle by way of at least one environment sensor disposed in the first motor vehicle. The absolute driving operation data of the second motor vehicle are transmitted by the first motor vehicle to at least one other subscriber to the network.

Abstract: Systems and methods for information filtering in a roadway travel data exchange network are disclosed. In one embodiment, a travel data processing system may comprise, for example, a communication network. A mobile device may be communicatively coupled to the communication network. A collection system may collect first travel data, where the first travel data may comprise second travel data that is relevant to the mobile device. A filter system may analyze the first travel data to control the flow of at least a portion of the second travel data. A filter device may be communicatively coupled to the communication network and the filter device may comprise at least a portion of the filter system. The mobile device may comprise at least a portion of the filter system.

Abstract: Methods and apparatus related to peer to peer communication networks are described. An active connection list is maintained by a wireless communications device supporting peer to peer communications. In various embodiments, the active connection identifier list being maintained is in addition to a list of discovered peers in the local vicinity. Paging signaling, e.g., peer to peer paging signaling, is used to establish active connections. Air link peer to peer traffic resources include traffic control resources and traffic data resources. A wireless communications device seeking to transmit on a traffic data resource transmits a traffic request signal on a traffic control resource. An active connection identifier is, in some embodiments, associated with a particular subset of traffic control resources. Thus, a wireless communications device monitors the portion or portions of the traffic control resource corresponding to its active connections for traffic request signals, but need not monitor other portions.

Abstract: In a first, preferred embodiment of the present invention, integrated tracking is provided using passive broadband. The invention takes the system for deployable passive broadband detection and extends it by incorporating the capability to decode position for ADS-B, SSR multilateration, and broadband multilateration. In a second embodiment, validation of a self-reported position is provided. The invention takes the system for deployable passive broadband detection and extends it by incorporating the capability to decode self-reported position for ADS-B, and compare it to line of calculated position, or line of precision, derived from multilateration techniques applied to various signals received from the aircraft. In a third embodiment, validation of a self-reported ADS-B position using independent surveillance is provided by the system.

Abstract: A probe-vehicle traffic information system for and method of gathering traffic data utilizing a host probe vehicle having onboard exterior sensors. The host vehicle is configured to detect at least one condition from at least one traveling target vehicle, aggregate and process the condition data, and report only the processed data to a traffic information center, so as to reduce the number of simultaneous communication channels typically required to report condition data from a plurality of probe vehicles.

Abstract: A system includes one or more transponders, a number of sensors, a tracking sub-system, and a billing sub-system. Each transponder is located in a vehicle capable of being driven on a road having at least a first lane and a second lane in which vehicles move in a same direction. Each sensor is movably located at a point along the road to detect the transponder of each vehicle that has changed between the first and the second lanes at the point. The tracking system is communicatively coupled to the sensors to track when and at which of the points the vehicles have changed between the first and the second lanes. The billing system is to periodically bill users of the vehicles based on when and where the vehicles are driven in the second lane of the road.

Abstract: At most airports, responsibility of air traffic control starts and stops at the entrance or exit to the runway movement areas, which are taxiways and runways. In the non-movement areas, such as hangers, ramps, and aprons, aircraft movements and separation are no longer the responsibility of air traffic control, but is the responsibility of other parties such as the airport itself, airlines, or other parties. The use of tracking technologies for air traffic control is therefore focused on the movement areas, not the non-movement areas, where there are limitations in aircraft tracking. Furthermore, many of the aircraft transmitting devices are switched off in non-movement areas exacerbating tracking problems in these areas. The present invention includes several methods including broadband multilateration, to extend aircraft tracking from the movement areas into non-movement areas without the need to extend special air traffic control equipment into those areas.

Abstract: A method and apparatus for providing live display of aircraft flight information obtains aircraft data from at least two data sources selected from aircraft position and flight information from an ASDI (aircraft situational awareness display to industry) data source, aircraft location and identification from multilateration of an aircraft transponder data source, flight information from an ACARS (Aircraft Communications Addressing and Reporting System) data source, and flight information from an airline flight information system data source. The data is then fused together to integrate aircraft information from at least two of the data sources to produce integrated aircraft information, and providing a real-time display of the integrated aircraft flight information over a network, a physically connected display, a cockpit display, or an airport ground vehicle display.

Abstract: The invention provides methods for validating a position of an airborne platform, by comparing rate of change of a measure of barometric altitude with rate of change of a measure of geometric altitude. When the difference in rates of change exceeds at least one predetermined threshold an indication is provided that a threshold has been exceeded. The methods may be employed onboard an aircraft and/or at an air traffic control site, provided the aircraft transmits the necessary parameters. The comparison not only provides validation of vertical positioning information (altitude) but also horizontal positioning information. Corresponding apparatus, systems, programs for computers, and communications signals are also provided.

Abstract: A generalized framework is disclosed in which a wide variety of propagation models can be cast in a matrix-based format using arbitrary matrix coefficients. Casting propagation models in the matrix-based framework enables efficient computer implementation and calculation, ease of tuning, admissibility, and aggregating multiple propagation models into a single matrix-based model. Matrix-based propagation models based on transmitter-receiver azimuth orientation, transmitter antenna height, terrain elevation, and clutter are also disclosed. The propagation models can be used in conjunction with automated data acquisition from information sources such as topographic maps, clutter maps, etc.

Abstract: A method and system are provided for measuring and monitoring performance metrics of a non-ADS-B tracking system and generating performance metrics for the non-ADS-B tracking system in terms of ADS-B equivalent performance metrics. An aircraft transmits various transponder-based or other signals which are received at multiple ground stations, some of which may be ADS-B stations or both ADS-B and multilateration stations. ADS-B signals may contain performance metrics which are passed on from ADS-B station to an ADS-B processor, which outputs aircraft-derived metrics. ADS-B signals and all other transponder signals are also received at all ground stations, time-stamped, and sent to a multilateration processor, which generates multilateration metrics. Therefore two streams of information are passed onto ATC system processor containing the ADS-B aircraft-derived metrics and multilateration-derived metrics.

Abstract: A method and system are provided for measuring and monitoring performance metrics of a non-ADS-B tracking system and generating performance metrics for the non-ADS-B tracking system in terms of ADS-B equivalent performance metrics. An aircraft transmits various transponder-based or other signals which are received at multiple ground stations, some of which may be ADS-B stations or both ADS-B and multilateration stations. ADS-B signals may contain performance metrics which are passed on from ADS-B station to an ADS-B processor, which outputs aircraft-derived metrics. ADS-B signals and all other transponder signals are also received at all ground stations, time-stamped, and sent to a multilateration processor, which generates multilateration metrics. Therefore two streams of information are passed onto ATC system processor containing the ADS-B aircraft-derived metrics and multilateration-derived metrics.

Abstract: In a local positioning system, augmentation of the land-based system is provided by receiving signals from a GNSS. The signals from the land-based positioning system have a code phase accuracy better than one wavelength of a carrier of the signals from the GNSS. Different decorrelation may be used for signals from a satellite than from a land-based transmitter, such as using a digital decorrelator for signals from the satellite and an analog decorrelator for signals from a land-based transmitter. The receivers may include both a GNSS antenna and a local antenna. The phase centers of the two antennas are within one wavelength of the GNSS signals from each other. The local antenna is sized for operation in the X or ISM-bands of frequencies. The GNSS antenna is a patch antenna where the microwave antenna extends away from the patch antenna in at least one dimension.

Abstract: A method of receiving a first set of target data points from a first data feed and receiving a second set of target data points from a second data feed arrangement. Comparing a time variable included in the target data points from the first set to the time variable included in the target data points from the second set to determine time matched target data points and further comparing a second variable included in the time matched target data points from the first set to the second variable included in the corresponding time matched target data points from the second set to determine fully matched target data points. Combining the first set of target data points with the second set of target data points when the fully matched target data points satisfies a predetermined threshold.

Abstract: In a local positioning system, augmentation of the land-based system is provided by receiving signals from a GNSS. The signals from the land-based positioning system have a code phase accuracy better than one wavelength of a carrier of the signals from the GNSS. Different decorrelation may be used for signals from a satellite than from a land-based transmitter, such as using a digital decorrelator for signals from the satellite and an analog decorrelator for signals from a land-based transmitter. The receivers may include both a GNSS antenna and a local antenna. The phase centers of the two antennas are within one wavelength of the GNSS signals from each other. The local antenna is sized for operation in the X or ISM-bands of frequencies. The GNSS antenna is a patch antenna where the microwave antenna extends away from the patch antenna in at least one dimension.

Abstract: A method of triangulating aircraft transponder signals using a number of receivers connected to a central station over communication links includes applying at least one logic rule at each receiver to incoming transponder signals to filter redundant transponder signals, time-stamping filtered transponder signals, and transmitting time-stamped transponder signals to the central station. Logic rules include at least one of altitude filtering, Mode S, Mode A/C code filtering, and change filtering. Replies are accepted when a change in state is indicated, such that the only those replies indicating a change in state are time-stamped and sent to the central server.

Abstract: A direct multilateration target tracking system is provided with the TOA time stamp as an input. A technique of tracking targets with varying receiver combinations is provided. Methods of correlating and combining Mode A, Mode C, and Mode S messages to enhance target tracking in a passive surveillance system are provided. A direct multilateration target tracking system is provided by TOA tracking and smoothing. A technique for selecting best receiver combination and/or solution of multilateration equations from a multitude of combinations and/or solutions is provided. A technique for correcting pseudorange values with atmospheric conditions is provided. A technique for improving height determination for regions of poor VDOP in a 3D multilateration system is provided.

Abstract: A ground-based CFIT warning system provides pilots with CFIT alerts. The system is based upon a ground-based tracking system, which provides surveillance of aircraft, such as the AirScene™ multilateration system manufactured by Rannoch Corporation of Alexandria, Va. The system monitors both horizontal and vertical positions of aircraft. When an aircraft has been determined to be operating below safe altitudes, or too close to obstructions, the pilot is provided with a warning. The warning may be delivered via the pilot's voice communications and/or a data link or the like.

Abstract: The surveillance system provides a means to augment Automatic Dependent Surveillance-Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: A method for developing traffic messages is disclosed. Data indicating traffic speed at a plurality of locations on a road network are obtained. Each of the locations is assigned a unique location reference code. The data indicating traffic speed for the location reference codes assigned to locations along a road of the road network are evaluated. Locations reference codes along the road having related traffic speeds are grouped into at least one congestion event along the road. The congestion events are transmitted as traffic messages.

Abstract: The surveillance system provides a means to augment Automatic Dependent Surveillance-Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: An autonomous zone forming method of autonomously forming a zone which is a service area of a base station in a wireless communication system having the base station is provided. In the method, it is detected that a zone is newly formed around the base station, and a zone which is the service area of the base station is autonomously changed according to a newly formed zone. When determining the zone, receive quality of a signal received from a surrounding base station is used. In addition, a congestion state of a surrounding base station of the base station is detected, and a zone which is the service area of the base station is enlarged to the direction of the surrounding base station according to the congestion state.

Abstract: An apparatus and method are described for generating landing fee and other airport service bills automatically. The system automatically detects aircraft N-number from air traffic control voice data using a voice recognition system and determines aircraft landing and departure events from one or more remote sensor units which determine aircraft vicinity or actual aircraft track. From the landing and departure data and the voice-recognized registration number, the system automatically bills aircraft owners for landing fees based upon this voice recognition as well as upon aircraft position detection.

Abstract: The surveillance system provides a means to augment Automatic Dependent Surveillance—Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: A system and method is disclosed for the acquisition of automobile traffic information through wireless data networks. In one embodiment, the method determines traffic conditions on roadways using a plurality of mobile communication devices. Traffic data is obtained from the mobile communication devices. The traffic data is provided to the server. The traffic data is analyzed to determine the traffic conditions.

Abstract: A direct multilateration target tracking system is provided with the TOA time stamp as an input. A technique of tracking targets with varying receiver combinations is provided. Methods of correlating and combining Mode A, Mode C, and Mode S messages to enhance target tracking in a passive surveillance system are provided. A direct multilateration target tracking system is provided by TOA tracking and smoothing. A technique for selecting best receiver combination and/or solution of multilateration equations from a multitude of combinations and/or solutions is provided. A technique for correcting pseudorange values with atmospheric conditions is provided. A technique for improving height determination for regions of poor VDOP in a 3D multilateration system is provided.

Abstract: Receiving a message including bits corresponding to an identifier, the identifier including a unique address for a aircraft transponder, extracting the unique address from the identifier, comparing the unique address to a set of predetermined addresses, changing selected ones of the identifier bits when the unique address is not one of the set of predetermined addresses, wherein the changing of the identifier bits changes a value of the unique address in the identifier, read-comparing the updated unique address to the set of predetermined addresses and processing the message when the unique address matches one of the set of predetermined addresses.

Abstract: The surveillance system provides a means to augment Automatic Dependent Surveillance-Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: A system for providing integrated communications, navigation and surveillance capabilities. A space segment comprises a plurality of time synchronized satellites broadcasting navigation signals and have two-way communication capabilities. Each satellite also has communication switching capabilities and is part of a network. A terrestrial segment comprises processing apparatus that communicates the satellites through the network. A user segment comprises at least one mobile user device capable of two way communication with the plurality of satellites and of using the navigation signals to derive its position. The user device broadcasts surveillance signals which the processing apparatus uses to derive the position of the user device. The signals are also used by the system to measure and transmit the state of the ionosphere.

Abstract: The surveillance system provides a means to augment Automatic, Dependent Surveillance-Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: A system and method are provided for automatically alerting a flight crew of an airplane when takeoff is attempted on a wrong runway. Identification data for an origin runway from which takeoff of an airplane is desired is entered via an operator interface. Stored position data for the origin runway is retrieved. Sensed position data for the airplane is input from a plurality of sensors. The stored position data for the origin runway is compared with the sensed position data for the airplane. A determination is made whether the sensed position of the airplane is within a predetermined position difference from the stored position of the origin runway, and a determination is made whether takeoff is attempted. An indication of wrong runway is provided when takeoff is attempted and the sensed position of the airplane is greater than the predetermined position difference away from the stored position of the origin runway.

Abstract: A system for alerting the occupant of a vehicle that the vehicle is in or approaching a zone of awareness. For instance, the system may be used to alert the pilot or flight crew of an aircraft that the aircraft is on or approaching a runway, and may identify the specific runway. Thus, the invention also provides a method of reducing unintentional incursions of taxiing aircraft onto runways. The system generally includes a storage device or memory, a positioning system such as a GPS that typically repeatedly determines the location of the vehicle, an alerting device such as an alarm or display, and a processor, all of which are typically located on the vehicle. The processor typically compares the location of the vehicle with stored location information for various zones of awareness and initiates an alert when appropriate. The processor may take into consideration the velocity and direction of travel of the vehicle. Zones of awareness may be defined by coordinates, such as the end points of line segments.

Abstract: A hierarchical traffic control system is disclosed. The traffic control system comprises a primary controller. The primary controller receives information about traffic in an area. The system further includes a plurality of subsidiary controllers. The subsidiary controllers provide information to and receive information from the primary controller. Each of the plurality of subsidiary controllers is associated with a cell within the area. Each of the subsidiary controllers receives and provides information to at least one vehicle concerning traffic conditions within its associated cell. The primary controller and each of the subsidiary controllers are capable of negotiating a change in the flow of traffic based upon traffic conditions. In this system, at least one vehicle within the traffic includes a third-party permission for operation.

Abstract: The surveillance system provides a means to augment Automatic Dependent Surveillance—Broadcast (ADS-B) with “look alike ADS-B” or “pseudo ADS-B” surveillance transmissions for aircraft which may not be ADS-B equipped. The system uses ground based surveillance to determine the position of aircraft not equipped with ADS-B, then broadcasts the identification/positional information over the ADS-B data link. ADS-B equipped aircraft broadcast their own position over the ADS-B data link. The system enables aircraft equipped with ADS-B and Cockpit Display of Traffic Information (CDTI) to obtain surveillance information on all aircraft whether or not the proximate aircraft are equipped with ADS-B.

Abstract: An air traffic control system in which an airborne GPS receiver on a trans-oceanic flight is provided pseudo range correction data and satellite integrity information from a group of terrestrial HF transmitters, transmitting on a common set of frequencies and using a time division multiplexing scheme.

Abstract: A satellite 10 in the sky has an imaging radar and a captured image data transmitting means, and captures an image of a predetermined subject area A including roads R. According to the captured image data concerning the subject area A, a traffic control section 21 grasps the state of traffic in the subject area A, and estimates a state of congestion according to thus grasped state of traffic. Also, according to thus estimated state of congestion, the traffic control section 21 sets parameters such as on/off times of signals. Thus set parameters are sent from the traffic control section 21 to their corresponding signals. The on/off of each signal is controlled according to the set parameters. Hence, the state of traffic in a wide area can be grasped quite accurately, and traffic can be controlled according to thus grasped state of traffic.

Abstract: A system for correlating secondary surveillance radar (SSR) data and ACARS data which results in a real time correlation of data which are unique to the separate existing systems. More specifically, a method is provided to attach flight identification data from ACARS signals to real time SSR data from Mode S transponders. Aircraft Mode S addresses are decoded and then converted to aircraft registration numbers using an algorithm or lookup table. Registration numbers are then correlated with registration numbers from decoded ACARS signals. The result is a real-time system which may provide an aircraft's registration information, including registration number, owner, make, and model, as well as its current flight identification number, and ACARS messages. As part of an aircraft multilateration system, the system provides an independent air traffic control picture complete with aircraft position and identification by flight number without the use of active radar equipment.