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: A method is provided, for displaying dynamically updated weather information for a vehicle using a computer system comprising a processor and a memory. A table is stored in the memory, the table defining, for a predetermined plurality of different weather conditions, a corresponding predetermined plurality of sets of visually distinguishable icon settings, wherein each weather condition corresponds to a corresponding respective set of icon settings, the respective set of icon settings defining the appearance of a first weather icon configured to appear on a display in operable communication with the processor, wherein the appearance of the weather icon, by itself, is sufficient to convey at least one weather condition. The appearance of the first icon is dynamically updated, during at least a portion of the travel by the vehicle along its travel path, to correspond to changes in the first set of weather data.

Abstract: A power electronic control circuitry device comprises the following intercommunicating distinct hardware physical entities: a digital microcontroller unit (UNMC) for managing the operation of the device, hardened to withstand the effects of radiations in space; a digital fast regulation unit (UNRR) for controlling priority and real-time processes, hardened to withstand the effects of radiations in space; a digital communication unit (UNC) for communications external to the device, hardened to withstand the effects of radiations in space; a digital tracing and debugging unit (UNTD) for detecting errors in the design of the device; and a digital non-volatile memory (MRN) for storing information representative of the initial configuration of the device, hardened to withstand the effects of radiations in space.

Abstract: An active wing and lift surface control system for an aircraft is described. The wing and lift surface control system includes an aeroelasticity measurement system configured to provide at least one of real time wing twist measurements and real time measurements of aircraft body bending, at least one actuator mechanically coupled to a control surface of the aircraft, and a control system communicatively coupled to the aeroelasticity measurement system and to the at least one actuator. The control system is operable to receive the measurements from the aeroelasticity measurement system and generate control signals, based on the real time measurements, to operate the at least one actuator to adjust a drag associated with one or more of the wing and the aircraft body.

Abstract: Systems and methods are disclosed for displaying the current trends (i.e., turning or going straight) or the future positions of vehicles of interest on a traffic display unit. The position, orientation and geometry of the displayed symbology is a function of parametric information broadcast by the vehicles of interest and processed by a computer system that controls the traffic display unit. In particular examples disclosed herein, the traffic display unit is a navigation display on an aircraft or a traffic display unit at a traffic controller's station. However, the methods disclosed herein have application to vehicular traffic other than aircraft, such as boats or ships.

Abstract: Present novel and non-trivial systems and methods for positioning a heading-based image within a track-based image and for generating steering commands for a forward-looking image capture device of an enhanced vision system (“EVS”). The positioning system is comprised of a source of navigation data, a source of first image data representative of a track-based image, a source of second image data representative of a heading-based image, and an avionics system processor (“ASP”) configured to receive the navigation data, the first image data, and the second image data, determine image positioning data, and merge the first image data with the second image data as a function of the image positioning data. The steering commands generating system is comprised of a source of navigation data, the ASP configured to generate steering command data commensurate to a wind correction angle, and the EVS configured to receive the steering data.

Abstract: A method and apparatus for managing a touch screen system. Data generated by an acceleration detector about acceleration of the touch screen system is received. The acceleration detector is located within the touch screen system. An action is initiated by an input manager when the acceleration of the touch screen system reduces usability of the touch screen system.

Abstract: The positions of balloons in a communication network of balloons, such as a mesh network of high-altitude balloons, may be adjusted relative to one another in order to try to maintain a desired network topology. In one approach, the position of each balloon may be adjusted relative to one or more neighbor balloons. For example, the locations of a target balloon and one or more neighbor balloons may be determined. A desired movement of the target balloon may then be determined based on the locations of the one or more neighbor balloons relative to the location of the target balloon. The target balloon may be controlled based on the desired movement. In some embodiments, the altitude of the target balloon may be controlled in order to expose the target balloon to ambient winds that are capable of producing the desired movement of the target balloon.

Abstract: The method and system may be used to control the movement of a remote aerial device in an incremental step manner during a close inspection of an object or other subject matter. At the inspection location, a control module “stabilizes” the remote aerial device in a maintained, consistent hover while maintaining a close distance to the desired object. The control module may retrieve proximal sensor data that indicates possible nearby obstructions to the remote aerial device and may transmit the data to a remote control client. The remote control module may determine and display the possible one or more non-obstructed directions that the remote aerial device is capable of moving by an incremental distance. In response to receiving a selection of one of the directions, the remote control module may transmit the selection to the remote aerial device to indicate the next movement for the remote aerial device.

Abstract: A device includes means for generating and applying to an aircraft protecting orders avoiding a flight with an excessive descent rate. More specifically, the device includes components configured to perform a series of operations including measuring the current vertical speed and the current height of the aircraft and comparing these flight parameters with a safety envelope defining couples of vertical speed and height that are indicative of an excessive descent rate. If the current vertical speed and height are located in the safety envelope, a protection is triggered by generating protecting orders to remove the aircraft from the safety envelope and applying those protecting orders to control surfaces of the aircraft.

Abstract: A method is described that includes performing a), b) and c) below with an electronic control unit of a parafoil: a) after being dropped from an airborne vehicle, wirelessly receiving the parafoil's desired landing location; b) determining a flight path for the parafoil that lands at the desired landing location; and, c) controlling the parafoil's flight path consistently with the determined flight path.

Abstract: In general, a method performed on a vehicle includes determining that the vehicle is located within a predetermined range of a beacon, the beacon being associated with a beacon identification, navigating the vehicle to a first location based on determining that the vehicle is located with the predetermined range, generating a first report based on determining that the vehicle is located at the first location, the generating including: specifying the beacon identification, recording navigation data that includes an altitude, a distance from the beacon, and a bearing relative to the beacon, and recording environmental data. The method further includes transmitting the first report from the vehicle to a base station, the first report including the beacon identification, the navigation data, and the environmental data.

Abstract: The different advantageous embodiments provide a system for generating trajectory predictions for a flight comprising a flight object manager and a trajectory predictor. The flight object manager is configured to generate flight information using a number of flight plans, a number of flight schedules, and flight status information. The trajectory predictor is configured to receive flight information from the flight object manager and use the flight information to generate the trajectory predictions.

Abstract: The different advantageous embodiments provide a system comprising a weather band selection process and a processor unit. The processor unit is configured to run the weather band selection process. The weather band selection process identifies a flight trajectory associated with an aircraft, identifies weather information for the flight trajectory, and identifies a weather band selection for the aircraft using the flight trajectory, aircraft information and the weather information.

Abstract: A method and a system for displaying an airport or runway moving map with traffic information on a display screen in the cockpit or flight deck of an aircraft. Symbology representing surface and near-surface aircraft and surface vehicle traffic and associated traffic data are filtered to prevent or limit clutter on the display screen. Traffic symbology is automatically and manually filtered to display only relevant traffic. Traffic data is selectively displayed and displayed as/when relevant or needed. The displayed traffic information may be derived from automatic dependent surveillance-broadcast, traffic information system-broadcast, automatic dependent surveillance-rebroadcast, traffic collision avoidance system or other source.

Abstract: The device includes elements of a processing unit which determine a limit trajectory representing a flight trajectory which is compatible with the aircraft performance during the approach and which shows the limits for the flight of the aircraft. For example, a vertical profile and a horizontal trajectory are determined, with the horizontal trajectory being non-linear so that the energy of the aircraft can be sufficiently dissipated before final approach along an approach axis, while also avoiding obstacles. Thus, a flight trajectory is determined even when the aircraft has deviated from a flight plan and approach axis.

Abstract: A method for vertical gust suppression due to turbulence for an aircraft having at least one of direct lift control surfaces or pitch control surfaces. The method includes sensing atmospheric turbulence, measuring the sensed atmospheric turbulence to generate turbulence data, generating a command based on the turbulence data, and applying the command to aircraft controls to actuate the direct lift control surfaces or the pitch control surfaces based on the turbulence data. Therefore, an aircraft response to the actuation of the direct lift control surfaces or the pitch control surfaces reduces a vertical acceleration, a pitch acceleration, a pitch rate, a pitch attitude or a structural load of the aircraft due to the turbulence. Thus, the method reduces the effects of vertical gusts of wind on the aircraft, improves the comfort level for aircraft passengers and crew, and reduces diversions the aircraft may take to avoid the turbulence.

Abstract: An engine control system having an engine, a digital engine control, and a gain logic disposed within the digital engine control for use with an aircraft. The digital engine control is configured to receive and process inputs from systems within the aircraft. Gain logic uses the inputs to generate command data to regulate the performance of the engine so as to allow rotor speed deviations from a set point.

Abstract: There is provided an avionics system that provides several avionics functions within a single LRU. In one embodiment, the system comprises a software-configurable RF assembly, one or more processor assemblies that are configured to provide multiple TAWS/TCAS/Mode S/ADS-B/ATC functions, interfaces to allow connections to aircraft electronics and data loaders, and multipurpose antennas. In one embodiment, a common processor architecture allows generic avionics processors to be configured to operate a number of TAWS/TCAS/Mode S/ADS-B/ATC functions without the need for multiple LRUs, and software-defined RF functions allow RF circuitry that interfaces to the processors to handle current and future communication needs.

Abstract: Disclosed is a method and system for aiding the piloting of an aircraft to climb to a safety altitude situated above an existing low-height flight trajectory comprised of a lateral trajectory and a vertical trajectory, in which the safety altitude is the altitude of the aircraft that avoids collision of the aircraft with surrounding terrain. The aircraft is guided along the existing lateral trajectory of the low-height flight trajectory in a horizontal plane; and the aircraft is brought to the safety altitude by subjecting the aircraft to a climb mode in a vertical plane, which causes the aircraft to climb according to a climb slope which is greater than or equal to a maximum slope according to the existing vertical trajectory of the low-height flight trajectory.

Abstract: A method and device are provided for determining a target altitude for an emergency descent of an aircraft that is to be reached by the end of the emergency descent. The device determines an updated target altitude which takes into account variations of barometric pressure and which is able to replace the target altitude that must be reached at the end of the emergency descent. The method includes determining an initial target altitude representative of the initial position of the aircraft and then repeatedly determining a current target altitude along a reference horizontal distance. The current target altitude is compared to the initial target altitude and is used to update the emergency descent if the current target altitude is lower than the initial target altitude.

Abstract: A system and method for controlling an aircraft with flight control surfaces that are controlled both manually and by a computing device is disclosed. The present invention improves overall flight control operation by reducing the mechanical flight control surface components while providing sufficient back-up control capability in the event of either a mechanical or power-related failure. Through the present invention, natural feedback is provided to the operator from the mechanical flight control surface which operates independent of computer-aided flight control surfaces. Further, through the present invention, force input signals received from the pilot are filtered to improve the operation of the computer-aided flight control surfaces.

Abstract: A vehicle control system includes an actuator capable of adjusting a behavior of a vehicle, a temperature detecting device configured to detect a temperature of a tire on a wheel of the vehicle, and a control device configured to control the actuator according to the temperature of the tire detected by the temperature detecting device so as to change a degree of suppressing a behavior change of the vehicle by the actuator. Therefore, the vehicle control system can suppress a variation in a driving feeling.

Abstract: In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Abstract: A vehicle display system diminishes specified display features when in a taxi mode. EV images, SV images, and avionics symbology are displayed, with certain of the images and symbology being diminished when in a taxi mode. Additionally, guidance to the runway centerline is displayed in the taxi mode.

Abstract: Autonomous collision avoidance systems for unmanned aerial vehicles are disclosed. Systems illustratively include a detect and track module, an inertial navigation system, and an auto avoidance module. The detect and track module senses a potential object of collision and generates a moving object track for the potential object of collision. The inertial navigation system provides information indicative of a position and a velocity of the unmanned aerial vehicle. The auto avoidance module receives the moving object track for the potential object of collision and the information indicative of the position and the velocity of the unmanned aerial vehicle. The auto avoidance module utilizes the information to generate a guidance maneuver that facilitates the unmanned aerial vehicle avoiding the potential object of collision.

Abstract: A method of calculating Federal Aviation Administration (FAA) published or FAA Air Traffic Control assigned aeronautical holding patterns, comprising the steps of: defining navigational way points using their latitude and longitude coordinates; displaying the latitude and longitude that define the point for an inbound turn; defining four posts of a holding pattern; and showing the actual holding space dimensions along with the non-protected airspace. The method may be performed by a stand-alone electronic device or an electronic device having other functions. The latitude and longitude that define the point for an inbound turn can be displayed as a bearing, and/or as a distance along a radial. The inbound turning point can be calculated using a global positioning or flight management system. A turn may be commanded using an automatic flight control system or flight director.

Abstract: In a centralized navigation information management system installed on board an aircraft which is in a current position at a current time, the aircraft having a warning management system and a route management system with means for creating a route plan, the route plan having a future route plan corresponding with the part of the route plan beginning at the current position and at the current time, the system includes: means for creating a task comprising at least one task parameter relating to an item of navigation information, including a task variable corresponding to a condition of execution of the said task, the means for creating a task having means for determining a predicted time meeting the execution condition; and means for detecting a possible inconsistency between the created task and the route plan or the future route plan and for transmitting, when an inconsistency is detected, a message relating to the inconsistency to a first display means of a centralized warning management system to display

Abstract: A method to facilitate securing of air-to-ground communications for an aircraft is provided. The method includes receiving security management information at the aircraft via at least one broadband data link prior to takeoff of the aircraft. The security management information is received for ground entities that can be communicatively coupled with the aircraft traveling on a flight path. The method of securing avionics also includes validating the security management information for the ground entities, and storing the validated security management information for the ground entities in the aircraft. The validating and storing of security management information occur prior to takeoff of the aircraft.

Abstract: An aircraft, which has a respective arrangement of flow-influencing devices in at least one surface segment of each wing extending in the wingspan direction in order to influence the fluid flow over the surface segment, and of flow condition sensor devices for measuring the flow condition on the respective segment, and a flight control device, wherein the flight control device has a flow-influencing target parameter setting device connected with the arrangement of flow-influencing devices for generating target parameters for the flow-influencing devices of the at least one surface segment, wherein the flow-influencing devices are designed in such a way as to use the target parameters to change the local lift coefficients or correlations between the drag and lift coefficients in the segment where respectively located.

Abstract: Systems and methods for flight management are provided. One flight control system is provided that includes a flight management system configured to manage aircraft flight control including at least one of a flight path or an altitude for an aircraft. The flight control system also includes a flight parameter selection module configured to determine a Cost Index (CI) and cruising altitude for use by the flight management system to manage the aircraft flight control, wherein the determination is based on a flight cost and predicted weather along the flight path.

Abstract: A system may include a sensor for coupling with a vehicle configured for atmospheric flight. The sensor may be configured for detecting a turbulence event, where the turbulence event is at least one of experienced by the vehicle or occurs proximal to the vehicle during atmospheric flight. The system may also include a transmitter coupled with the sensor. The transmitter may be configured for automatically remotely transmitting data regarding the turbulence event to a ground based entity.

Abstract: A vehicle system for determining an object threat level, includes a display and electronics configured to receive mission context data indicating an operational state of the vehicle. The electronics determines a threat level of the object in response to the mission context data. The electronics determines at least one recommended action in response to the threat level. The electronics provides an indication of the threat level and at least one recommended action to the display.

Abstract: An inclination control method using a torque vectoring system, may include a) detecting a vehicle speed, a steering angle, a yaw rate, and a steering torque of a vehicle, b) determining whether the vehicle may be tending to be inclined according to detected values of the vehicle speed, the steering angle, the yaw rate, and the steering torque, c) determining a torque vectoring duty according to the magnitude of the steering angle and the yaw rate when it may be determined that the vehicle may be tending to be inclined, and d) controlling the torque vectoring system according to the determined torque vectoring duty.

Abstract: Methods for controlling an aircraft turbofan engine during icing of a temperature probe and devices for carrying out such methods are described. The methods may comprise: using one or more signals representative of temperature received from a heated temperature probe to generate one or more control signals for use in controlling the engine; determining that an icing condition associated with the probe exists; and using data representing one or more substitute signals in place of signals representative of temperature received from the heated temperature probe to generate the one or more control signals for use in controlling the engine.

Abstract: A method and device for assisting in driving a vehicle in motion along an initial trajectory, in an environment containing at least one obstacle, assistance is carried out by checking, by a trajectory checking unit, during movement of the vehicle, the existence of at least one condition for modifying the initial trajectory to avoid the obstacle. A criteria determining unit is used to determine a criterion CR by which to avoid the obstacle, and an avoidance trajectory determining unit is used to determine an avoidance trajectory according to a derivative of the criterion CR. The vehicle is assisted along the determined avoidance trajectory by a driving assist device.

Abstract: Systems and methods for updating a scale of a barometric altimeter on aircraft are provided. The method, for example, may include, but is not limited to, receiving, by an aircraft communication system, barometric altimeter scale data corresponding to an atmospheric pressure at an airport, determining, by the processor, if the altitude of the aircraft is below a transition level for the airport, and adjusting, by the processor, the scale of the barometric altimeter based upon the received barometric altimeter scale data when the altitude of the aircraft is below the transition level for the airport.

Abstract: The invention relates to a device including elements for automatically controlling an aircraft on the ground along the lateral axis, by a dissymmetrical use of the engines and/or brakes of the aircraft.

Abstract: An apparatus determines a condition and relative location of an inner tire and an outer tire of a tire pair. Each tire has an associated tire-based sensor assembly that senses a tire condition, senses acceleration, and transmits, in response to its associated acceleration signal, having a unique tire identification and associated sensed tire condition. A tire rotation sensor senses rotation of the tire pair during vehicle movement and provides a tire rotation signal indicative thereof. A vehicle-based controller associates each of the unique identification signals with one of the inner tire location and the outer tire location responsive to a phase relationship between the received transmitted signals from the tire-based sensor assemblies and the tire rotation signal.

Abstract: A damping force control apparatus includes a damping force control device controlling a damping force of a shock absorber provided between a sprung mass and an unsprung mass of each wheel of a vehicle, a detection device detecting at least an acceleration of the sprung mass in an up-down direction and a relative displacement between the sprung mass and the unsprung mass, a damping coefficient calculation device calculating a damping coefficient to be applied to the damping force control by the damping force control device based on detected results of the detection device, a sensed acceleration increment calculation device calculating a sensed acceleration increment corresponding to an increment of sense according to the Weber Fechner law on the basis of the detected results of the detection device, and a modification device modifying the damping coefficient in accordance with a sensed acceleration increment calculated by the sensed acceleration increment calculation device.

Abstract: A method of using LIDAR on an airborne vehicle is described. A beam of radiation is transmitted to target areas at least one of above, below, and in front of the airborne vehicle, the target areas including particles or objects. Scattered radiation is received from the target areas. Respective characteristics of the scattered radiation are determined. Air turbulence factor or characteristics are determined from the respective characteristics. The airborne vehicle is controlled based on the air turbulence factor, such that turbulence experienced by the airborne vehicle is minimized. Alternatively, the airborne vehicle is controlled based on the characteristics to avoid colliding with the one or more objects. In another example, the airborne vehicle is controlled based on the characteristics to reduce headwind or increase tailwind, and substantially reduce a carbon footprint of the aircraft.

Abstract: A flight control system and method for controlling the flight of a fixed-wing model aircraft is disclosed. The flight control system may actively sense the condition when the wings of the model aircraft are not level to the horizon. The flight control system may then command the servo(s) to control movement about the roll and the yaw axes of the aircraft in order to level the wings to the horizon. In addition, the flight control system may limit the maximum bank angle that can be achieved even when full roll control is commanded by the operator. The flight control system in accordance with the present disclosure may allow inexperienced operators to fly model aircraft successfully by eliminating/mitigating adverse effects that may cause the operators to lose control.

Abstract: A method, apparatus and software is disclosed for controlling the heading of an aircraft travelling on the ground in which veering is detected and compensatory steering commands generated so as to automatically maintain a reference heading.

Abstract: The present invention relates to continuous descent approaches that ensure the greatest certainty in arrival time. The continuous descent approach is flown by maintaining an aerodynamic flight path angle, thereby allowing a ground speed to be followed with greater accuracy. An improvement is described that accounts for turns made during continuous descent approaches that may otherwise cause a drift away from the desired ground speed, and hence arrival time. A correction to the aerodynamic flight path angle is used that produces a compensatory change in the potential energy of the aircraft upon completing the turn to balance the anticipated drift in kinetic energy.

Abstract: A method for dynamically computing an equi-distance point (EDP) for an aircraft includes receiving at least two reference points for landing the aircraft upon an occurrence of an emergency, determining a remaining flight path for the aircraft based on a current location of the aircraft and a flight plan serviced by a flight management system (FMS) of the aircraft, and generating the EDP for the aircraft by locating a point on the remaining flight path which is equidistant from the at least two reference points.

Abstract: A method of providing weather information for an aircraft trajectory to a flight management system (FMS) includes selecting a unique subset of temperature data points from weather data points along an aircraft trajectory and sending corresponding weather data points to the FMS.

Abstract: Traveling environment information, which is information on a traveling environment around a vehicle, is obtained. If the automation level of the vehicle, which is set according to the traveling environment information, is decreased, the driving assistance level is decreased in a stepwise manner to execute a driving assistance control.

Abstract: The method of generating a secure flight plan portion in the event of depressurization corresponding to a time-conditioned descent profile that may include a succession of levels, comprises: a step of defining a first point of the flight plan, called non-return point, denoted NRP, and a second point of the flight plan, called EOZ, the two points delimiting a portion of the flight plan plotted above an area identified as “with risks”; a step of defining two radials in the horizontal plane respectively passing through the first and the second points; a step of determining a first flight plan portion comprising the definition of a lateral offset angle from the original flight plan; a step of determining a vertical descent profile; a step of displaying time markers indicating the exhaustion of the oxygen reserve.

Abstract: A flight control system includes a fly by wire system operable to provide predictive termination point symbology overlaid on a synthetic imagery displayed by a display system in response to a control system and a sensor system. A method to facilitate a VTOL aircraft approach to a terminal point includes integrating a flight director mode with a control system to provide a stabilized approach path to a termination point.

Abstract: An aircraft display system (100) for illustrating a suggested crab angle has a processor (104) adapted to receive data representative of a desired ground tract (214) and representative of a ground tract deviation, and is configured upon receipt of these data to supply a ground tract rendering display command. A display device (116) coupled to receive the ground tract image rendering display commands is operable to render an icon (222) representative of the desired aircraft heading to maintain the desired ground tract (214). The method of how to maneuver an aircraft to correct for crosswind includes determining (306) a difference between a current ground track (224) and a current heading (218), determining a desired heading to maintain the desired ground track (214) based on the difference, and rendering on a display an aircraft icon (222) that is representative of the desired heading.