Abstract: A method for illustrating potential benefits resulting from revised navigation procedures to a customer is described. The method includes preparing a model for a revised navigation procedure, determining a landing probability for both an existing minimum separation procedure and a minimum separation determined utilizing the revised navigation procedure, calculating a benefit associated with a difference in the landing probabilities, and validating the revised navigation procedures through demonstration and use of the revised navigation procedure model on a computer-based flight simulation program.

Abstract: The invention relates to a system and a method for calculating flight predictions of an aircraft in which an intermediate prediction horizon is defined between the flight phase and the leg. This horizon, that is called vertical section, is defined such that the limit conditions that are applicable to it, for example the target speed, target altitude, characteristic altitude and maximum end-of-section distance, are valid for the entire vertical section. Thus, it is not necessary, in calculations to check the compatibility of the flight parameters with the applicable constraints, to arbitrarily select the constraint that must be given priority. Furthermore, this intermediate level architecture allows for a greater modularity of the prediction management software and therefore a greater factorization of the developments and greater ease of maintenance.

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

Abstract: A method is provided for guaranteeing a temporal spacing between an aircraft and at least one reference moving object, said spacing needing to be guaranteed no later than at a point in the flight plan called the point of interception, with the aircraft following a current flight plan. The feasibility of guaranteeing the spacing at a date Tcour by regulating the speed of the aircraft while maintaining the current flight plan is verified in a first step. In a second step it is verified whether the date Tcour is contained within a feasibility range. In a third step the current flight plan is modified when the feasibility is not verified, a lateral trajectory between the current position Xcour of the aircraft and the point of interception being implemented in this case such that the spacing can be attained by regulating the speed.

Abstract: The invention relates to a method for managing the flight of an aircraft flying along a trajectory and being subject to an absolute time constraint (on a downstream point) or relative time constraint (spacing with respect to a downstream aircraft), the said aircraft comprising a flight management system calculating a temporal discrepancy to the said time constraint, wherein the said method includes the following steps: the calculation of a distance on the basis of the temporal discrepancy, the modification of the trajectory: if the temporal discrepancy to the time constraint corresponds to an advance, the lengthening of the trajectory by the distance; if the temporal discrepancy to the time constraint corresponds to a delay, the shortening of the trajectory by the distance.

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

Abstract: The invention relates to a method for optimizing the fuel consumption of an aircraft during flight. At a given point of the flight, a fuel excess (EXTRA) is determined relative to the statutory loads depending on the flight profile and weather conditions forecast for the rest of the flight. If the excess (EXTRA) is less than a given value (EXTRA-mini), for at least one of the forthcoming flight phases ({circle around (1)}, {circle around (2)}, {circle around (3)}), the speed of the aircraft is adjusted so as to increase the excess (EXTRA).

Abstract: Methods, systems and device are provided for smoothing a required time of arrival (RTA) speed transition for an aircraft in a multi-segmented speed profile including at least one preceding region with a first predetermined speed pad and at a speed constrained region with a second predetermined speed pad. Exemplary methods include, but are not limited to determining whether a speed constrained region is engaged by a preceding region based at least in part on a speed of an aircraft. If the speed constrained region is engaged, the instructions determine a revised second speed pad for the speed constrained region. If the speed constrained region is not engaged then the instructions assign a default speed pad as the second speed pad for the speed constrained region.

Abstract: Disclosed is a method and device for assisting guidance of an aircraft. A flight management system is used to determine guidance instructions that include speed instructions having at least one flight time constraint to guide the aircraft to a check-point. An accuracy level for complying with the flight time constraint and at least one error level for at least one flight parameter are generated by an accuracy generating unit. An operating margin for at least one second parameter is determined from the determined accuracy and error levels, with the operating margin being representative of air speed criterion values of the aircraft. A range determining unit is used to determine whether the range of air speed criterion values is within an air speed envelope of the aircraft, and the speed instructions are modified when the range of air speed criterion values is not within the air speed envelope.

Abstract: This method utilizes an aircraft cockpit computer to calculate in real time the closest point of approach and time to this three dimensional point then depict the future situation to the pilot on a cockpit display using new symbols and textual information.

Abstract: A method and system for visually displaying views of current transit conditions are disclosed. A user selects a transit system (e.g., bus, train, ferry) and a rundown of views of the transit system to show in a traffic report. To more easily identify the transit system in the traffic report, graphics representing the buildings and other landmarks in the geographic area of the transit system are displayed in x-ray mode, while the transit system graphics are highlighted using colors. Graphic objects are added to the views to provide additional information regarding the transit system, including information regarding incidents on the transit system.

Abstract: Method for assisting in the flight management of an aircraft aiming to reach a constraint point on a predetermined lateral trajectory that is assumed to have to be followed by the aircraft, at a required time of arrival RTA, said aircraft occupying a current position defined by a current altitude with a current horizontal speed. The method including, when it follows a rallying flight plan, calculating a new rallying flight plan following the lateral trajectory to be followed and including a new estimated speed profile different from the estimated speed profile over at least one update area, the new estimated speed profile including, over said update areas, either a value greater than that of the estimated speed profile, if the arrival time difference is positive, or a value less than that of the estimated speed profile, if the arrival time difference is negative.

Abstract: A collision warning device for motor vehicles includes a locating sensor, a lane recognition module for detecting the number of traffic lanes in the road on which the vehicle is traveling, and a decision unit to output a warning signal if a danger parameter (ttc) determined using the data from the locating sensor exceeds a threshold value, the threshold value being variable depending on the number of traffic lanes in such a way that the warning signal is issued earlier when the number of lanes is greater.

Abstract: A method and systems for controlling a speed of a vehicle are provided. The control system includes an input device configured to receive a required time of arrival (RTA) at a waypoint and a processor communicatively coupled to said input device, said processor programmed to automatically determine a dynamically adjustable range for an autothrottle control using an RTA error and a speed control tolerance, the RTA error representing a difference between an estimated time of arrival (ETA) and the RTA, the speed control tolerance representing a tolerance range about the vehicle speed profile. The control system also includes an output device communicatively coupled to said processor, said output device is configured to transmit at least one of a thrust control signal and a drag control signal to a speed control system of the vehicle.

Abstract: A method and systems for controlling an aircraft during descent are provided. The control system includes an input device configured to receive a speed margin for the vehicle and a processor communicatively coupled to the input device wherein the processor is programmed to automatically determine a flight path of the vehicle that is shallower than an idle flight path for the vehicle and generate a flight control surface control signal configured to maintain the determined flight path using the received speed margin. The control system further includes an output device communicatively coupled to the processor. The output device is configured to transmit the flight control surface control signal to a flight control system of the vehicle.

Abstract: A system for operating a remotely controlled powered system, the system including a feedfoward gains element configured to provide information to the remotely controlled powered system to establish a velocity, and a feedback gains element configured to provide information from the remotely controlled powered system to the feedforward gains element. A method and a computer software code are further disclosed for operating the remotely controlled powered system.

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link. Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: Methods for evaluating and implementing air traffic management tools and approaches for managing and avoiding an air traffic incident before the incident occurs. A first system receives parameters for flight plan configurations (e.g., initial fuel carried, flight route, flight route segments followed, flight altitude for a given flight route segment, aircraft velocity for each flight route segment, flight route ascent rate, flight route descent route, flight departure site, flight departure time, flight arrival time, flight destination site and/or alternate flight destination site), flight plan schedule, expected weather along each flight route segment, aircraft specifics, airspace (altitude) bounds for each flight route segment, navigational aids available. The invention provides flight plan routing and direct routing or wind optimal routing, using great circle navigation and spherical Earth geometry.

Abstract: Guiding speed is increased while an unmanned vehicle is prevented from straying from a travel passage width, to improve the work efficiency. Target speed of the unmanned vehicle increases as a distance between a current position of the unmanned vehicle and a guidable borderline increases, and the target speed of the unmanned vehicle decreases as the distance between the current position of the unmanned vehicle and a guidable borderline decreases. The unmanned vehicle travels, along a travel path having adjacent inbound/outbound lanes, in a direction opposite to a direction of a vehicle on an oncoming lane. If it is determined that the vehicle traveling along the oncoming lane is approaching the unmanned vehicle, then the target speed of the unmanned vehicle is reduced, whereby the unmanned vehicle is caused to travel at a low guiding speed.

Abstract: The invention relates to assistance in the navigation of an aircraft in the cruising phase, particularly in an emergency rerouting situation. The invention relates to a method of assisting in the choice of rerouting airports for an aircraft having a position P and a speed V.: generating A first list LAC—1 of airport names Ai is generated. The first list LAC—1 has N airport names, with i being an index between 1 and N which uniquely identifies an airport that an organization operating the aircraft chooses as a relevant destination. A number m is determined which is a minimum between a predefined number M and the number N. M airport names are presented from the first list LAC—1 to an operator of the aircraft in a predefined order.

Abstract: A computer based method, system and computer program product to assign a quality metric to an airspace design and optionally to compare it against design metrics, to determine a comparative quality metric. Factors contributing to quality of the airspace sector design are identified via user input and quantified to calculate a quality metric for the airspace sector design as a function of the quantified factors. Categories for each of the identified factors, and parameters for each of the identified categories are also identified via user input. Each parameter has an associated weight and a range of thresholds with associated multipliers. An associated multiplier from the range of thresholds for each identified parameter is also identified. The identified multiplier is multiplied with the associated weight for each identified parameter. The products for each identified parameter are then summed to obtain a quality metric.

Abstract: Hybrid-heuristic optimization of competing portfolios of flight paths for flights through one or more sectors of an airspace represented by an air traffic system. In one embodiment, a hybrid-heuristic optimization process (100) includes one or more heuristic based processes (110), a genetic optimization process (120), an evaluation process involving an approximation model (130), an optimal portfolio selection process (140) and a validation process involving simulation (150) of the air traffic system.

Abstract: Disclosed is a method and device of guiding an aircraft along a flight trajectory to comply with a time constraint for arriving at a required arrival time at a waypoint of the flight trajectory. Speed setpoints are determined according to a speed profile that complies with the required arrival time at the waypoint, based on estimated values of parameters relating to the flight of the aircraft, and by taking account of an upper limit for a maximum speed at which the aircraft flies along the flight trajectory. The determined speed setpoints are applied to the aircraft during guidance of the aircraft along the flight trajectory.

Abstract: A method and device for aiding the piloting of an aircraft while respecting a time of arrival constraint at a first waypoint during a phase of descent. The method includes calculating an instant of arrival of the aircraft at an intermediate waypoint, in such a way that an estimated latest time of arrival at the first waypoint, corresponding to a minimum speed profile, occurs later by a predetermined first margin than the time of arrival constraint; determining a first speed profile between a current position of the aircraft and the intermediate waypoint, such that the intermediate waypoint is crossed at the calculated instant of arrival; determining a second speed profile, such that the first waypoint is crossed within the time of arrival constraint, starting from the intermediate waypoint at the calculated instant of arrival; and piloting the aircraft according to the first and then second speed profiles.

Abstract: Disclosed is a method and device for generating an aircraft ground path for piloting an aircraft along the ground of an airport domain. Geographical coordinates of reference points corresponding to a series of elements of the airport domain that the aircraft is to successively follow are obtained and converted to a metric frame. Points of intersection of the successive elements are then determined, as well as an auxiliary path for the aircraft to follow, based on the converted geographical coordinates. A turn at each of the intersection points is next determined, and the aircraft ground path is generated from each of the determined turns.

Abstract: A system for controlling flight of an aircraft has sensors, a receiver, and a digital control system, all of which are carried aboard the aircraft. The sensors determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver receives transmitted data communicating the position and movement of a reference vehicle relative to the earth. The control system calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors and the receiver and then commands flight control devices on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.

Abstract: A method and device for generating a speed profile for an aircraft rolling on the ground. The device (1) comprises means (8) for automatically determining a speed profile which is suited to successive elements of a ground rolling trajectory and which complies with maximum speeds and particular constraints.

Abstract: Disclosed are methods and systems that include a method for controlling movement of a first unmanned vehicle (UV) to search an area, where the method includes generating a first trace associated with prior positions in which the first UV has been located, determining a direction in which the first UV is to move using the first generated trace, and causing the first UV to move in the determined direction. The trace may be a numerical value that decreases as a function of the time that has elapsed since the first trace was generated. The methods and systems may also include receiving data relating to a second trace, and using that second trace to determine the direction. The second trace may be generated by a second UV. The second trace may be associated with a position within a predetermined radius from a position associated with the first UV.

Abstract: Described is a system and method for displaying flight track data.

Abstract: Systems and methods for improving situational awareness on an in-trail procedures display. The present invention provides a display with visual identification and indication for aircraft that do not meet the ITP criteria. In the in-trail procedures display, feedback is provided when a pilot selects an invalid ITP flight level, unambiguous feedback is provided to the pilot upon selection of a valid flight level, and valid inter-target aircraft located in intervening flight levels after selection of a valid flight level are positively identified and invalid target aircraft for selection are uniquely identified.

Abstract: An automatic control system for directional control of an aircraft moving on the ground utilizing computer vision methods and camera sensing methods (visible, infrared or microwave) to optically recognize and track taxiway navigation features thereby providing pilot television picture steering cues or force inputs to the nosewheel steering system to maintain the aircraft on the centerline.

Abstract: A system for controlling flight of an aircraft has sensors (37, 43), a receiver (45), and a digital control system (57), all of which are carried aboard the aircraft. The sensors (37, 43) determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver (45) receives transmitted data (51, 55) communicating the position and movement of a reference vehicle relative to the earth. The control system (57) calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors (37, 43) and the receiver (45) and then commands flight control devices (33) on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.

Abstract: Methods and a system for a vehicle control system using a reference time profile including an upper control bound and a lower control bound are provided. The system includes an input device configured to receive a required time of arrival at a waypoint and a processor communicatively coupled to said input device wherein the processor is programmed to generate a reference time profile using a first speed profile up to an intermediate control point and a second speed profile between the intermediate control point and an RTA waypoint. The system also includes an output device communicatively coupled to the processor wherein the output device is configured to transmit a speed control signal based on the reference time profile to a vehicle speed control system.

Abstract: Systems, methods and apparatus are provided through which an apparatus located on an airfield provides information to pilots in aircraft on the ground and simultaneously gathers information on the motion and position of the aircraft for controllers.

Abstract: Systems and methods for actively seeking and generating real-time, conflict-checked, operationally preferred flight trajectory revision recommendations are disclosed. The system analyzes air traffic based on a plurality of uniquely integrated inputs, to produce at least one conflict-checked, operationally preferred flight trajectory revision opportunity for an operating vehicle, and a communications component configured to communicate the at least one conflict-checked flight trajectory revision. In one embodiment, the system interfaces with the airspace user's operations center (e.g. Airline Operations Center), to communicate the operationally preferred flight trajectory revision opportunity, and allow the operator to make the decision whether to implement, and request the same from the Air Navigation Service Provider.

Abstract: A method for planning the velocity of a craft along a predetermined route, where said method comprises the step of transforming demands and limitations of said route and said craft into a time-distance domain. Said planning subsequently takes place in said domain. The method saves computational time.

Abstract: Systems and methods for runway status indication and related traffic information displays and filtering are disclosed. In one embodiment, the method for displaying runway status includes defining a monitored volume for each of one or more runways, determining a runway status for each of the one or more runways based on at least one of a state of at least one traffic vehicle and a monitoring vehicle state with respect to each monitored volume. The method continues with selecting at least one runway status for display based on the state of the monitoring vehicle. The method then presents the at least one runway status within the monitoring vehicle. In an additional embodiment, each monitored volume is based on a length of a corresponding runway, a width of the corresponding runway, and a predetermined altitude above the corresponding runway.

Abstract: A method of and a system for controlling personal air vehicle (PAV) traffic provides a take-off-and-landing zone, and a forward flight zone. The take-off-and-landing zone may be from the ground up to a first altitude. The forward flight zone may be from the first altitude up to a second altitude. A maximum airspeed is provided in the take-off-and-landing zone. Minimum and maximum airspeeds are provided in the forward flight zone. In the forward flight zone there is a single heading for each altitude. Any change in heading must be accompanied by a change in altitude.

Abstract: A device for aiding the guidance of a follower aircraft forming part of a patrol, as well as a system for aiding a patrol flight employing such a device has a calculation unit for determining: (1) a first flight trajectory allowing a follower aircraft to follow a main lead aircraft in accordance with a main patrol configuration and (2) a second flight trajectory allowing the follower aircraft to follow an auxiliary lead aircraft in accordance with an auxiliary patrol configuration.

Abstract: The device (1) comprises means (4) for determining speed setpoints making it possible to guide the aircraft so that it arrives at a particular waypoint at a time corresponding to a time constraint, by taking account of an upper speed limit for a current flight stretch and of an auxiliary upper speed limit for a distant flight stretch.

Abstract: The device (1) comprises means (9, 11) for transposing a time constraint to entry to a constrained section of a flight trajectory having to be followed by the aircraft.

Abstract: An open community model for information exchange enables individuals to plan and attain superior outcomes in a dynamic environment. A continually “world model” maintains information about the dynamic environment that is valuable for individuals of the open community. An open community model application publicizes a specification of relevant types of information it receives from suppliers and provides to consumers. Suppliers provide information consistent with the specification. Consumers utilize received information to reduce uncertainties or errors in the assumed environment so they can generate improved plans or improve their expected outcomes. Consumers give feedback to the open community model about the quality of information they received. A “world model” application combines information received to update and improve its understanding of the dynamic environment and its estimates of relevant parameters.

Abstract: The present invention is directed to a traffic display for an aircraft, which includes a vertical traffic indicator. The vertical traffic indicator includes flight levels, depicted utilizing differing visual patterns to represent the current flight level as well as available and unavailable flight levels for transit. The vertical traffic indicator includes aircraft indicators positioned in relation to flight levels to indicate attitude. The aircraft indicators may also include status indicators indicating separation standards, vertical trend, intent, or whether an aircraft is a reference aircraft for an ITP. The traffic display provides clear and intuitive means of understanding the flying environment related to the performance of the ITP, increasing situational awareness and simplifying the ITP. The traffic display is specifically advantageous for performance of an ITP, but may be integrated with displays including terrain, weather, flight plan waypoints, or TCAS (Traffic Collision Avoidance System) traffic.

Abstract: A time factor corresponding to an airspace delay or acceleration is communicated to an aircraft. A flight management computer or other computational device of the aircraft calculates a proposed change in trajectory in order to accommodate the time factor in an optimum or nearly optimum manner. One or more proposed changes in trajectory are subject to review by the pilot or other flight personnel. An operator-selected change in trajectory is then implemented in order to accommodate a new arrival time of the aircraft at its destination or a positional point.

Abstract: A method and device for aiding the piloting of an aircraft while respecting a time of arrival constraint at a first waypoint during a phase of descent. The method includes calculating an instant of arrival of the aircraft at an intermediate waypoint, in such a way that an estimated latest time of arrival at the first waypoint, corresponding to a minimum speed profile, occurs later by a predetermined first margin than the time of arrival constraint; determining a first speed profile between a current position of the aircraft and the intermediate waypoint, such that the intermediate waypoint is crossed at the calculated instant of arrival; determining a second speed profile, such that the first waypoint is crossed within the time of arrival constraint, starting from the intermediate waypoint at the calculated instant of arrival; and piloting the aircraft according to the first and then second speed profiles.

Abstract: A method of automatic piloting of an aircraft during a phase of approach to a predetermined airdrop position includes automatically applying a speed profile with decreasing speed such that the aircraft will reach the airdrop position at a predetermined theoretical arrival time with a predetermined speed, the speed profile having a plurality of constant-speed levels separated by deceleration phases. An actual arrival time is automatically determined and a difference between the theoretical and actual arrival times is calculated. If the calculated difference differs from zero, the speed profile is corrected by modifying the length lengths of time that at least two constant-speed levels are applied to the aircraft so as to cancel the difference.

Abstract: A landing-control device is provided having a new structure for carrying out landing control of an aircraft. A detecting unit 10 detects at least a relative altitude from a landing surface to an aircraft. A parameter-generating unit 20 is constructed by a neural network having a feedback loop which receives a detection value detected by the detecting unit 10 and outputs a landing-control parameter of the aircraft, an output of a first node among plural nodes constituting the neural network being input to a second node different from the first node. A controlling unit 30 controls the aircraft based on the control parameter output from the parameter-generating unit 20.

Abstract: The invention relates to a method for optimizing the fuel consumption of an aircraft during flight. At a given point of the flight, a fuel excess (EXTRA) is determined relative to the statutory loads depending on the flight profile and weather conditions forecast for the rest of the flight. If the excess (EXTRA) is less than a given value (EXTRA-mini), for at least one of the forthcoming flight phases ({circle around (1)}, {circle around (2)}, {circle around (3)}), the speed of the aircraft is adjusted so as to increase the excess (EXTRA).

Abstract: A positioning control apparatus including feedback loops according to a plurality of control modes which control positioning of an object to be controlled is provided, in which the positioning control apparatus includes a part (121, 122, 123, 124) for reflecting a control process performed by a control mode before being switched in a control process performed by a control mode after being switched when a control mode is switched to another control mode. For example, an operation parameter on the control mode before being switched is dynamically reflected in the control mode after being switched.

Abstract: The present invention is a flight management system with precision merging that may determine a rejoin turn location based upon a heading to allow proper spacing between an aircraft and an identified target aircraft. The flight management system may monitor for deviation from assigned airspace, winds, turn radius and desired airport speed profile for the approach to further refine a turn-back location. Advantageously, a delay in landing of the target aircraft may not affect the landing approach of other aircraft. This may result in more accurate spacing between aircraft which are closer to the allowed separation minima and may provide an increase in capacity especially in high-density areas.