Abstract: A piloting assistance system for assisting the piloting of a vehicle, the piloting assistance system comprising at least one display and a plurality of sensors for each measuring a value of a given parameter, the at least one display being configured to display a symbol carrying the value, the plurality of sensors comprising redundant sensors with a redundancy of order three or higher. The piloting assistance system comprises a display controller configured to select, according to stored logic, a selected sensor from the plurality of sensors, the at least one display using the value of the parameter measured with the selected sensor to display the symbol.

Abstract: Vertical resolution and/or vertical accuracy of terrain elevation data near an aircraft runway is adjusted by obtaining local terrain data, yielding a first elevation value for a query location. A processor receptive of the first elevation value computes plane equations based on a predetermined standard model adapted to geometrically conform to the aircraft runway, yielding a second elevation value for the query location. The processor selectively uses the first and second elevation values to generate an adjusted elevation value that is supplied to a terrain avoidance and warning system.

Abstract: The present disclosure describes identifying a normal mission of a vehicle based on descriptions of capabilities of the vehicle in a plurality of operational phases where the normal mission is divided into the plurality of operational phases, identifying violations of the descriptions of the capabilities that cause the vehicle to deviate from the normal mission in at least one of the plurality of operational phases, identifying operational impacts on the vehicle caused by the violations, assigning alert levels to the operational impacts, populating an alert database that stores alert events corresponding to the violations and the alert levels assigned to the operational impacts; and generating software code to monitor sensor data during operation of the vehicle to identify the violations.

Abstract: A method of supporting flight operations of aircraft includes accessing a data stream of geographic positions of aircraft on respective flights. The geographic positions are determined using a satellite navigation system and obtained from automatic dependent surveillance broadcast (ADS-B) position reports, or estimated independent of the ADS-B position reports. The geographic positions are tracked to determine a number of the respective flights for which the geographic positions change from being obtained from the ADS-B position reports, to being estimated independent of the ADS-B position reports. The method includes determining an outage in which the satellite navigation system is unavailable to the aircraft, based on the number of the respective flights for which the geographic positions change from the ADS-B position reports to estimated independent of the ADS-B position reports, and based on a threshold. And an outage notification is generated that is output to alert users of the outage.

Abstract: Methods and systems of generating a data driven digital chart. The methods and systems include retrieving a data driven chart for a requested terminal area procedure chart from a database of data driven charts. The data driven charts describe digital terminal area procedure charts by way of data elements for each terminal area procedure chart including geodetic straights, arcs, text elements and symbols defined with respect to location. Some of the data elements are further defined with respect to altitude values assuming a standard atmospheric temperature value. The systems and methods include calculating compensated altitude values for the data elements of the retrieved data driven chart based on a deviation between the outside air temperature value and the standard atmospheric temperature value. The methods and systems include generating a presentation for a display device of the aircraft of the terminal area procedure chart.

Abstract: A method for estimating a location of a terminal device of a non-terrestrial cellular data communication network is disclosed. The non-terrestrial cellular data communication network includes at least one airborne or spaceborne base station moving along a flight trajectory. The terminal device and a location service node store information describing the flight trajectory of the at least one airborne or spaceborne base station. The method further includes: at the at least one airborne or spaceborne base station, transmitting a reference timing signal; at the terminal device, accumulating over time the respective arrival times of the reference timing signal received from at least three different positions taken by the at least one airborne or spaceborne base station; and at the terminal device, computing, from said arrival times, at least two arrival time differences with respect to one reference arrival time.

Abstract: A method for determining a trajectory of a motor vehicle for a driver assistance function includes: determining an initial trajectory of the motor vehicle on a road; setting an upper threshold for the lateral acceleration of the motor vehicle; detecting data of the road surface in the direction of travel ahead of the motor vehicle with at least one sensor; determining the vertical profile of the road surface of a plurality of paths running parallel to each other in the direction of travel ahead of the motor vehicle by using the data; determining, when the vertical profile of at least one of the paths indicates a pothole, a lateral deviation from the initial trajectory for which a limit value does not exceed the set upper threshold for the lateral acceleration, wherein the road boundary is not exceeded; and outputting an adjusted trajectory by using the determined lateral deviation.

Abstract: A wireless storage device for use with aircraft and other vehicles and equipment may be configured as a Personal Computing Memory Card International Association (PCMCIA) card. The wireless storage device may include a housing. The wireless storage device may also include a first interface for coupling the device to a piece of equipment. The first interface may be configured to receive data from the equipment. The wireless storage device may also include a processor and one or more memory devices positioned within the housing. The memory devices may be configured to store the data received from the equipment. The wireless storage device may also include a second interface positioned within the housing. The second interface may be configured to wirelessly transmit the data. The wireless storage device may also include an antenna coupled to an exterior of the housing. The antenna may be communicatively coupled to the second interface.

Abstract: Embodiments of the present disclosure describe a secure, scalable and extensible unmanned aircraft system identity management (IdM) system that enables services for identity provisioning (idP), and identity validation, verification and authentication (idVV&A). The system uses dual-mode local broadcast and network connected UAS communication elements across a wide area network. The system serves as a Source System of Record (SSoR) that securely ingests private registration data, UAS identity verification and authentication requests and returns validated identity and flight information.

Abstract: Improvements to airborne weather radar systems onboard an aircraft that apply forecasting modeling techniques to output a forecast of future 3-dimensional (3D) radar reflectivity returns, forecasted composite radar image data, forecasted changes to potentially hazardous weather cells, including forecasts of future expected hail size and forecast which regions of airspace may be associated with future convective storms. The range of the forecast may be limited to approximately the range of the weather radar, which may be a few hundred nautical miles. Depending on the type and speed of the aircraft, the forecast duration may be approximately thirty minutes or less, e.g., the amount of time to reach the limits of the radar range.

Abstract: Methods and systems for predicting airport capacity impact using a probabilistic weather forecast are disclosed. A method includes: receiving, by a computing device, a probabilistic weather forecast including a plurality of weather scenarios; determining, by the computing device, an airport capacity prediction for each of the plurality of weather scenarios included in the probabilistic weather forecast; clustering, by the computing device, the airport capacity predictions; and generating, by the computing device, at least one aggregated airport capacity prediction using the clustered airport capacity predictions.

Abstract: A flight display is described. The flight display includes a display screen, a physical network interface, and multiple processors. The flight display interfaces with the flight deck by way of the physical network interface. The display screen displays images representative of avionics data in response to signals generated by one or more of the processors. The processors also generate command signals causing an actuator of the aircraft to control a flight control surface or a throttle. In this regard, the one or more of the processors perform various automatic flight control system (AFCS) functions. A system is further described including multiple of the flight displays. By hosting the AFCS functions across processors of the multiple flight displays, a level of command integrity may be reached. Furthermore, backups flight displays are available to be reconfigured to perform the AFCS functions.

Abstract: An aircraft-based inflight entertainment (IFE) security processing system is configured to receive log event streams from components of an IFE system and/or connected to the IFE system. The IFE security processing system aggregates content of the log event streams based on a level of aggregation set by aggregation commands received from a ground-based cybersecurity operations center to generate an aggregated log file, and communicates the aggregated log file through a satellite communication pathway to the ground-based cybersecurity operations center. Related ground-based cybersecurity operations centers are disclosed. Corresponding operations by cybersecurity operations centers are disclosed.

Abstract: Embodiments of the present disclosure provide improved systems (200, 400) and methods (500, 600, 700, 800) of identifying and managing unmanned (230) and manned (120a-b) air traffic. The systems and methods of the present disclosure allow for the establishment of communications that both protects and shares identity and other informational data. The exemplary system is a dynamic secure identification network system enabling users of the system, including aircraft and aircraft operators 250, to engage with all users of the system and share identification information through a permission-based network system, for example, a blockchain based system. The system enables varying levels of identity and other information to be communicated about each aircraft system located within the ecosystem and being queried by a user. Aircraft systems may include operated and/or autonomous aircraft systems.

Abstract: A method for request scheduling in an unmanned aerial vehicle-assisted mobile edge computing network: determining multiple feasible UAV deployment points based on obstruction information in a target area; randomly selecting U feasible UAV deployment points from the multiple feasible UAV deployment points as UAV deployment points; dividing each UAV into multiple virtual UAVs; allocating user requests in a central queue of a UAV-assisted MEC to the virtual UAVs; using a round-robin policy to schedule the user requests allocated to each virtual UAV; after a specified time period t, if a network pressure mitigation condition isn't met, inputting historical user request data of each feasible UAV deployment point into a trained MT-LSTM neural network model, obtaining a to-be-processed data volume of each feasible UAV deployment point in a next specified time period t; re-determining UAV deployment points; redeploying UAVs carrying small cell base stations based on the new UAV deployment points.

Abstract: An unmanned aerial system (UAS) may execute a mission planned by a UAS traffic management (UTM) system. The UAS may receive a mission planning response message from the UTM that includes a mission route for the UAS to navigate and a configuration of one or more trigger events. The mission route may be made up of a sequence of waypoints in an airspace. Each of the waypoints may be configured with a dynamic path conforming profile (PCP) a dynamic required navigation performance (RNP) value. The UAS may monitor at least the RNP value in one or more time intervals to determine if a trigger event occurs. The UAS may transmit a path conformance status report to the UTM upon determining that a trigger event of the one or more trigger events occurred. The path conformance status report may indicate conformance to one or more parameters specified in the PCP.

Abstract: Methods and systems are provided for assisting operation of a vehicle using speech recognition and transcription to provide a conversation log graphical user interface (GUI) display that consolidates communications with respect to the vehicle. One method involves receiving a data message from a system onboard the vehicle and generating a graphical representation of the data message within the conversation log GUI display, wherein the graphical representation of the data message includes a selectable element and is displayed on the conversation log GUI display concurrently with a graphical representation of a transcription of an audio communication with respect to the vehicle. The depicted data message and transcription are chronologically positioned with respect to one another in accordance with a timestamp associated with the data message. The conversation log GUI display dynamically updates in response to selection of the selectable element.

Abstract: A method for controlling an aircraft, in particular a VTOL multirotor aircraft, in which flight influencing units of the aircraft a) are supplied with control commands via a first/control channel from a first computer (COM), which control commands originate or are derived from a pilot input (PE), and b) the control commands are monitored by a second/monitoring channel and a second computer (MON), which checks whether the control commands are suitable for a given physical state of the aircraft and the pilot input, c) the second computer determines whether a current navigation state of the aircraft coincides with the pilot input, which has been transformed into a desired navigation state of the aircraft, preferably by the second computer, within a prescribed deviation, and d) a control signal for controlling the aircraft is generated in dependence on a determination result of step c).

Abstract: Methods and systems for providing reduced flaps takeoff or landing advice in an aircraft. The methods and systems include a display device and a processor in operable communication with the display device. The processor is configured to execute program instructions. The program instructions are configured to cause the processor to receive takeoff or landing performance data including weather data and runway conditions data for a plurality of runways at a destination aerodrome, calculate values of takeoff or landing performance parameters for a plurality of flap configurations for each of the plurality of runways, and present, on the display device, at least one of the values of takeoff or landing performance parameters.

Abstract: Diverse types of crew interfaces (400, 430, 450) are provided for outputting visible, audio and tactile information to a pilot for flight control. A unified estimation of the current aircraft state and of a current phase of flight are made (110), based on flight status information. Respective coordinated visible, audio and tactile presentations for the diverse types of crew interfaces are generated, (120) coordinated so that they provide mutually consistent indications of the unified estimation of the current aircraft state, according to the unified estimation of current flight phase. The respective coordinated presentations are output (130) by the diverse types of crew interfaces to the pilot. By coordinating crew interface outputs across sight, sound and touch senses, this can relieve the pilot of workload in interpreting unsynchronised or incoherent outputs from different types of interfaces.

Abstract: A device is specified for ascertaining a movement corridor for lightweight aircraft. The device includes a first interface, a second interface, and a processing unit. The first interface is configured to receive aircraft data relating to the lightweight aircraft, wherein the aircraft data at least contain flight properties and functions of the lightweight aircraft. The second interface is configured to receive weather data from a weather information source, wherein the weather data contain weather predictions and also current weather data and contain at least air movements in an altitude profile between a maximum altitude of the lightweight aircraft and the Earth's surface. The processing unit is configured to compare the aircraft data to the weather data and to ascertain a probable movement corridor of the aircraft.

Abstract: A method of presenting weather data, representing weather events, on a graphical user interface (GUI). The weather data is received. At least one of the weather events is present in at least one of several altitude zones for a physical area centered on a reference point. A corresponding intensity rank is assigned to each of the weather events. Each of the altitude zones is divided into a corresponding grid defined for the physical area. Each corresponding grid has corresponding sectors defined by corresponding lines and vertices. A corresponding highest intensity ranking weather event extant in the corresponding sectors is assigned to each of the corresponding sectors in the altitude zones. A selection of a selected altitude zone is received from among the altitude zones. A rendered image is generated by rendering the corresponding grid for the selected altitude zone. The rendered image is displayed on the GUI.

Abstract: Systems and methods for sensor position measurements are provided. Aspects include receiving, through a first signal path, a first secondary signal from a first sensor and a built in test (BIT) signal, wherein the first signal path comprises a first multiplexer connected to a first filter, receiving, through a second signal path, a second secondary signal from the first sensor and the BIT signal, wherein the second signal path comprises a second multiplexer connected to a second filter, wherein the first signal path and the second signal path are connected to a third multiplexer, wherein the third multiplexer is connected to a first analog to digital converter (ADC), receiving, by a controller, an output signal from an output of the first ADC, and determining, by the controller, a position measurement for the first sensor based on the first secondary signal, the second secondary signal, and the BIT signal.

Abstract: A control device (900) includes an acquirer (910) that acquires information expressing weather related to a port that is a location at which a landing of an aircraft is scheduled, and a controller (930) that causes an alerter to perform a behavior corresponding to the weather expressed in the acquired information. The alerter performs an alert related to the landing of the aircraft.

Abstract: An electronic checklist system is disclosed. The system configured to acquire an electronic checklist (ECL), the ECL including a plurality of tasks, each task including a command sequence including one or more command items. The system configured to display the plurality of tasks via a display and receive an initiation input via a user interface. The system configured to transmit one or more communications configured to initiate a performance of one or more automatable actions corresponding to the tasks, the one or more automatable actions configured to at least one of change or measure one or more system states. The system configured to receive system state data. The system configured to display, based on the system state data, one or more completion status graphics indicative of a completion of at least a portion of the plurality of tasks.

Abstract: An aircraft propulsion system includes a turbomachine and at least one electric motor. The motor includes a first half-motor and a second half-motor that include, respectively, a first stator and a second stator cooperating with a common rotor of the motor. The propulsion system further includes at least one first energy source (B) capable of delivering a DC voltage and at least one electric generator (PMG) driven by the turbomachine. The electric generator generates an AC voltage to form a second energy source and is associated with an active rectifier that transforms the AC voltage into a DC voltage. The value of the DC voltage is controlled by the active rectifier, the output of which is connected to the first energy source.

Abstract: Methods and systems are provided for validation of speech commands from an aircraft pilot. The method comprises receiving a speech command from the aircraft pilot with a voice communication device that is part of a cockpit system. Next, the speech command is decoded into a computer readable format. The decoded speech command is then checked against the present aircraft state as indicated by avionic sensors of the aircraft and against an approved pre-condition that is stored in a pre-condition database. The decoded speech command is validated if the decoded speech command is consistent with the present aircraft state and consistent with the approved pre-condition. An input to the cockpit system is updated to execute the speech command from the aircraft pilot if the decoded speech command is validated.

Abstract: A system, a device, and a method. The system may include a display configured to present images to a pilot and a processor communicatively coupled to the display. The processor may be configured to generate a speed performance monitor graphical user interface (GUI), the speed performance monitor GUI depicting flight deck interval management (FIM) information. The processor may be further configured to output graphical data associated with the speed performance monitor GUI to the display for presentation to the pilot.

Abstract: Embodiments of the present disclosure provide a method, an apparatus, a device and a storage medium for pre-warning of aircraft flight threat evolution. The method includes: inputting historical threat situation data to an evolution model that has been trained to convergence to output each evolution mode corresponding to the historical threat situation data and a probability corresponding to the evolution mode; obtaining evolution trend data corresponding to the historical threat situation data according to the evolution mode and the probability; assigning a detection task to other aircraft within a preset range of a target aircraft according to a crowdsourcing strategy, and acquiring current actual flight threat information detected by the other aircraft according to the detection task; sending pre-warning information to a pre-warning device if the flight threat meets a pre-warning condition.

Abstract: A system and method to assist aircraft pilots with rapid decision-making in cases where the pilot needs to make a flight diversion at low altitudes due to an emergency (for example, loss of thrust). Once an emergency need for diversion is detected, the system and method generates a list of alternative airports the plane can reach given: (i) the current conditions of the plane; (ii) a real-emergency time simulation of evolving conditions of the plane; (iii) the environment at potential landing sites; and (iv) the environment on the flight path to those sites. For airports potentially within reach, the system and method provides a confidence scores for successful landings for alternative simulated landing options. The simulations and confidence scores take into account aircraft position, altitude, speed, and possible further problems with the aircraft for the both the current flight path and for each simulated alternative.

Abstract: Methods and systems are provided for engaging a vertical navigational descent (VNAV/DES) mode of a flight management system (FMS) for an aircraft. The method comprises retrieving a preset vertical navigation (VNAV) profile for a descent path of the aircraft that is stored in the FMS. The current flight path angle (FPA) and vertical speed (VS) of the aircraft is determined and intercept parameters are calculated to intercept the preset VNAV profile with the VNAV/DES mode of the FMS. The intercept parameters are calculated based on the current FPA and VS and displayed to an aircrew member of the aircraft on a visual display device. The aircrew member is allowed to accept the intercept parameters with the VNAV/DES mode of the FMS.

Abstract: A system to reduce VRU unreferenced heading drift error is disclosed. The VRU comprises an IMU and a processor, which hosts first and second modules for bias cancelation. The first module reads inertial data from the IMU when the VRU is powered on; determines whether the VRU is static for a time period; if the VRU is static, corrects gyroscope bias by subtracting an initial bias value from a previous bias value; sets a predefined initial yaw value. The second module reads inertial data from the IMU during in-run operation of the VRU; updates roll, pitch and yaw data, based on input data from a sensor fusion algorithm; outputs updated roll, pitch and yaw data; determines whether the VRU is static for a time period; and if the VRU is static, corrects the bias by subtracting a current bias value, multiplied by a predefined parameter, from a previous bias value.

Abstract: In some embodiments, a system is provided that includes a portable electronic device; and an application executable on the portable electronic device, the application including computer program code that (a) monitors acceleration data during a flight of an airplane; and (b) displays a representation of the acceleration data in relation to a threshold acceleration of the airplane. Numerous other aspects are provided.

Abstract: Disclosed herein are methods and systems for dynamically calculating a total fuel uplift quantity for an aircraft scheduled to fly a flight route. In one aspect, a method comprises: (a) polling a plurality of sources to receive data indicative of: (i) real-time weather conditions in remaining flight sectors in the flight route, and (ii) delay information in the remaining sectors; (b) calculating for the remaining sectors a respective fuel consumption factor; (c) based on (i) respective fuel quotations in the remaining sectors, (ii) the real-time weather conditions, and (iii) the delay information, generating a linear model for calculating a respective fuel uplift quantity at arrival stations in the remaining sectors; (d) calculating using the linear model the respective fuel uplift quantity at the arrival stations; and (e) periodically performing operations (a)-(d) to update a calculation of the respective fuel uplift quantities to account for changing factors.

Abstract: Methods and systems are provided for operating an electronic checklist for an aircraft. The system includes an aviation sub-system that is part of an aircraft, where the aviation subsystem is an item on the electronic checklist. Also included is a sensor that monitors the status of the aviation sub-system with reference to the electronic checklist. An onboard computer system monitors the electronic checklist and determines the status of the aviation sub-system as required by the electronic checklist along with the operational condition of the sensor that monitors the status of aviation sub-system. Finally, a graphical display shows the status of the aviation sub-system and the operational condition of the sensor.

Abstract: An insulating glazing unit, includes at least two glass panes and a circumferential spacer profile between the at least two glass panes near edges of the at least two glass panes, for use in a window, a door, or a façade glazing, which has in each case an electrically conductive frame surrounding the edges of the insulating glazing, wherein at least one RFID transponder is attached to the insulating glazing unit as an identification element, and wherein the at least one RFID transponder is arranged at a corner of the insulating glazing unit, and wherein an end of the at least one RFID transponder pointing toward the nearest corner of the insulating glazing unit is not more than 30 cm from the nearest corner of the insulating glazing unit.

Abstract: A tree structure represents a terrain area as nested polygons organized in a parent-child relationship, each polygon associated to a specific geographic location. The tree structure defines at least one parent node and a plurality of child nodes, some being leaf nodes containing a height value. A processor uses a distance measure to change the tree structure topology assessing whether all leaf node children of a first parent node lie outside a predetermined distance from an aircraft runway, and if so, converting the first parent node into a leaf node by storing in the first parent node a height value representing the greatest of the respective height values of the leaf node children and by removing the leaf node children; and iteratively repeating for each remaining parent node until it has been determined that every remaining parent node in the data structure cannot be pruned without violating accuracy requirements.

Abstract: A system for and method of indicating an angle of attack of an aircraft is provided. The system utilizes measurements from existing aircraft sensors so that a dedicated angle of attack sensor is not required. The system enables and benefits from a unique method that includes performing standard flight operations during a calibration flight. The system does not need any aerodynamic model of the aircraft because it utilizes information from the calibration flight to develop an estimated aerodynamic model of the specific airplane. The system utilizes the aerodynamic model and other information to estimate an angle of attack of the aircraft during flight. Finally, the system utilizes additional information to indicate the estimated angle of attack of the aircraft relative to an optimum angle of attack for the aircraft and/or a critical angle of attack of the aircraft. The system further enables recalibration, so as to accommodate aircraft aerodynamic modifications.

Abstract: A ground-based radar system for weather sensing and aircraft tracking includes a ground-based radar that is configured to scan a volume of space associated with a particular aircraft for detecting a weather event in the volume of space, and an electronic control system that is configured to control the ground-based radar. The control system is adapted to track the particular aircraft via tracking data associated with the particular aircraft, and is adapted to detect the weather event via weather data associated with signals from the ground-based radar. The control system is configured to control the ground-based radar to adjust the scan of the volume of space in response to at least the tracking data associated with the particular aircraft being tracked. A geographically diverse radar network that includes multiple ground-based radar systems that communicate with each other also is provided.

Abstract: Provided is a flight optimization system and a method of flight optimization that includes generating flight data via an onboard aircraft system, performing a pre-flight cycle by determining an updated tail assignment plan before departure based on the flight data received in real-time from the onboard aircraft system, performing an in-flight cycle by collating and processing in-flight data and external data via an onboard network server, and transmitting the processed data to an electronic flight bag in real-time and performing flight path optimization via a path optimizer application of the electronic flight bag to be accessed by flight personnel, and performing a post-flight cycle by transmitting post-flight data to an event measurement system along with operational data to be processed and sent to a fleet support system and a maintenance system for generating updated flight plans and maintenance plans which are data-driven.

Abstract: Concerning a partial area image that constitutes a wide area image, to control a flying body in accordance with a flight altitude at a past point of time of image capturing, an information processing apparatus includes a wide area image generator that extracts, from a flying body video obtained when a flying body captures a ground area spreading below while moving, a plurality of video frame images and combines the video frame images, thereby generating a captured image in a wide area, an image capturing altitude acquirer that acquires a flight altitude at a point of time of image capturing by the flying body for each of the plurality of video frame images, and an image capturing altitude output unit that outputs a difference of the flight altitude for each video frame image.

Abstract: Methods and systems for using manifolds learning of airline network traffic to detect airline network traffic disruptions. In an embodiment, a computer processor transmits a request for abnormal airline network traffic simulation data to a simulation device, receives the abnormal airline network traffic simulation data, and generates, utilizing a manifolds learning process, simulated abnormal airline network traffic manifolds representation data. In some embodiments, the process may next include transmitting a request for current airline network traffic data to a current network traffic computer, receiving the current airline network traffic data, and generating a current airline network traffic dataset.

Abstract: The present disclosure provides systems and methods for guiding a vertical takeoff and landing, VTOL, vehicle to an emergency landing zone. The systems and methods include determining, via at least one processor, candidate landing zone data by interrogating an emergency landing zone database based at least on VTOL vehicle location, the candidate landing zone data representing a list of candidate emergency landing zones. A target emergency landing zone is selected from the list of candidate emergency landing zones based at least on VTOL vehicle related issues including at least one of unanticipated yaw issues, ground effect issues and modified trend vector issues, thereby providing target emergency landing zone data. Guidance for the VTOL vehicle is determined based on the target emergency landing zone data.

Abstract: A power display of an aircraft having a main rotor system and a translational thrust includes a reference member, a first indicator arranged adjacent the reference member and operable to display a power being used by the main rotor system, and a second indicator arranged adjacent the reference member and operable to display a power being used by the translational thrust system.

Abstract: A method, system, and device for planning a path for a forced landing of an aircraft based on image recognition are provided. The method includes: calculating an endurance distance of an aircraft based on sensor data and meteorological information; obtaining an alternative landing area by a satellite image containing contour information and a terrain image recognition model; obtaining a current satellite image of the alternative landing area and determining a landing area; and selecting a landing site by a landing site decision model and generating a path for a forced landing, such that the aircraft completes a forced landing task according to the path for the forced landing. The method, system, and device can automatically recognize image information, select a best landing site, and generate a path for a forced landing to assist a pilot in performing a forced landing task.

Abstract: Systems and methods interacting with tabletop models are provided herein. A display system includes a tabletop model, including a horizontal display that is configured to display a two-dimensional digital map and a three-dimensional physical model that is configured to overlay the two-dimensional digital map. The display system includes a mobile device including a camera configured to generate a camera image. The mobile renders a model image of the three-dimensional digital and overlays a camera image of the tabletop model with the model image. The mobile device determines a selection of an object based on a touch position on the model image.

Abstract: An aircraft landing assist apparatus includes an image obtaining unit, a shape obtaining unit, a measuring unit, and a calculating unit. The image obtaining unit is configured to obtain an image of a surrounding region of a landing point on which an aircraft is to land. The shape obtaining unit is configured to obtain a shape of the surrounding region of the landing point on the basis of the obtained image. The measuring unit is configured to measure an above-air wind direction and an above-air wind velocity. The calculating unit is configured to calculate a landing-point wind direction and a landing-point wind velocity on the basis of the obtained shape of the surrounding region of the landing point, the measured above-air wind direction, and the measured above-air wind velocity.

Abstract: An aircraft safety system includes impact energy reduction systems including: an aircraft parachute, at least one rotor configured for autorotation, and an energy absorbing system. An automatic control system uses data from speed and altitude sensors to selectively and sequentially deploy the impact energy reduction systems depending on the portion of the aircraft speed and altitude flight envelope in which the aircraft is operating when an emergency is detected.

Abstract: A system that employs a third-party accessible application programming interface (API) to generate symbology for a three-dimensional view is disclosed. In embodiments, the third-party accessible API is running on or configured to communicate with at least one controller for an aircraft display system. The third-party accessible API is configured to receive a set of parameters for generating three-dimensional symbology. The controller is configured to receive the three-dimensional symbology from the third-party accessible API. The controller is further configured to generate a three-dimensional view that includes proprietary symbology and the three-dimensional symbology from the third-party accessible API at a display of the aircraft display system.

Abstract: Methods and systems are provided for displaying visualizations of a vehicle's capability with respect to an input query corresponding to a prospective action to modify operation of the vehicle. One method involves identifying one or more input query parameters, obtaining current status information for the vehicle, identifying one or more performance constraints for the vehicle, and determining a capability envelope for the vehicle for satisfying the one or more input query parameters for the prospective action based at least in part on the current status information and the one or more performance constraints. The capability envelope includes a plurality of potential trajectories for the vehicle different from a reference trajectory for the vehicle. The method provides graphical indicia of the one or more input query parameters and the capability envelope with respect to the reference trajectory on a navigational map display.