Abstract: A method estimates the vertical airspeed and fuel flow of an aircraft at a point along a flight plan using other aircraft parameters for that point. The process uses a database having entries containing sets of actual values of operating parameters obtained during prior aircraft flights. The database is sorted by data set aggregate values that are is calculated from each set of actual values. When the vertical airspeed and fuel flow estimates are needed, a section thereof is identified based on the aggregate values. That section of the database is analyzed to identify the set of actual operating parameters values that best matches the other aircraft parameters for the flight plan point. The vertical airspeed and fuel flow values from that identified set are used as the estimates. This process reduces the amount of the database that has to be analyzed to locate the data to use.

Abstract: An aircraft position synchronization system and methods for coordinating positioning of vehicles in motion are presented. A rabbit calculation module calculates a planned position on an orbit pattern of an aircraft in flight, and a planned position-time projection vector comprising a planned velocity vector of the planned position. A display module graphically displays the orbit pattern, the planned position and the planned velocity vector of the planned position moving in real-time along the orbit pattern. The display module further displays the planned position-time projection vector, an actual position of the aircraft, and an actual position-time projection vector of the aircraft based on a bank angle of the aircraft such that a user determines the planned position on the planned position-time projection vector of the aircraft in order to arrive at a predetermined position at a correct time. A rendezvous module coordinates the aircraft with a second aircraft in flight.

Abstract: Methods for flying multiple aircraft in a predetermined formation in which a relative navigation grid is emitted from at least one of the aircraft, a spatial relationship is calculated based on the emitted relative navigation grid, and a relative position of at least one aircraft is altered to position the aircraft in the predetermined formation when the spatial relationship does not conform with the predetermined formation.

Abstract: A method for controlling an unmanned aerial vehicle (UAV) using an electronic device determines a designated relay station of the UAV using the electronic device, and creates a new flight path for the UAV according to the designated relay station. The method further directs the UAV to fly to the designated relay station upon the condition that the UAV can arrive at the designated relay station, and directs the UAV to fly to a subsequent relay station along the new flight path upon the condition that the UAV has not arrived at an endpoint of the new flight path.

Abstract: The invention relates to a device for system diagnosis of an aircraft. The device includes: means for the monitoring of equipment of the system, the means for emitting messages of observations on the basis of effects produced by equipment; means for the determination of a set of observations on the basis of the messages of observations arising from the monitoring of a log of the messages of observations and of a model representing a current state of the system; means for the determination of indictments on the basis of observations of the set of observations and of a behavioral model of the system, the indictments being logical relations between operating modes of equipment having produced effects; and means for the determination of maintenance operations on the basis of the indictments.

Abstract: The dialog device includes a display screen, on which are displayed three graphic representations, which are respectively associated with the three control axes of the aircraft, each of said graphic representations comprising a plurality of portions, each of which is associated with a guidance mode of the associated control axis, so that all the possible guidance modes of the guidance system are thus represented, this representation highlighting the fact that the guidance modes are active exclusively on a given guidance axis.

Abstract: A system and method for reporting unusual aircraft attitude to a pilot includes sensing aircraft attitude, and processing the sensed aircraft attitude to determine when the aircraft attitude exceeds an attitude limit. A three-dimensional directional audio alert is generated that, when heard by the pilot, sounds like it is coming from a direction to which the pilot should maneuver the aircraft to correct the aircraft attitude, and includes a verbal instruction that the pilot should follow correct the aircraft attitude.

Abstract: A method and associated system for managing power within an aircraft electrical system, the aircraft having a generator driven by a gas turbine engine for the supply of electrical power to the system, wherein the generator and electrical system are connected to a common energy store. The method includes determining predicted electrical energy demands of the system and predicted thrust demands for the gas turbine engine over at least a portion of a flight. A plurality of time periods within at least a portion of the flight are defined and a desired rate of charge of the energy store for each time period is determined based upon the predicted thrust and electrical energy demands over the time period. The rate of charge of the energy store is controlled during the flight in accordance with the determined desired rate of charge for each time period.

Abstract: Method and device for detecting an erroneous speed generated by an air data inertial reference system. The device can be configured to detect an erroneous speed provided by an air data and inertial data system and to generate a substitution speed.

Abstract: The present invention provides a device and method for determining aerodynamic characteristics of an aircraft, in particular a pitch moment coefficient at an ascending force of the aircraft without a horizontal tail plane of zero and an aerodynamic neutral point of the aircraft without a horizontal tail plane. In the method according to the invention, forces and mechanical flight parameters on aerofoils and a horizontal tail plane of the aircraft are detected at various detection instants during at least one non-stationary flight maneuvre of the aircraft. In this case, a linear system of equations is formed, which comprises a pitch movement moment balance equation for each detection instant, the pitch movement moment balance equation having the detected forces and mechanical flight parameters. This linear system of equations is evaluated to calculate the aerodynamic characteristics.

Abstract: A computer implemented method, apparatus, and computer program product for transferring information with an aircraft. A connection is established between an onboard electronic distribution system executing in an aircraft data processing system in the aircraft and an on ground component. Responsive to a request for a command from the on ground component, the command for execution is identified. The identified command is sent to the onboard electronic distribution system from an on ground component. A transaction identifier is assigned to the command. A transaction associated with the command is maintained on the onboard electronic distribution system and the on ground component using the transaction identifier. An uplink is initiated by the on ground component. An aircraft software part is sent to the onboard electronic distribution system from the on ground component to perform the uplink. A status of a transfer of the aircraft software part on ground component is stored.

Abstract: The detection device includes, but is not limited to a device that is configured to determine a control error corresponding to the difference between a first control instruction and a control surface position, a second device that is configured to calculate the difference between this control error and a second control instruction in such a way as to form a comparison signal, and a third device that is configured to detect a jamming of the control surface if this comparison signal is greater than a threshold value.

Abstract: The present invention relates to a distributed architecture for all aerial navigation aids. So that this architecture makes it possible to reduce the weight and/or the bulk of the cables linking the antennas to the corresponding equipment, as well as the weight and/or the bulk of at least part of said equipment, a part at least of the receivers is sited remotely in proximity to the corresponding antennas, and a part at least of the power supply for the equipment of the aircraft is centralized, and this centralized supply distributes a stabilized DC power supply to the remotely sited equipment.

Abstract: Methods of communicating the location of an unmanned aerial system (UAS). Implementations of the method may include receiving position data for a UAS with an air traffic control reporting system (ATC-RS) from a ground control station (GCS) in communication with the UAS, where the ATC-RS and the GCS are coupled together and located on the ground. The method may include transmitting the position data using one or more telecommunication modems included in the ATC-RS to an air traffic control center (ATC) and transmitting the position data using an automatic dependent surveillance broadcast (ADS-B) and traffic information services broadcast (TIS-B) receiver to one or more aircraft.

Abstract: A method of providing meteorological data for aeronautical use. The method includes collecting data from a plurality of data sources, processing the data to determine current meteorological conditions of a current location of an aircraft in an airspace, and providing the current meteorological conditions to the aircraft and other users as appropriate, such as airline operations centers, air navigation service providers, and national weather service providers. Based on current aircraft behavior data and guidance systems design, beneficial wind and meteorological data can be established for a given flight and its cleared route and descent path.

Abstract: A method and system for improving aircraft performances during take-off is described. The system (1) can include means (4, 6, 7) for determining an optimised take-off position of the control surfaces (S1-Sn) of the aircraft, in the case where a regulatory safety criterion relating to the minimum gradient of climb with a breakdown engine is predominant.

Abstract: A system for automatically synchronizing and communicating data between a mobile platform and a remote system, where the remote system has a backoffice repository and a scheduler application controlled by an entity operating said platform, includes: a backoffice interface manager for interfacing with said repository and said application, to communicate scheduling information between said platform and said application; and a computer controlled support system located remote from said platform and in communication with said backoffice interface manager, and further including a common data store system for holding said data and synchronizing the communication of said data between at least one mobile subsystem on said application, to ensure communication of said data between said mobile subsystem and said remote system within a predetermined time of executing an operational procedure with said platform.

Abstract: Aiding preparation and management of aircraft missions includes receiving digital data including avionic type data and open-world type data and comparing the digital data with a set of stored data. When at least one item of the digital data differs from an equivalent item in the set of stored data, a change indicator is generated for at least one parameter of the aircraft. In response to a command accepting the change of the at least one parameter, item of digital data, that differs from the equivalent item in the set of stored data, is stored.

Abstract: According to an example embodiment, a method includes receiving an emergency status signal indicating that an aircraft is in an emergency condition, formatting a downlink message in response to receiving the emergency status signal, the downlink message describing the emergency condition and an autopilot response to the emergency condition, and transmitting the downlink message to a controller of the aircraft.

Abstract: An FPM and a target attitude relative to air display are displayed on a PFD, which is an integrated indicator. The target attitude relative to air display is a mark indicating a target attitude relative to air representing a target angle-of-attack and a target sideslip angle of the aircraft to achieve a target flight path. The PFD displays the relative difference between the FPM and the target attitude relative to air display and shows that the aircraft is flying in the target traveling direction when the FPM matches (is superposed on) the target attitude relative to air display. Thus, controlling with higher trackability than controlling performed based on a target attitude relative to ground is enabled.

Abstract: Systems, computer program products, and methods for displaying navigation performance based flight path deviation information during the final approach segment to a runway and during landing of non-precision flight modes are provided. Improved graphical depictions of navigation performance based flight path deviation information provide pilots and flight crew members with clear, concise displays of the dynamic relationship between ANP and RNP, mode and aspect of flight and related procedures, intersecting flight paths, and current actual flight path deviation from a predefined flight path during the final approach segment to a runway and during landing. For example, an enhanced IAN display may include NPS-type deviation scales to show RNP/ANP relationships and predetermined RNP markers to alert the pilots and flight crew members that the FMC has transitioned from an NPS display for RNAV (LNAV/VNAV) flight procedures to an enhanced IAN display for a non-precision (non-xLS) approach and/or landing.

Abstract: A method to generate a clearance request to deviate from a flight plan is provided. The method includes receiving at one or more processors in an airborne vehicle input from at least one automatic flight-plan-relevant source, at least one of the one or more processors independently determining a revised flight route based on the received input, at least one of the one or more processors independently generating a preconfigured clearance request message to deviate from the flight plan for a flight crew user based on the determining. The method further includes providing an audible prompt to the flight crew user for one of approval and rejection of the clearance request to deviate from the flight plan. When an approval of the clearance request to deviate from the flight plan is received from the flight crew user, the preconfigured clearance request message is downlinked.

Abstract: Aircraft attitude systems are provided, in which a representative system includes: an instrument face having a bank angle scale, a bank status indicator, a pitch angle scale and a pitch status indicator; the bank angle scale being fixed in position relative to the instrument face and being operative to present increments of bank angle of an aircraft; the bank status indicator being operative to move relative to the bank angle scale such that a current aircraft bank angle is indicated; the pitch angle scale being fixed in a vertical orientation relative to the instrument face and being operative to present increments of pitch angle of an aircraft; the pitch status indicator being operative to move relative to the pitch angle scale such that a current aircraft pitch angle is indicated.

Abstract: A display system includes instrumentation configured to obtain aircraft data comprising current flight status data of the host aircraft and current flight status data of neighboring aircraft located near the host aircraft. The system also includes a processor coupled to the instrumentation. The processor analyzes and filters the aircraft data, using lateral boundary criteria for the host aircraft, to identify a proper subset of the neighboring aircraft, and the processor generates image rendering display commands based upon the current flight status data of the host aircraft and based upon the current flight status data of neighboring aircraft included in the proper subset. A display element receives the image rendering display commands and, in response thereto, renders a vertical situation display that includes graphical representations of the host aircraft and each neighboring aircraft included the proper subset.

Abstract: The different advantageous embodiments provide a system comprising a dynamic transmission process and a processor unit. The processor unit is configured to run the dynamic transmission process. The dynamic transmission process is configured to receive environmental information. The dynamic transmission process determines whether to send the environmental information to a subscriber.

Abstract: Methods and systems are provided for presenting operating information for an aircraft in a vertical profile displayed on a display device associated with the aircraft. The vertical profile graphically depicts at least a portion of a flight plan for the aircraft, wherein the portion of the flight plan comprises a plurality of reference points. The method comprises calculating, for each reference point of the plurality of reference points, a predicted value of a first operating parameter for the aircraft at the respective reference point based at least in part on current status information for the aircraft, resulting in predicted values for the first operating parameter, and displaying the predicted values for the first operating parameter in the vertical profile.

Abstract: An aerological phenomena alert device for an aircraft, which comprises onboard equipment capable of detecting meteorological phenomena, comprises: a module for collecting and storing meteorological data originating from the onboard equipment capable of detecting the meteorological phenomena, a module for creating a report from the collected meteorological data, a module for sending the report, a module for receiving reports sent by surrounding aircraft, a module for processing and consolidating the reports received, and for generating alerts when a report signals an aerological phenomenon, and a module for merging the data originating from aircraft and from meteorological stations, situated in a station on the ground and comprising a ground/air communication module for sending meteorological reports adapted to each aircraft according to its position in relation to an aerological phenomenon.

Abstract: A method and a device for protecting an aircraft in the flight phase, said aircraft exhibiting several configurations of slats and flaps, comprises the following steps: determining, for at least one configuration of slats and flaps, of a limit angle of incidence beyond which the aircraft runs a risk of stalling, determining a gain factor as a function of the normal acceleration of the aircraft, comparing the current angle of incidence of the aircraft—with the limit angle of incidence weighted by the gain factor, and, emission of an alert indicating that the aircraft runs a risk of stalling, if the current angle of incidence of the aircraft is greater than the limit angle of incidence weighted by the gain factor.

Abstract: A system for displaying first and second images to a pilot of an aircraft includes, but is not limited to, a sensor subsystem that detects a light transmission originating from outside the aircraft and generates a first signal indicative of the light transmission, a dynamic condition sensor that detects a dynamic condition of the aircraft and generates a second signal indicative of the dynamic condition of the aircraft, a display unit, and a processor that is communicatively coupled to the sensor subsystem and to the dynamic condition sensor and operatively coupled to the display unit. The processor is configured to command the display unit to display a first image corresponding to the first signal, to display a second image overlaid over the first image corresponding to the second signal, and to modify the appearance of the second image to enhance the pilot's ability to discern the first image.

Abstract: A method for predicting the occurrence of an undesired operating event for a mobile platform operating within a designated area. The method may involve obtaining a plurality of parameters including a position of the mobile platform within the designated area for determining a kinematic motion of the mobile platform while the mobile platform is operating within the designated area. Information may also be obtained that relates to surface geometry of the designated area. The information related to surface geometry may be used to determine physical constraints within the designated area that limit operation of the mobile platform within the designated area. The plurality of parameters may be used to determine a kinematic motion of the mobile platform within the designated area. The kinematic motion of the mobile platform and the physical constraints may be used to predict if motion of the mobile platform will cause it to incur an undesired operating event.

Abstract: A method includes controlling an aircraft during descent, and controlling the engine pressure ratio of a jet engine so that the engine has a substantially equal pressure at the exhaust, and at the front of the engine during the descent.

Abstract: According to an embodiment, a method provides flight operational consequence information by receiving a status indication associated with an aircraft component at a processing device in the aircraft during a flight. The processing device ascertains one or more operational consequences that includes displaying text strings associated with the status indication, wherein each of the one or more operational consequences are associated with one or more flight segments of the flight. At least a subset of the one or more operational consequences are provided on a display associated with the processing devices and an indication is provided on the display of the one or more flight segments associated with the one or more operational consequences.

Abstract: Method and device for automatically estimating an airspeed of an aircraft The device (1) includes means (6) for determining an estimated airspeed with the aid of an aerodynamic airspeed which is calculated from current values of aircraft parameters and a speed which is generated by an air data computer (8).

Abstract: A present novel and non-trivial system, module, and method for presenting surface symbology on an aircraft display unit are disclosed. Symbology image data representative of an image depicting a runway highlighter adjacent to the assigned runway is generated by a symbology generator based upon assigned runway information and airport surface information provided by a flight management data source and the navigation reference data source, respectively. Such runway highlighter comprises a plurality of runway edge highlighters and a plurality of chevrons pointing in the direction of the assigned runway. The image could include one or more directional runway identifiers. Additionally, the generated image could include the depiction of township location, a line-up distance docking indicator, and/or a groundspeed indicator based upon information provided by a navigation data source. Additionally, the generated image could include the depiction of a wind barb based upon information provided by a weather data source.

Abstract: The different advantageous embodiments provide a system comprising a user interface and a computer. The user interface comprises a display. The computer is configured to display information about time and position of an aircraft in relation to a number of waypoints for a flight on the display. The information is displayed using a number of graphical display features.

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.

Abstract: An asset operational health monitoring system, in which a plurality of sensors are arranged to determine values of asset operation parameters pertaining to an instance of asset operation. One or more processing unit receives data corresponding to said asset operation values and determine a plurality of asset locations at a corresponding plurality of points in time. The one or more processing unit is arranged to receive data indicative of the location of a region of adverse environmental conditions which may impact on the operation of the asset and to compare the determined locations of the asset with the location of said region so as to determine whether one or more of said asset locations fall within said region. An indicator of operational risk associated with the presence of said asset in said region is output which can drive asset operation or maintenance decision making. The system may be used for ash cloud impact monitoring for aircraft, a fleet of aircraft or aircraft engines.

Abstract: A device for confirming the engine thrust of an aircraft is disclosed. The device, via an operating logic unit (14) of each engine processing different information, including a warning indicator (15) connected to the unit (14) delivers or not thrust confirmation information at the level of the cockpit.

Abstract: A window panel including at least one electronic device that includes at least one electronic memory in which is stored information that can be read remotely using an appropriate reading apparatus. An electronic device connected to the memory receives and processes data so as to transmit and enter information to and in the memory in response to signals received in a programmed way by one or more units for detecting and sending data associated with the window panel and/or a device accommodating the window panel.

Abstract: An unmanned aerial system (UAS) position reporting system. Implementations may include an air traffic control reporting system (ATC-RS) coupled with a ground control station (GCS) of an unmanned aerial system where the ATC-RS includes an automatic dependent surveillance broadcast (ADS-B) and a traffic information services broadcast (TIS-B) transceiver and one or more telecommunications modems. The ATC-RS may be adapted to receive position data of the UAS in an airspace from the GCS and communicate the position of the UAS in the airspace to a civilian air traffic control center (ATC) or to a military command and control (C2) communication center through an ADS-B signal or through a TIS-B signal through the ADS-B and TIS-B transceiver. The ATC-RS may also be adapted to display the position of the UAS in the airspace on one or more display screens coupled with the ATC-RS.

Abstract: Concepts and technologies described herein provide for the integration of flight event parameters with time and location data to provide a geographic visualization of a flight path and associated parameters. According to various aspects, a geographic area that encompasses a flight path according to location data associated with the aircraft is rendered on a display device. The location data is then transformed into a representation of the flight path on the rendering of the geographic area. One or more parameters associated with an event that occurred while the aircraft was in flight are retrieved and correlated with the location data to determine the location along the flight path in which the event occurred, and a representation is provided on the flight path to illustrate the exact geographic location in which it occurred.

Abstract: A technique for identifying, projecting, displaying, and enhancing the thermal capacity for an aircraft is disclosed wherein the thermal capacity is defined as the amount of time or range the aircraft can continue until a thermal limit is exceeded.

Abstract: A surveillance and guidance method and system for use with autonomously guided, man-on-the-loop or man-in-the-loop guided vehicles where the presence of obstacles must be considered in guiding the vehicle towards a target includes a navigation system configured to determine the position of the vehicle on which it is equipped. A communication system is configured for data exchange between the vehicle, neighboring vehicles and ground stations. A surveillance system is configured to detect and locate fixed or moving targets and obstacles. A computer is configured to track the position of targets and obstacles and to provide guidance commands or 4D flight paths to perform collision avoidance with respect to traffic regulations and procedures, and operational airspace restrictions. Additional computer tasks include station keeping or interception of targets. A command and control system is configured to interact with a user interface and control the vehicle's actuators.

Abstract: Systems and methods for providing vehicle-centric collision avoidance are disclosed. In one embodiment, a method includes determining a first flight trajectory for a first aircraft. The method also includes determining a second flight trajectory for a second aircraft. A distance between the first aircraft and the second aircraft at a first closest point of approach (CPA) is predicted. The predicted closest point of approach is then compared to a separation perimeter layer. The separation perimeter layer is configured to provide a minimum separation distance from the first aircraft to the second aircraft. When the predicted closest point of approach breaches the separation perimeter, the first flight trajectory is altered to provide collision avoidance.

Abstract: Systems and methods for tracing aircraft vortices. One method includes directing a tracer from a first aircraft into a vortical flow generated by the first aircraft. The method can further include detecting a characteristic corresponding to the presence of the tracer directed into the vortical flow. Based at least in part on the detected characteristic, the method can include directing the flight of the first aircraft, or a second aircraft following the first aircraft, or both.

Abstract: A method of determining a sound nuisance level outside an aircraft, wherein an aircraft is fitted with a plurality of external microphones, then during a flight of the aircraft, sound levels are measured using on-board microphones and at least two components are measured of the speed of the aircraft relative to air, and thereafter the kurtosis of samples of the sound level measurements is calculated and a model is determined of variations in a sound nuisance level as function of the air speed components, with the sound nuisance level being determined as a function of the kurtosis.

Abstract: A computer-implemented transportation information management system and method permits entry, recording, and transmission of operation and maintenance data related to FAA recordkeeping and recording requirements within an SQL database. A secure website permits entry and display of operation and maintenance data as well as facilitating data input using input devices such as a cellular telephone, a personal digital assistant, a personal computer, and a portable computer. The system outputs aircraft operation and maintenance data, automatic alerts of pilot flight and duty time limitations, and flight tracking and monitoring information via a spreadsheet, electronic mail message, text message, and a completed FAA mandatory reporting requirement forms to the aforementioned data input devices. Operation and maintenance data is automatically and continuously transferred to the FAA to populate FAA flight tracking data systems and air traffic control data system.

Abstract: The control panel (1) comprises two chains (A, B) of signal acquisition, digitization and processing, which are redundant and which include means (7) for performing crosschecks.

Abstract: Method and device for an optimal management of the energy of an aircraft. The device (1) includes means (5) for determining, in an iterative manner, according to a predicted energy state and according to a management strategy, optimal commands of means (S1,S2, S3, S4, S5, S6) for controlling the energy of the aircraft, which allow the aircraft to reach a given point of a trajectory in a given operational state.

Abstract: Embodiments of a process are provided suitable for implementation by an avionics display system deployed on a host aircraft and including a monitor. In one embodiment, the process includes the step of receiving air traffic data indicative of a first flight characteristic pertaining to a neighboring aircraft. The first flight characteristic is selected from the group consisting of: (i) the wake turbulence created by the neighboring aircraft, (ii) the current flight plan of the neighboring aircraft, and (iii) the airspace in which the neighboring aircraft's current detection position should reside to ensure that the neighboring aircraft's actual position resides within the an airspace currently assigned to the neighboring aircraft. A visual representation of the first flight characteristic is generated on the monitor.