Abstract: Methods, systems, and apparatuses for the use of a wireless portable avionics device in conjunction with on-board flight systems and/or off-board service providers. The device may be used by aircraft personnel such as pilots and may act as a command/data entry and/or display tool to augment cockpit display systems. The device can receive flight data (e.g., a flight plan) from an off-board provider and automatically transfer it, as well as any previously prepared commands or data, to a flight management system and/or cockpit display systems. Commands and/or data (including pre-existing ones and ones entered in real-time) can be wirelessly transferred to the on-board flight systems which are not in direct physical contact with the device. Thus, the device can be easily manipulated during turbulence or under poor readability conditions. The device can be used to manipulate items shown on cockpit display systems in a timely and accurate manner.

Abstract: A method of assisting the piloting of an aircraft (60) at low altitude over terrain (S), in which method, during a first stage, a framework (10) is constructed from at least one main segment (40) and during a second stage a setpoint flight path (50) is constructed. More precisely, during the first stage, said main segment (40) is subdivided automatically into a plurality of secondary segments (41, 42, 43), each of said secondary segments (41) being situated at the same setpoint height above the highest point of the underlying terrain, with two adjacent secondary segments (41) being in alignment or connected together by a bar (44) that extends vertically in a vertical section.

Abstract: Methods and apparatuses for displaying and receiving tactical and strategic flight guidance information are disclosed. A method in accordance with one aspect of the invention includes displaying at least one first indicator to an operator of the aircraft, with a first indicator corresponding to a first instruction input by the operator for directing a first aircraft behavior and implemented upon receiving an activation instruction from the operator. At least one second indicator corresponding to a second instruction for directing a second aircraft behavior at least proximately the same as the first aircraft behavior is displayed, with the at least one second instruction to be automatically implemented at a future time. The at least one second indicator is at least approximately the same as the at least one first indicator. Indicators can be hierarchically organized to simplify presentation and reduce pilot training time.

Abstract: The invention relates to a reconfiguration process for an aircraft environment surveillance device including at least two redundant electronic systems (2, 2?), where each system includes at least two surveillance sets (4-10, 4?-10?) able to provide information about the aircraft's environment. The inventive method and apparatus includes the following steps and structures: detection of simultaneous unavailability (S1, S4) of at least one surveillance set of the first system (4-10) and of at least one surveillance set of a second system (4?-10?); and, in the case where at least two unavailable sets (4-10, 4?-10?) are not redundant sets, automatic selection (S3, S6) of the information obtained, on the one hand, from the available surveillance sets of the first system (4-10), and, on the other hand, from the redundant surveillance set or sets of the second system (4?-10?) that matches the unavailable surveillance set or sets of the first system (4-10).

Abstract: A method and device control the thrust of a multi-engine aircraft. At least one engine command is determined by a command determining unit, with the determined command commanding each engine that has not failed to deliver a thrust substantially equal to a reduced thrust value. A command application unit is configured to apply the determined command to each aircraft engine that has not failed. The reduced thrust value is determined, by a weight determining device, according to the current weight of the aircraft and according to a reduced thrust value FOEI, which is calculated by a thrust calculation unit.

Abstract: An interactive aircraft performance substantiation is provided by determining maneuvers for a user-selected aircraft, determining operation and performance variables for a user-selected maneuver, displaying a scale graphic representation of the user-selected aircraft according to aircraft dimensions, displaying load selection fields according to aircraft dimensions and load-sites dimensions, interactively updating the scale graphic representation of the user-selected aircraft to include an oriented graphic representation of a user-selected load according to the aircraft dimensions, load dimensions, and load-site dimensions, interactively determining mass properties of the user-selected aircraft according to the aircraft dimensions, the load dimensions, and the load-site dimensions; receiving operation properties for the user-selected maneuver corresponding to the operation variables; and displaying an aircraft performance substantiation responsive to determining performance properties of the user-selected air

Abstract: An aircraft is equipped with engines, each engine having at least one pod and one compressor/turbine hitch. The aircraft has at least one data processing unit and at least one system at the engine level. At least one engine is equipped with at least one static pressure probe for measuring the ambient air under the pod. Also, air static pressure probes are arranged at the engine levels, with one pressure probe at the output of the compressor, at least one rotation speed sensor, for example of a blower, and ambient air temperature probes at the air input or in any compression point. The processing unit is able, from measurements performed by such probes at the engine level, to supply to at least one of the systems at the engine level, determination data for the air speed of the aircraft.

Abstract: The general field of the invention is, within the framework of the terrain anti-collision systems for aircraft, the presentation on the displays for aiding the piloting and the navigation of a simplified symbology suited to these critical situations. More precisely, the symbols comprise guidance indications in the depictions representing the horizontal and vertical situation indicators as well as speed instructions and altitude instructions, indications relating to the propulsion of the jets as well as guidance messages.

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: The subject of the invention is an interactive navigation device comprising at least one navigation screen making it possible to display a graphical representation of at least one flight plan, a flight plan being composed of points and of segments. The device comprises means for displaying several flight plans simultaneously on the navigation screen at the same time as flight information text fields associated with the points of the said flight plans, the flight information fields being displayed in a manner contiguous with the points associated with them so as to be able to compare them conveniently. The device also comprises means for displaying on the navigation screen flight information fields associated with the segments of the flight plans, the said flight information fields being displayed in a manner contiguous with the segments associated with them.

Abstract: A flight information communication system has a plurality of RF direct sequence spread spectrum ground data links that link respective aircraft-resident subsystems, in each of which a copy of its flight performance data is stored, with airport-located subsystems. The airport-located subsystems are coupled by way communication paths, such as land line telephone links, to a remote flight operations control center. At the flight operations control center, flight performance data downlinked from plural aircraft parked at different airports is analyzed. In addition, the flight control center may be employed to direct the uploading of in-flight data files, such as audio, video and navigation files from the airport-located subsystems to the aircraft.

Abstract: A flight information communication system has a plurality of RF direct sequence spread spectrum ground data links that link respective aircraft-resident subsystems, in each of which a copy of its flight performance data is stored, with airport-located subsystems. The airport-located subsystems are coupled by way communication paths, such as land line telephone links, to a remote flight operations control center. At the flight operations control center, flight performance data downlinked from plural aircraft parked at different airports is analyzed. In addition, the flight control center may be employed to direct the uploading of in-flight data files, such as audio, video and navigation files from the airport-located subsystems to the aircraft.

Abstract: A method of selecting weather data for use in at least one of a flight management system (FMS) of an aircraft and a ground station includes selecting a reduced set of weather data points to send to the FMS and taking into account a trajectory of the aircraft when determining what data points to include in the reduced set.

Abstract: An integrated system for providing a reporting point journey log display in an aircraft and for providing the automatic transfer and installation of a reporting point journey log in a ground retention application. The integrated system includes means for procuring and aggregating reporting point on-board aircraft data from aircraft systems. Means are provided for generating a reporting point cockpit message and readback script from the aggregated reporting point onboard aircraft data. The aggregated reporting point onboard aircraft data is automatically transmitted to a receiving ground application for assembling the data into the form of a reporting point journey log. The reporting point journey log is installed into a ground storage application.

Abstract: The present invention provides systems and methods for controlling the speed of flap retraction on aircraft, and alerts to the pilot of potentially unsafe flap position. The invention accepts direction from a pilot and senses operation of the aircraft to determine appropriate flap position and flap retraction speed.

Abstract: The inventive flight control assisting device comprises first means (4) for determining the actual aircraft flight conditions, second means (5) for determining, with the aid of said actual flight conditions and a predetermined pattern, a minimum approaching distance corresponding to a minimum distance between projections on the horizontal plane of the aircraft actual position and a touch-down point when said aircraft moves downwards and decelerates according to an optimised approach in such a way that stabilised approaching conditions are attained, and display means (7) for displaying at least said minimum approaching distance on a navigation screen (9) in the form of a first circular arc focused on a position relative to the aircraft which displays the touch-down position.

Abstract: Present novel and non-trivial system, module, and method for generating non-linearly spaced graduations for a symbolic linear scale are disclosed. Symbology data representative of a scale having non-linear graduations is generated as a function of a graduation reference assigned to each graduation, navigation reference data provided from an appropriate source, and a constant. Navigation reference data comprises pitch attitude data and/or aircraft heading data, from which a symbolic pitch attitude scale and/or heading scale is generated. Current attitude and/or heading may be used as a central reference from which spacing is measured, and the value of the constant is dependent on the size of the scale occupied on the screen of a display unit. Each symbolic linear scale may be merged with data representative of the scene outside the aircraft and presented on the screen along with a flight path predictor mapped to the non-linear scale.

Abstract: A method of alerting an occupant of a seat assembly of the occurrence of a triggering event comprising the steps of monitoring for the occurrence of the triggering event, vibrating the seat assembly and/or probing the seat assembly.

Abstract: The invention relates to a method for determining the speed of an aircraft that is subject to a time constraint. The invention consists no longer in calculating a single CAS/MACH pair during climb/descent but in adapting the speed in a continuous manner to the bounds of curves of minimum Vmin and maximum Vmax speed defining a flight envelope of the aircraft. The calculation of these speeds is carried out on the basis of constant maximum and minimum speed setpoints and of a coefficient taking into account a deviation to the time constraint.

Abstract: Methods and systems for managing maintenance of a fleet of aircraft are provided. The method includes collecting data from at least one aircraft in each of the fleets related to the operation of the aircraft, determining a range of acceptable values of performance parameters associated with the collected data and based on the collected data, analyzing the collected data having values outside the range of acceptable values, and modifying at least one of a maintenance requirement and an interval between maintenance actions to facilitate reducing the number of performance parameters values that are outside the range of acceptable values during future operation of the aircraft.

Abstract: A method and apparatus for searching and generating trajectory content in a navigation device are provided. The method includes establishing a predetermined search region from a current position; extracting information about first parcels included in the established search region and information about second parcels including information about links of specific trajectory content; and determining whether the specific trajectory content is included in the established search region by comparing the information about the first parcels with the information about the second parcels.

Abstract: A system for automated fault analysis and execution of post-flight or pre-flight tests for an aircraft is provided. The system includes a maintenance test client system onboard the aircraft, and a ground-based maintenance test server system that is remote from the aircraft. The maintenance test client system is configured to collect fault data for the aircraft, and to wirelessly transmit the fault data to the ground-based maintenance test server system after the aircraft has landed. The ground-based maintenance test server system is configured to receive the fault data, to generate a test checklist that is influenced by the fault data, and to transmit the test checklist to the maintenance test client system. The maintenance test client system wirelessly receives the test checklist, and initiates execution of at least one test specified in the test checklist.

Abstract: The subject of the present invention is a method for processing alerts by an avionic system FWS that makes it possible to optimize the processing of these alerts without unnecessarily consuming “processor time”. The method according to the invention is characterized in that it consists in having processed, on each processing cycle of the processor of the FWS, only the operations relating to alerts for which the result has been modified since the preceding processing cycle.

Abstract: The particle swarm-based micro air launch vehicle trajectory optimization method is carried out by formulating a parameter optimization problem, which is solved using a particle swarm optimization procedure. The optimization problem is formulated using a single objective function having the explicit objective to maximize the payload mass. Constraints on terminal conditions are imposed.

Abstract: An aircraft and method to control flat yawing turns of the aircraft while maintaining a constant vector across a ground surface. The aircraft includes a control system in data communication with control actuators, a lateral control architecture, a longitudinal control architecture, and an initialization command logic. The lateral control architecture controls the aircraft in the lateral direction, while the longitudinal control architecture controls the aircraft in the longitudinal direction. The initialization command logic automatically activates the lateral control architecture and the longitudinal control architecture to maintain a constant vector across the ground whenever a directional control input is made at low speed.

Abstract: A method of determining environmental data along a trajectory of an aircraft may assist in the evaluation of flight conditions along the trajectory. Environmental data may be at least one of collected, derived, and fused from a plurality of weather sources using at least one processor. The environmental data may be filtered, extrapolated, and fused, using the at least one processor, within at least one selected volume of airspace over a trajectory of the aircraft based on selected weather-applicability time intervals, and on at least one of user-selected parameters and weighted environmental data criteria. The trajectory may comprise at least one of a planned trajectory, a current trajectory, and an intent trajectory of the aircraft. An effect of the filtered, extrapolated, and fused environmental data on the trajectory may be determined using the at least one processor.

Abstract: A method for assembling a gas turbine engine to prevent rotor over-speeding is described. The method includes serially coupling a first fuel system interface to a second fuel system interface, such that at least one of the first fuel system interface and the second fuel system interface is coupled to the gas turbine engine. The method also includes coupling a control system to the first fuel system interface and to the second fuel system interface. The control system is configured to identify an occurrence of an over-speed condition. The method also includes programming the control system to discontinue fuel flow to the engine when both the first fuel system interface and the second fuel system interface indicate an over-speed condition has occurred.

Abstract: The object of the invention is in particular a method and a device for aiding in the control of systems installed on board an aircraft comprising at least one display device capable of displaying configuration parameters of the said aircraft and at least one associated acquisition device. After the state of the said aircraft has been determined (900), a plurality of elements to be displayed on the said at least one display device is selected (905), according to the said state of the said aircraft, in a predetermined set of elements comprising at least one parameter for configuration of the avionics, at least one parameter for configuration of support subsystems and at least one activatable representation of least one command of support subsystems of the said aircraft. The said plurality of elements is displayed on the said display device.

Abstract: A highly reliable aerodynamic coefficient estimate can be computed, and computation of this aerodynamic coefficient estimate enables accurate detection of control surface failure/damage while reducing a discomfort for passengers. A deflection angle command signal generation means (5) generates a deflection angle command signal for estimating an aerodynamic coefficient indicating the aerodynamic characteristics of an airframe. A kinetic state quantity acquisition means (6) acquires a kinetic state quantity of the airframe that is obtained as a result of a control surface provided on the airframe being moved based on the deflection angle command signal. A candidate value calculation means (7) calculates candidate values for estimating the aerodynamic coefficient from the kinetic state quantity using two or more different estimations. An aerodynamic coefficient estimate determination means (8) determines an aerodynamic coefficient estimate based on the candidate values.

Abstract: A method for monitoring airplane noise and emissions may include receiving a predetermined set of engine performance data for an airplane and receiving a predetermined set of airplane flight data for the airplane. The method may also include predicting at least one of a noise level and an emissions level from the airplane at each of a plurality of ground based noise and emissions monitoring stations based on the predetermined set of engine performance data and the predetermined set of airplane flight data. Each of the plurality of ground based noise and emissions monitoring stations is located at a predetermined geographic location along an expected flight path of the airplane.

Abstract: The invention relates to a method for automatic detection of turbulence by a second aircraft, by information exchange between the second aircraft and at least a first aircraft. The first aircraft has means for transmitting information and the second aircraft has means for receiving the information transmitted by the first aircraft. The method includes the identification of information about turbulence liable to be encountered by the second aircraft, by analyzing the information received from the first aircraft. An alarm is activated on the basis of the turbulence information.

Abstract: The present invention relates to a method of protecting an aircraft in approach by signalling against the risks of collision with the terrain in steep-sided environments, in order to avoid unwanted warnings emanating from the clearance sensors of the onboard TAWS system while protecting the aircraft when it fails to observe the published procedure, and this equally in a landing procedure and in a take-off procedure. The method includes conferring an additional function on the conventional TAWS functions, specific to the detection of the potential risks of collision of the aircraft with the terrain when following procedures of reduced protection corridor type, and this without modifying either the logics or the characteristics of the clearance sensor or sensors as currently defined in the TAWSs of the state of the art.

Abstract: A method and apparatus for locating position of a GPS device is described. In one example, a method for provisioning a mobile device with a model for determining a position of the mobile device in at least one geographic area is provided. The method includes obtaining an estimate of the position of the mobile device, forming one or more satellite orbit models from the estimate and a wide area model, and sending the at least one satellite orbit model to the mobile device. The wide area model is formed from measurements from a plurality of satellites of a Global Positioning System, and the measurements are obtained by a plurality of reference stations.

Abstract: A system for controlling yaw associated with an airship may include one or more vertical control surfaces associated with the airship, a first power source and a second power source, each configured to provide a thrust associated with the airship, and a yaw control configured to receive an input indicative of a desired yaw angle. The system may further include a controller communicatively connected to the yaw control, the one or more vertical control surfaces, and the first and second power sources. The controller may be configured to receive an output signal from the yaw control corresponding to the desired yaw angle and to generate a control signal configured to modify a state associated with at least one of the one or more vertical control surfaces, the first power source, and the second power source, such that the airship substantially attains the desired yaw angle.

Abstract: The present invention relates to a pilot assistance method for giving assistance in piloting a rotary wing aircraft, the method consisting in using a scale with collective pitch graduations that is movable on a display screen to indicate the position of the collective pitch, in determining the desynchronization pitch, in using a maximum limit value and a minimum limit value for the speed of rotation of the rotor, in transforming the maximum limit value and the minimum limit value in real time and as a function of physical flight parameters respectively into a bottom limit position and a top limit position for the collective pitch, and when a determined difference appears between the real value and the reference value Nr0 for the speed of rotation of the rotor, in displaying at least one item of corrective information about the adjustment of the collective pitch.

Abstract: The invention describes a method and device for preventing useless alarms generated by an anticollision system on board an airplane and according to which the duration (dcap) of a phase of capture of a setpoint altitude (Zc) by the airplane is between a predetermined minimum execution deadline (dmin) and a predetermined maximum execution deadline (dmax).

Abstract: Methods and systems for handling aircraft control information are disclosed. A system in accordance with one embodiment of the invention includes a display medium coupleable to a flight manager, with the flight manager configured to receive and direct instructions for automatically controlling aircraft functions at a future time during flight of the aircraft. The system can further include a display controller coupled to the display medium to present at least one operator activatable element at the display medium and update information presented at the display medium when the operator activates the operator activatable element. For example, the operator activatable element can include an icon presented at a computer display screen, and can be activated by a keystroke.

Abstract: A system and method for filtering information from an electronic flight bag system (EFB) used on a mobile platform, for example, on an aircraft. In one embodiment the system makes use of an EFB having a display with a selection to enable a filter. When the filter is enabled, the user is presented with a plurality of options for limiting retrieved information to only specific types of information or data. This allows one, two or more layers of filtering to be implemented on the information that is searched and obtained from the EFB, and enables a limited subset of information to be obtained that is available for viewing on a display associated with the EFB. The system and method eliminates or significantly reduces the amount of non-relevant information that the crew members are required to review when attempting to obtain specific types of information from the EFB.

Abstract: A method and a device for an operating center for aiding in the preparation and management of missions of an aircraft. After a plurality of digital data has been received, the plurality of data comprising at least one datum of avionic type and one datum of open-world type, at least one flight plan is prepared from the plurality of data. The at least one prepared flight plan and the at least one datum of open-world type then are formatted. The formatted data in the form of an electronic document usable directly by a computer system of the aircraft are transmitted to the aircraft.

Abstract: A Human Machine Interface includes a flight control system operable to communicate display data directly to a cockpit display system.

Abstract: A system indicating to a pilot that an aircraft has passed the limit-point of success of a standard vertical avoidance maneuver is disclosed. To determine the limit-point, the system monitors a penetration of a model of the terrain being flown over into a first protection volume linked to the aircraft and configured so as to model a standard vertical avoidance maneuver path executed without delay. To determine disengagement azimuth sectors, the system monitors the penetrations of the model of the terrain being flown over into a second protection volume with large azimuth aperture, linked to the aircraft and configured so as to contain the limit-point protection volume and, for the various azimuths covered, paths of a composite maneuver beginning with change-of-heading maneuvers with which to reach the azimuth concerned and continuing with the standard terrain vertical avoidance maneuver.

Abstract: The general field of the invention is that of viewing systems of the synthetic vision type SVS, for a first aircraft, the said system comprising at least one cartographic database of a terrain, position sensors, for the said aircraft, an air traffic detection system calculating the position and the danger rating of at least one second aircraft exhibiting a risk of collision with the said first aircraft on the basis of data originating from sensors or systems such as TCAS or ADS-B, an electronic computer, a man-machine interface means and a display screen, the computer comprising means for processing the various items of information originating from the database, sensors and interface means, the said processing means arranged so as to provide the display screen with a synthetic image of the terrain comprising a representation of the said second aircraft.

Abstract: Disclosed is a method and device, which provide an enhanced ability to monitor the navigation of an aircraft during a phase of flight in which the aircraft is close to the ground in which the aircraft uses positional information supplied by a satellite positioning system for the navigation. A display screen is used to display a first characteristic sign representing a selected setpoint value for a height parameter of the aircraft. The display screen also displays a second characteristic sign representing a current auxiliary value expressed in the form of an achievable height parameter. An alert is emitted when the second characteristic sign is determined to be within a predetermined height value of the first characteristic sign, and the alert is shown in visual format on the display screen. An alarm is also emitted following a predetermined time after the alert is emitted, if the setpoint value is not replaced by a new setpoint value.

Abstract: The invention relates to a device for formulating a flight plan ensuring sufficient safety margins for a duration of a few minutes in relation to the set of flight constraints that could arise and comprising means for: detecting the surrounding moving objects (aircraft or meteorological phenomena), evaluating their type and the danger that they represent, formulating a reconfiguration flight plan ensuring a separation with these phenomena and taking best account of the constraints of the initially followed flight plan, avoiding prohibited or regulated airspaces and avoiding the surrounding relief with ad hoc operational margins.

Abstract: The invention relates to the field of monitoring and aid to taxiing of an aircraft at an airport. The invention is a method of checking and monitoring the taxi plan and relates to a monitoring system comprising means for checking the pathway of the plan and means for signalling on the taxi aid the waiting time for the next clearance ahead of the aircraft along the pathway, the means for checking the pathway comprising a device for checking the pathway constraints and a device for checking the clearances, the device for checking the constraints making it possible to test and to display on the taxi plan the information descriptive of the constraints and the device for checking the clearances making it possible to check the clearances and to add the missing clearances to the taxi plan.

Abstract: A multi-product avionics control and display unit (CDU). In implementations, the CDU may include a display and a processor coupled with the display. The processor is configurable to operate in a first mode to cause the display to present standby primary flight information associated with the aircraft and a second mode to control and display operation of one or more aircraft systems associated with the aircraft.

Abstract: Described is a method of updating meteorological information for an aircraft, which includes automatically providing a request by an on board computer (FMS, flight management system) for the meteorological data so as to anticipate the updating of the latter as soon as an update is available. This automation allows the crew to have the data ready for display and use without waiting, to reduce and smooth the workload of the crew by anticipating the request and the processing of these data, and to limit the potential confusion associated with the receipt, hitherto verbal, of the ATIS (Air Traffic Information Service) information.

Abstract: An autopilot system includes a navigation application for computing angular position and angular turn rate of a pilot line and an autopilot steering application for calculating steering commands for a ship steering device. The pilot line provides directional guidance to a ship and is a vector having one end attached to a point on the ship and a second end pointing to a desired direction. The autopilot steering application receives the computed pilot line angular position and angular turn rate and calculates angular position steering commands for the steering device. The steering commands are calculated by taking into account the difference between the pilot line angular position and the ship's angular position and the difference between the pilot line angular turn rate and the ship's angular turn rate.

Abstract: A method for detecting icing conditions for an airborne aircraft operating within a zone defined using one or more aircraft-related parameter and one or more environment parameter includes: (a) In no particular order: (1) measuring the aircraft-related parameter(s) to obtain aircraft-related parametric value(s); and (2) measuring the environment-related parameter(s) to obtain environment-related parametric value(s). (b) Employing the aircraft-related parametric value(s) and the environment-related parametric value(s) to determine whether the aircraft is operating within the zone. (c) If the aircraft is operating within the zone, observing elapsed time during which the aircraft is operating within the zone. (d) If the aircraft has operated within the zone for a predetermined elapsed time-in-zone, displaying an alert message for a user to indicate a likelihood of presence of icing conditions.

Abstract: A method and device for determining critical buffeting loads on a structure of an aircraft is disclosed. The device (1) comprises means (2, UC) implementing a semi-empirical method for determining the critical loads generated by some buffeting on the structure of the airplane.