Abstract: In one embodiment, a method of determining the onset of a stall condition in a vehicle is provided. The method comprises: measuring, with a stall detection system, data which would indicate the presence of turbulent fluid flowing proximate to a foil; determining from the data whether an onset of a stall condition has occurred; and upon determining the onset of the stall condition, performing at least one of: issuing an alert, and causing the vehicle to avoid or exit the stall condition, and cease such activity when the onset of the stall condition no longer exists.

Abstract: This disclosure is directed to techniques, methods, devices, and systems for generating a bird and bat detection radar output using weather radar. In one example, a method includes generating, by a computing device that comprises one or more processors and is onboard a vehicle, a radar control output for an aircraft weather radar system to generate a radar transmission tuned to detect birds and bats. The method further includes receiving, by the computing device, radar data in response to the radar transmission. The method further includes determining, by the computing device, whether the radar data comprises data indicative of detected birds or bats. The method further includes generating, by the computing device, an output based at least in part on the data indicative of the detected birds or bats.

Abstract: A management software is provided for assisting air traffic control personnel with planning and monitoring aircraft departures and arrivals with regards to one or more airspaces, such as a terminal airspace predefined about an airport. Airspace output data structures are generated by an algorithm included in the management software and coded to a non-transitory computer-readable medium. A system for returning the airspace output data structures includes the management software, the medium, and a processor for executing computer code of the software. The airspace output data structures may include one or more of (a) modeled trajectories based in part on predetermined preferences provided by airline vendors, (b) adjusted departure times for departing aircraft, and (c) departing and arriving trajectory adjustments.

Abstract: A method and device for identification of a recipient aircraft of an audio communication. The device includes at least one reception unit, for example a VHF radio or an HF radio, for receiving an audio message on board the aircraft, a transcription unit for transcribing the audio message received into a text message, an analysis unit for analyzing the text message in order to extract interpretation data therefrom, a data generation assembly for determining flight data of the aircraft, a processing unit for determining discriminating data from these flight data, a comparison unit for comparing the interpretation data to the discriminating data so as to deduce therefrom whether the audio message received is indeed intended for the aircraft or not, and an indication unit for indicating to at least one crew member of the aircraft whether the aircraft is recipient or not of the audio message received.

Abstract: An on-aircraft recording device includes an interface that receives APU usage data from an aircraft auxiliary power unit (APU) independently of a flight data recorder and data acquisition unit. The on-aircraft recording device can be communicatively coupled (e.g., wirelessly) to a data acquisition service (DAS) system that communicates APU ground-run usage data received from a plurality of on-ground aircraft to a data management center (DMC) utilizing a plurality of unique callback identifiers. The DMC can include a DMC APU ground-run data structure for storing APU ground-run usage data and a processor configured to receive APU ground-run usage data for a plurality of on-ground aircraft, record, in the DMC APU ground-run data structure, the APU ground-run usage data for the plurality of on-ground aircraft, detect if the APU ground-run usage data satisfies an APU usage threshold, and electronically communicate, via a communication network, an alert indicating potentially excessive APU use.

Abstract: A device for regulating the flow rate of fuel supplied to an aircraft engine, configured to produce a fuel flow rate set value according to a thrust set value supplied by a gas control lever and a measurement of actual thrust of the engine. It extends to a control system including the regulation device and a device for measuring the actual thrust of the engine, to an engine equipped with such a control system, to a regulation method and to a computer program for implementing the method.

Abstract: A vehicle control system includes a first error module that determines a first yaw error based on a difference between a yaw rate of the vehicle and a target yaw rate. A second error module determines a second yaw error based on the first yaw error and a target yaw error. A target yaw error module sets the target yaw error based on a skill level of a driver of the vehicle. An adjustment module selectively one of increases and decreases a target adjustment when the second yaw error is greater than a first predetermined threshold. An actuator control module, in response to the increase in the target adjustment, actuates a dynamics actuator of the vehicle.

Abstract: Systems, methods, and computers for aircraft are provided. A system includes a portable device and an on-board computer for an aircraft. The on-board computer is configured to record preliminary squawk events that occur while the aircraft is in flight for potential corrective action. The portable device is configured to communicate with the on-board-computer and is configured for: receiving—from the on-board computer—preliminary squawk events that occur while the aircraft is in flight; presenting the preliminary squawk events; receiving approval inputs that indicate approved squawk events of the preliminary squawk events; and generating a squawk list that includes each of the approved squawk events to be investigated for corrective action after the flight.

Abstract: The present disclosure provides systems and methods that enable flexible access of internal data of an avionics system (e.g., a Flight Management System). Aspects of the present disclosure enable enhanced, flexible and robust recording of flight test data, testing, debugging, and analyzing in-service problems. One example system includes a Configuration Tool that generates a Loadable Configuration File and a Configuration File based on user selections, structure of data in Data Stores, platform information, processor information, and Receiving Component requirements; a Data Access Component that subscribes to data in the Data Stores based on the Loadable Configuration File and outputs the data; and a Receiving Component receives the data, and decodes the data based at least in part on the Configuration File. Aspects of the present disclosure provide the ability to change which data gets output by the avionics system without the need to recompile and recertify the avionics system software.

Abstract: Systems and methods for identifying a synthetic track are provided. In one embodiment, a method can include receiving, by one or more computing devices, a plurality of emissions from one or more platforms. The emissions can be generated in an emission sequence and are generated to create a track indicative of an object travel path. The method can further include determining, by the one or more computing devices, whether an irregularity associated with the track exists based at least in part on one or more of the emissions. The method can include rejecting, by the one or more computing devices, the track as an actual object travel path when it is determined that the irregularity associated with the track exists.

Abstract: An in-flight entertainment and communications (IFEC) system is configured to interconnect an avionics data bus to a local area network. An avionics interface is connectable to the avionics data bus, and receptive to avionics data transmitted on the avionics data bus by one or more avionics nodes over a predetermined protocol. A local network interface establishes the local area network, and portable electronic devices may be connectable to the local network interface over the local area network to establish a data communications link thereon. A data processor is connected to the avionics interface and the local network interface, and relays the avionics data from the avionics interface to the local network interface for transmission to the one or more portable electronics devices. This transmission is according to the predetermined protocol over the data communications link established on the local area network.

Abstract: An aircraft flight data monitoring and reporting system is provided. The system comprises: an onboard flight data recording and reporting unit; a remote flight data monitoring storage and analysis unit; a wireless communication link; and a network, the wireless communication link and network for communications between the aircraft flight data monitoring and reporting system and the flight data monitoring, storage and analysis unit.

Abstract: An aircrew automation system that provides a pilot with high-fidelity knowledge of the aircraft's physical state, and notifies that pilot of any deviations in expected state based on predictive models. The aircrew automation may be provided as a non-invasive ride-along aircrew automation system that perceives the state of the aircraft through visual techniques, derives the aircraft state vector and other aircraft information, and communicates any deviations from expected aircraft state to the pilot.

Abstract: This decision aid method includes the following steps: acquiring (110) operating states of systems, the operating states being determined by a monitoring system; determining (120) an availability state of each operational capacity, based on the operating states of only the systems of the aircraft implementing that operational capacity, each availability state being chosen from among the group consisting of: a normal state, a downgraded state, an impacted state and a lost state; selecting (150) one or more operational capacities based on the current movement context of the aircraft; communicating (150) the availability state of each selected operational capacity to the pilot.

Abstract: A method and control system that implements a particular aircraft harnessing for an aircraft is provided. The control system includes an effector Line-Replaceable Unit (LRU) including a first connection port, a second connection port, and a first interconnect wire internally connecting the first connection port and the second connection port, a first control LRU connected using a first harnessing to the effector LRU, and a second control LRU connected using a second harnessing to the effector LRU, wherein the first control LRU and the second control LRU are configured to communicate using the first interconnect wire in the effector LRU.

Abstract: An aeronautical satellite broadband communications system has an antenna defined by a transmit gain pattern varying according to an orientation relative to a geostationary orbit satellite. An antenna controller unit is connected to an aircraft inertial navigation system and receptive to navigation data therefrom, and a set of antenna orientation data is derived from the navigation data on a real-time basis. A broadband controller connected to the antenna controller unit generates a set of output variables as a function of normalized equivalent isotropic radiated power spectral density values of the antenna and the set of antenna orientation data. The set of output variables controls the output power and carrier bandwidth of transmissions from the antenna within predefined limits of equivalent isotropic radiated power spectral density that vary with values of the set of antenna orientation data.

Abstract: A system and method provides aircraft autoflight capability feedback to aircraft pilots to thereby prevent, or at least inhibit, latent errors of omission that may result in operational errors. The system and method uses graphics that communicate subtly and in the background, in a manner that naturally fits with how the visual cortex processes graphical information and how the mind makes quick, and subconscious judgments about information. The system may also use auditory and tactile feedback.

Abstract: A method for managing a multi-destination flight of an aircraft comprises a first step of constructing an initial flight plan of a mission between an endmost departure point and an endmost arrival point, having a series of temporally ordered waypoints. A second step comprises selecting one or more waypoints from among the waypoints, and transforming the selected waypoint or waypoints into one or more corresponding intermediate touchdown points, each intermediate touchdown point having the same initial coordinates as the corresponding waypoint of which it is the transform, and each intermediate touchdown point comprising a computerized relationship of association with a dedicated intermediate arrival procedure, ready to be activated.

Abstract: Methods and systems are provided for processing speech inputs for a controlling one or more vehicle systems of a vehicle. In one embodiment, a method includes: receiving speech input from an audio channel; performing, by a processor, speech recognition on the speech input to obtain recognized results; determining, by a processor, an accuracy level of the audio channel based on a comparison of the recognized results and predictive phraseology; determining, by a processor, an integrity level of the audio channel based on situational awareness information; communicating the recognized results, accuracy level, and the integrity level to a vehicle system; and selectively using the recognized results by the vehicle system based on the accuracy level and the integrity level.

Abstract: A collaborative aviation information collection and distribution system includes a plurality of aircraft data transmitters and an aircraft data processing system. Each aircraft data transmitter is configured to selectively transmit aircraft data associated with a subscribing aircraft. The aircraft data processing system is in operable communication with each of the aircraft data transmitters and includes a data receiver, a data transmitter, and a data processor. The data receiver receives aircraft data transmitted from each of the aircraft transmitters. The data transmitter selectively transmits actionable aircraft data to one or more of the subscribing aircraft or subscribing ground-based users.

Abstract: A monitoring method, the purpose of which is, when a loss of power is detected in an aircraft engine, to generate an alarm in the form of a single message displayed on a display screen in the cockpit, in order to indicate if the level of damage suffered by the engine is critical or not. The steps implemented are based on alarm signals transmitted by a central processing unit of the engine and also on alarm signals transmitted by a diagnostic device for the onboard systems of the aircraft, in order to take account of both the situation of the engine and also the situation of the systems surrounding the engine which can be affected by damage to an engine.

Abstract: A system for assisting an aircraft in an emergency landing includes a processor with a non-transitory processor-readable medium storing processor-executable code. The processor-executable code causes the processor to detect an all engine failure of an aircraft. In response to the detected all engine failure, the processor-executable code further causes the processor to determine at least one of an aerodynamic and environmental attribute associated with the aircraft and a descent rate of the aircraft based on the at least one aerodynamic and environmental attribute, calculate a maximum distance the aircraft can travel without engine power based on at least one of the attribute and descent rate; calculate a range for the aircraft based on the maximum distance; and generate a display of the range and provide the display to a display system of the aircraft.

Abstract: The general field of the invention is that of the methods for three-dimensional graphic representation of at least one landing runway on a display device of an onboard display system for aircraft, said graphic representation being displayed in a synthetic of an outside landscape, said runway comprising a coloured rectangular form, an outline surrounding said form and markings the position of the aircraft in relation to said runway being known in a horizontal plane with a first accuracy and in a vertical axis with a second accuracy. When the first accuracy is above a first threshold and/or when the second accuracy is above a second threshold, the appearance of the rectangular form or of the outline or of at least one marking is modified.

Abstract: Methods of stimulating subterranean formations are given in which thermite is placed downhole and then ignited. The thermite may be ignited with a downhole tool, the fracture may be mapped, and the thermite-affected region of the formation may be reconnected to the surface after the thermite reaction through the original or a second wellbore.

Abstract: A rotor speed indication system configured to communicate a rotor speed operating range for a twin engine rotorcraft having a rotor during one engine inoperable conditions. The rotor speed indication system includes a governing reference indicator located on a display and configured to communicate an upper operating range threshold. A droop reference indicator located on the display and configured to communicate a lower operating range threshold. A sensor configured to measure a current rotor speed of the rotor. A dynamic rotor speed indicator located on the display and configured to communicate the current rotor speed of the rotor such that when the dynamic rotor speed indicator is positioned between the governing reference indicator and the droop reference indicator on the display, the current rotor speed of the rotor is within the rotor speed operating range.

Abstract: Methods and systems are provided for presenting information pertaining to the health of one or more mechanical components of a vehicle. One exemplary method involves a client device initiating an ad hoc wireless connection with a monitoring system onboard the vehicle, requesting status information for the vehicle from the monitoring system via the ad hoc wireless connection, and receiving the status information for the vehicle from the monitoring system via the ad hoc wireless connection. The monitoring system generates the status information based at least in part on measurement data obtained from one or more sensor systems during operation of the vehicle and provides the status information in response the request. The client device processes the status information present the one or more graphical representations of the current condition of the one or more mechanical components of the vehicle on the client device.

Abstract: To easily grasp a relationship of parameter values which influence a log velocity of a ship, with the log velocity of the ship caused by the parameters, a ship characteristic estimating device is provided, which includes a data outputter configured to output a plurality of parameter data respectively including rotational speed data of a propeller of a ship, and wind velocity vector data of wind force that may act on the ship, and an estimator configured to receive the plurality of parameter data outputted from the data outputter, estimate values corresponding to the respective parameter data to be log velocity vectors of the ship, and output them as first output values. The rotational speed data are same as each other and the wind velocity vector data are different from each other.

Abstract: Systems and methods of an in-cockpit flight trajectory modification system for an aircraft are provided. A receiver is capable of receiving flight-related hazard information. A traffic aware planner (TAP) module is operably connected to the receiver to receive the flight-related hazard information. A user interface device is operably connected to the TAP module on board the aircraft to provide trajectory information associated with the aircraft and to receive user input corresponding to a request for a revised trajectory. A TAP application is capable of calculating one or more revised trajectories for the aircraft based at least on active trajectory information of the aircraft and the flight-related hazard information. The user interface device may be configured to display information related to the one or more revised trajectories, including a graphic display of the active trajectory and at least one revised trajectory in a visualization panel of the user interface device.

Abstract: A method for determining the speed vector ({right arrow over (Vd)}), with respect to the surrounding air, of a rotary wing aircraft (HL) equipped with a beam scanning Doppler laser anemometry device for measuring (Step1) a set of projections (Vm) of said speed vector ({right arrow over (Vd)}) in at least four non-coplanar directions, comprising the following steps: detecting (Step2) any anomaly of at least one element from the set of measured projections (Vm), from a comparison with respect to a first threshold (S1), of a deviation between the measurements (Vm) and the measurements (Vp) predicted from a predetermined model depending on values of beam scanning parameters of the anemometry device; and reducing (Step3) the effect of a detected anomaly by invalidating measurements corresponding to said anomaly and computing the components of the speed vector from valid measurements.

Abstract: A first air data system for providing first aircraft air data parameter outputs is formed by a first electronics channel of a first multi-function probe (MFP) that is electrically coupled with a first static pressure sensor. A second air data system for providing second aircraft air data parameter outputs is formed by a first electronics channel of a second MFP that is electrically coupled with a second static pressure sensor. A third air data system for providing third aircraft air data parameter outputs is formed by a second electronics channel of the first MFP that is electrically coupled with a second electronics channel of the first MFP.

Abstract: Systems and methods for predicting and managing computation derations that may occur in multi-core processors are disclosed. The method may include: determining effects of multi-core contentions on a particular core of a multi-core processor; determining effects of single-core contentions on a particular hosted function hosted on the multi-core processor; determining an adjustment time to a baseline activation time for the particular hosted function, wherein the adjustment time plus the baseline activation time overcome the effects of multi-core contentions and single-core contentions at a predetermined probability goal; and adjusting a computation time requirement of the particular hosted function to include the adjustment time and the baseline activation time.

Abstract: The estimation device comprises an estimation assembly for determining a corrected estimated incidence, with the aid of an estimated incidence which is computed on the basis of aerodynamic parameters and of inertial parameters related to the aircraft and of a measured incidence which is determined on the basis of measurements carried out on the aircraft by at least one incidence probe. This estimation device thus makes it possible to obtain estimations of the speed of the aircraft, of its incidence and of the total temperature, on the basis of aerodynamic and inertial parameters.

Abstract: A method, apparatus and program product utilize a flight recorder having active error detection functionality to proactively detect errors in a computer or a sub-system or component thereof. The active error detection may be based on one or more trends detected in the trace data logged by the flight recorder and reflective of particular types of errors that may be present in a computer during operation, such that an error may be logged, and in some instances, an exception may be triggered.

Abstract: An in aircraft computer renders graphical representations of airfield range marker extensions to a runway extended centerline, even when the runway extended centerline is not rendered. Crossbars of the runway extended centerline are extended as arc segments to the center of the display with chevrons indicating the relative location of the airfield. Distance marker billboards are replicated at the end of the extended arc segments. As the aircraft approaches the airfield, crossbars closer to the airfield are extended. Vertical markers maintain billboards corresponding to range rings around an airfield in a visually prominent location, even when the proximal portion of such range ring is not visible in the display.

Abstract: A system and method are provided for displaying a strategic navigational overview of a vehicle, including a navigational map and a marker icon thereon representing an entity pertinent to navigation of the vehicle. A vertical line contacting the marker icon has, contiguous thereto, a current altitude icon representing the current altitude of the vehicle, and a trending icon indicating a direction of a change in altitude of the vehicle.

Abstract: A service arrangement system coordinates service providers who provide geographical location-based services to users. The location-based services may include transportation of users. For example, a service provider operates a vehicle to transport a user from an origin location to a destination location. To provide an engaging user experience and encourage users to continue using the services, the service arrangement system accurately and expediently determines the origin location and the destination location based on querying available data sources. The service arrangement system can use selection rules for multiplexing, fallback logic, or load-balancing to select a high quality data source from the available data sources.

Abstract: A method of controlling an aircraft in the event of pilot incapacity includes detecting, using at least one sensor, the occurrence of an event relating to a pilot's capacity to control the aircraft, determining whether the event justifies a controlled takeover of the aircraft from the pilot, asserting a controlled takeover of the aircraft from the pilot if it has been determined that a controlled takeover is justified, and executing a controlled landing of the aircraft without assistance of the pilot.

Abstract: A method and system is provided for determining the compatibility of an approach, to a landing runway, with an angular guidance mode, the approach being compatible with a linear guidance mode, the angular guidance being characterized by a lateral angle of precision, the linear guidance being characterized by a lateral divergence of precision. The method is implemented on a flight management system deployed aboard an aircraft and comprising a first step of determining a first distance representative of a maximum distance of use of the angular guidance, on the basis of the lateral angle of precision and of the lateral divergence of precision.

Abstract: The invention concerns a PCMCIA card for downloading flight data remotely via a wireless network to a ground station, the PCMCIA card being designed to be connected to an ACMS system of an aircraft, the ACMS system being designed to generate an ACMS report after at least one predefined condition has been satisfied, and to record flight data.

Abstract: A resource usage graphical overlay for a navigation system is disclosed. For each such resource, a resource exhaustion distance is computed, based on the consumption or lapse rate of the resource, and the vehicle speed. This resource exhaustion distance is scaled for the interactive map display and rendered as a service area on the interactive map so a user can determine what destinations are reachable before resources are completely depleted.

Abstract: The present invention relates to a speed measurement system allowing the relative speed V of a moving body in relation to an ambient air mass to be measured independently of the atmospheric conditions, the moving body being designed to move at least at subsonic and transonic speeds.

Abstract: Systems and methods for updating a terrain awareness and warning system (TAWS) database are disclosed. The systems request, by way of the first wireless communications device communicating by way of an avionics data transfer protocol, an update to the TAWS database, where the request is based upon flight path data, and receive and accept, by way of the first wireless communications device and by way of the avionics data transfer protocol and in response to the request, the update to the TAWS database.

Abstract: A method and system is provided for the recovery of an aircraft energy upset in a time-constrained descent. The system includes a computational unit to assess a number of adjustments involving a combination of speed changes, aerodynamic brake deployment and track miles adjustments that alter the energy dissipation profile whilst allowing the aircraft to maintain a pre-determined time-of-arrival over an incoming waypoint along the original descent path.

Abstract: A system includes a processor having first and second processing units and a memory coupled to the processor. The memory includes processor executable code to implement an application to execute a first process to provide first application output information and to execute a second process to provide second application output information, a selector to provide a first indication that the first process is a critical process and a second indication that the second process is a non-critical process, and an application program interface (API) to run on the first processing unit. The API directs the processor to run the application on the second processing unit, executes the first process to provide first API output information in response to the first indication; determines if the first application output information matches the first API output information, and determines to not execute the second process in response to the second indication.

Abstract: A system method for predicting vehicle mission capability for a vehicle that is propelled by an engine includes collecting engine degradation data for the engine. Location independent engine degradation data are generated from the collected engine degradation data. The location independent engine degradation data are representative of engine degradation that is independent of locations associated with the mission. Predictions of location dependent engine degradation are calculated from the collected engine degradation data and the location independent engine degradation data. The location dependent engine degradation is representative of engine degradation due to movement through locations associated with the mission.

Abstract: Methods, systems, and computer readable media for managing aircraft radiofrequency communications on board an aircraft are disclosed. In some aspects, a method can include determining at least one communication frequency, the at least one communication frequency corresponding to a communication center within a radio horizon of the aircraft, displaying the at least one communication frequency at an interface, and where there is more than one communication frequency displayed on the interface: filtering the more than one communication frequency according to a flight step of the aircraft in order to reduce a number of the more than one communication frequency displayed on the interface, and sorting the more than one communication frequency according to occupation rate in order to prioritize the more than one communication frequency displayed on the interface, and thereby aid in predicting a communication frequency communicated to the aircraft.

Abstract: This disclosure is directed to systems and methods for smart transitioning between aircraft trajectory management modes. In one example, a system is configured to track a speed of a target aircraft in flight ahead of an own aircraft on which the system is positioned. The system is further configured to determine whether the target aircraft has maintained a rate of change in speed within a selected range of variation in change of speed, for a selected period of time. The system is further configured to enable an activation of a merging trajectory management mode of the own aircraft in response to determining that the own aircraft is in a trajectory management mode transition airspace and that the target aircraft has maintained the rate of change in speed within the selected range of variation in change of speed, for the selected period of time.

Abstract: A computer method for determining potential wake turbulence by a first aircraft from wake generated by a second aircraft. The computer method includes receiving a signal generated by the second aircraft at the first aircraft and transforming the signal to a first wake turbulence boundary that represents the wake generated by the second aircraft. An intersection volume, which is representative of a zone of dangerous turbulence interactions, is selected for the first aircraft. Based on a determination of intersection between the first wake turbulence boundary and the intersection volume, issuing a warning flag if an intersection exists or continue generating the first wake turbulence boundary and determining whether interactions exist.

Abstract: A system and method for providing the information contained in instrument procedure charts in a more intuitive and easier to comprehend manner is provided. The provided enhanced instrument procedure visualization system displays a dynamic three-dimensional view of a selected instrument procedure, and incorporates time-relevant information from weather and traffic sources. The provided enhanced instrument procedure visualization system further allows a pilot to scroll forward and backward in time to review and study the complete instrument procedure.

Abstract: A system and method for controlling an aircraft system. An operator interaction with a control is received. The control comprises an image representing a hardware control for controlling the aircraft system. The image representing the hardware control is changed to represent a change in a state of the control in response to receiving the operator interaction. The aircraft system is operated in the manner indicated by the state of the control as represented in the image.