Abstract: An aircraft display and control system generally includes a processor, a cursor control and selection device, an aeronautical information database, a geographic database, and a plurality of display devices. Users, such as an aircraft pilot and copilot, can perform flight plan entry and modification by manipulating graphical information on the display devices using cursor control. In one embodiment, the present invention allows multiple members of an aircraft crew to share control of common flight information display areas, aids the crew's situational awareness by providing software-implemented dynamic symbology and highlighting to indicate cursor location, current panel of entry, and current focus for keyboard and cursor events.

Abstract: A system and method for intervention control of an aircraft in the event of pilot command error whether voluntary or involuntary. Impending detection of a chaotic condition associated with a maneuvering aircraft enable early prediction and control of the aircraft where solutions based upon performance prediction are available. A further feature of the present intervention control of the aircraft enables an equipment malfunction detection signal substitution of a satisfactory equipment signal.

Abstract: A system and method for controlling a robot (1), includes at least three setting devices (2, 3, 4) which can be extended or shortened in the longitudinal direction. Each setting device being directly or indirectly secured in a fixed frame (6) via a first joint (20, 30, 40) so that each setting device is pivotable in all directions in relation to the frame and that each setting device is attached at one end in a movable position head (8) via a second joint (21, 31, 41). Each sensor is provided with a length sensor (LS1, LS2, LS3), said sensors forming a part of control system (S1) for controlling the location (X, Y, Z), wherein the control system cooperates with a feedback control system (R2) arranged to correct the location (X, Y, Z) and feedback control system (R2) operate in accordance with different coordinate systems.

Abstract: Trimming process for adapting a first control loop of a controllable, automatically controlled reference system, which is or represents an aircraft, to a second control loop which simulates the reference system, Flying condition values including controlled variables, which are returned in each control loop for the purpose of the control, are detected, and both control loops are acted upon by the same desired input data. In the first process loop, a conversion of the unreturned flying condition values of the airplane model takes place to the values of the corresponding flying condition values of the reference system. The second process loop is provided for the adaptation of the returned condition values of the airplane simulation system to the corresponding condition values of the reference system.

Abstract: A selected hover altitude deviation display and method for displaying the difference between the current altitude of an aircraft and a selected hover altitude on a multi-functional display unit that includes a compass rose and an aircraft symbol. An altitude sensor generates current altitude data, which is transmitted to a computer processing unit together with a selected hover altitude. The selected hover altitude is determined by the pilot of the aircraft. The selected hover altitude is displayed as a static, analog symbolic representation on the multi-functional display unit. The hover altitude deviation is displayed as a dynamic, analog symbolic representation of the difference between the current altitude of the aircraft and the selected hover altitude. With the selected hover altitude deviation display, the pilot can readily see if his aircraft is above or below a selected hover altitude without relying on external visual reference cues.

Abstract: The present invention provides ground proximity warning system and method for aircraft, particularly rotary wing aircraft such as helicopters. The warning system generally includes an air ground detection device disposed on the aircraft to confirm whether the aircraft is on the ground or in the air. A controller is coupled to the air ground detection device and configured to move between a ground state when the aircraft is on the ground and an airborne state when the aircraft is in the air. The controller may be used for a variety of applications within the aircraft, such as disabling a ground proximity warning device when the aircraft is on the ground and enabling the warning device when the aircraft is in the air. In addition, the air ground controller may be used to signal the beginning and the end of a flight for the aircraft's flight history fault memory.

Abstract: Methods and apparatus are disclosed for three-dimensional flight control based generally upon measuring and comparing actual air pressures at or near various surfaces of an aircraft during flight. Sensors are provided for measuring air pressure acting on an aircraft surface. The methods and apparatus include those for measuring air pressure differentials between two or more sensors to evaluate certain critical flight parameters, such as the actual lift being produced, the air direction and speed relative to the aircraft, the air density, and the aircraft position and trajectory. The actual and comparative data provide information about the present flight conditions and performance of the aircraft, such as whether there is ice formed or forming on the wings, the direction and approach of wind shear, whether a stall is approaching, etc.

Abstract: An air vehicle landing/takeoff area mapping system includes a plurality of transmitters located in the landing/takeoff area with each transmitter propagating a signal having a signal frequency indicative of the transmitter location. A receiver is located on the air vehicle and is capable of scanning the landing/takeoff area. The receiver processes a received transmitter signal to produce an output based on the received transmitter signal frequency. Control logic processes a sequence of receiver outputs to produce an image of the landing/takeoff area on a display device located within the air vehicle to assist a pilot during landings and takeoffs of the air vehicle under either clear or inclement weather conditions and/or either day time or night time visibility.

Abstract: An aircraft instrument system that informs the pilot of whether, during the takeoff roll, the aircraft's acceleration rate is sufficient to ensure that V1 speed will be achieved at the expected time (and thus distance), and, if not, how far in distance the aircraft is lagging behind the required acceleration schedule.

Abstract: A flight warning system comprises an outside temperature probe for sensing outside temperature, a gyroscope for sensing aircraft bank angle, a static transducer for sensing static pressure, and a dynamic pressure sensor for receiving total pressure from a pitot tube. A computer is responsive to the gyroscope, static transducer, outside temperature probe and dynamic pressure sensor calculates whether the aircraft is entering a stall condition by comparing the aircraft's bank angle with the stall bank angle. The computer can also calculate whether sufficient altitude exists for the aircraft to safely return to a field after a power failure. An output device can also be provided for indicating the existence of said sufficient altitude, and a stall indicator can be provided for indicating whether the aircraft is entering a stall condition. A method for determining the existence of a stall condition with the aircraft is also disclosed.

Abstract: An aircraft instrument system that informs the pilot of whether, during the takeoff roll, the aircraft's acceleration rate is sufficient to ensure that V1 speed will be achieved at the expected time (and thus distance), and, if not, how far in distance the aircraft is lagging behind the required acceleration schedule.

Abstract: The present invention concerns a device for indicating the position of an aircraft (H) notably a helicopter (H) with respect to a beam (F).In accordance with the invention, said indicator includes fixed first means (6) indicating the position of said aircraft (H), movable second means (7) indicating the position of the beam (F) in a predefined direction with respect to said aircraft (H), and third means (8) indicating which way to steer the aircraft (H) in the predefined direction to capture the beam (F) to said third means (8) being activated only when the aircraft (H) has crossed the beam (F) completely and is outside it.

Abstract: A positioning method for a production system for positioning the location of a positioning head (2 12, 27) in relation to a work object, comprising a positioning body (1, 11), e.g. a robot or a machine tool, a positioning control unit (3) for the positioning body (1, 11) and a control data system (4) for the positioning control unit (3), wherein the control data system (4) communicates with a three-dimensional localisation measuring system (6) comprising at least one recording device (7) which determines and adjusts the location of the positioning head (2, 12, 27) in space and a positioning device for a production system for positioning the location of a positioning head (2, 12, 27) in relation to a work object, comprising a positioning body (1, 11), e.g.

Abstract: The present invention provides ground proximity warning system and method for aircraft, particularly rotary wing aircraft such as helicopters. The warning system generally includes an air ground detection device disposed on the aircraft to confirm whether the aircraft is on the ground or in the air. A controller is coupled to the air ground detection device and configured to move between a ground state when the aircraft is on the ground and an airborne state when the aircraft is in the air. The controller may be used for a variety of applications within the aircraft, such as disabling a ground proximity warning device when the aircraft is on the ground and enabling the warning device when the aircraft is in the air. In addition, the air ground controller may be used to signal the beginning and the end of a flight for the aircraft's flight history fault memory.

Abstract: A process and system for determining the flight configurations of an aircraft are disclosed. The process includes the steps of defining various possible flight configurations of the aircraft, determining a plurality of flight phases representative of the flight configurations, determining a plurality of characteristic parameters capable of being measured on the aircraft, measuring values of the characteristic parameters for each of the flight phases of the aircraft, calculating a fuzziness index for each of the flight configurations from the measured values of the characteristic parameters for the flight phases, the fuzziness index being representative of the flight configuration in a specified metric system, and defining an actual flight phase of the aircraft.

Abstract: A device for indicating that an airplane has reached a safe speed in the presence of headwinds for initiating take-off rotation. The device senses the true ground speed of the airplane and converts the true ground speed into an "indicated ground speed" in accord with the relationship between true air speed and indicated air speed for the airplane. The device subtracts the indicated ground speed from the indicated air speed of the airplane to determine the amount of the headwind and, whenever the headwind exceeds a preselected margin, the device increases the value of the safe minimum indicated air speed for initiation of take-off by any excess of the headwind over the preselected margin. The device then directs the flight director to initiate take-off rotation when the indicated air speed of the airplane equals or exceeds the adjusted minimum indicated air speed.

Abstract: An improvement to an aircraft flight management system automatically allows changes entered into one control display unit (CDU) to be transmitted to the remaining CDU's upon failure of the onboard flight management computers. Each CDU includes memory allowing it to store the initial flight plan as being implemented by the flight management computer. Upon failure of all onboard flight management computers, detection of the failures by the CDU's initiates an alternate navigation mode. In this mode, entries made by a flight crew in one CDU are automatically transmitted to the remaining CDU's and, correspondingly, to the navigation displays, to thereby avoid redundant data entries in the remaining CDU's of a new, modified flight plan. In addition, all navigation displays are automatically caused to display the new, desired flight plan.

Abstract: A flight strips management system comprises a plurality of information processing devices, each information processing as management information on of aircraft control information, flight information, spot allocation information, gate allocation information, servicing information, or passenger information etc and a flight strips management device that reads management information from the information processing devices, compiles flight strips information representing aircraft movement based on the read management information, and stores the compiled flight strips information.

Abstract: An avionic system (102) in which engine thrust rating data is transmitted from electronic engine controllers (108a and 108b) to flight management computer/thrust management computers (120a and 120b) via digital data buses (110a, 110c, and 114) is disclosed. The flight management computer/thrust management computers (120a and 120b) select the proper data set for the specified engine thrust rating upon power-up. If the thrust rating changes, the flight management computer/thrust management computers (120a and 120b) select a new data set corresponding to the new thrust rating as received over the digital data bus (110a, 110c, and 114). This is accomplished without the need to change aircraft wiring. The flight management computer/thrust management computers (120a and 120b) store the thrust rating in nonvolatile memory (126), allowing the flight management computer/thrust management computers (120a and 120b) to use the stored value to initialize relevant settings according to current engine thrust rating.

Abstract: A method modifying the landing pitch attitude of an airplane during landing approach and touchdown is disclosed. A reference value for a predetermined flight condition parameter is subtracted from a current value of the predetermined flight condition parameter, resulting in a difference value. Based upon the difference value, a schedule determines a corresponding deflection value for a movable surface capable of producing lift. The movable surface is automatically deflected to an amount equal to the deflection value. In alternative embodiments of the invention, the predetermined flight condition parameters include approach airspeed, attitude, and angle of attack.

Abstract: An apparatus (700) for inhibiting operation of an electronic device (702) during take-off and landing of an aircraft (802) has a sensor (704) that measures a lateral acceleration. A control circuit (706) is coupled to the sensor (704) and has an output (708) coupled to the electronic device (702).

Abstract: System for deriving an information, warning or alarm signal on board an aircraft in the event of an anomaly during take-off.According to the invention, the system comprises:means (4) for calculating the position D.sub.stop on the runway where the aircraft must stop if the pilot decides to interrupt the take-off procedure immediately, that is to say representative of the stopping distance of the aircraft during the acceleration phase of the latter at take-off; means (5) for comparing D.sub.stop to the length of runway L available so as to determine whether an interruption of the take-off is still possible.