Abstract: Systems and methods for communication using a plurality of data link standards through a common operator interface are disclosed. In one embodiment, the system includes components configured to select and establish communication with an air traffic control center using one of a plurality of data link standards. The system further includes components configured to format at least one downlink page to only allow appropriate data inputs based on one or more functionalities of the data link standard, and encode one or more entered data inputs based on the selected data link standard and transmit the inputs to the air traffic control center. In a particular embodiment, the system further includes a components configured to receive and display each of the decoded uplink data transmission in a text message on a corresponding uplink display page according to one or more message text conventions of the selected data link standard.

Abstract: The method includes a preliminary period in which a reference rotorcraft is used that corresponds to a rotorcraft of a particular type, with a series of noise measurements being performed on said rotorcraft (1) in flight using noise sensors (C) disposed on said reference rotorcraft, and with operating domains being determined for the reference rotorcraft in which noise is less than a maximum noise level. Thereafter, the operating point without wind and operating domains with wind are subsequently determined for a rotorcraft of the particular type on the basis of operating domains for the reference rotorcraft.

Abstract: Method and system for predicting the possibility of complete stoppage of an aircraft on a landing runway. According to the invention: a) the altitude (H) of the aircraft (2) is measured and the horizontal distance (D) separating said aircraft (2) from the proximal end threshold (4) of the landing runway (1) is calculated; b) an estimated finishing position (21) of said aircraft on said landing runway (1) is calculated on the basis of the altitude (H) and of the horizontal distance (D) determined in a), as well as on the basis of the angle of approach (?); and c) said estimated finishing position (21) calculated in b) is utilized to determine said possibility.

Abstract: The invention relates to a method for calculating an approach trajectory of an aircraft (200) to an airport The aircraft is slaveable in terms of trajectory, thrust and/or speed. The aircraft is able to advance at reduced engine revs. The airport has a runway The approach trajectory terminates in an impact point (205) on the runway and has a high-altitude descent segment (217) and an intermediate geometric segment (207), to which the aircraft is slaved in terms of trajectory and speed. A step of calculating a final approach segment (208) at reduced engine revs and a landing segment is performed with a greater thrust than the reduced revs so as to prepare a possible go-around (209), to which the aircraft is slaved in terms of thrust and speed.

Abstract: The guidance system (1) comprises means (2, 6) for generating an alphanumeric identification characteristic, making it possible to identify a data item which must be used for a selected guidance mode of the aircraft, and display means (10) which automatically shows this alphanumeric identification characteristic on a display screen (12).

Abstract: Device for aiding the piloting of an aircraft during an approach phase for the purpose of landing. The device (1) comprises a guidance system (8) for aiding guidance of the aircraft, in the event of the actuation of a control means (11A, 11B, 11n), both during an initial phase in accordance with a first guidance mode and during a terminal phase in accordance with a second guidance mode, the transition between these first and second guidance modes being achieved automatically by the guidance system (8).

Abstract: A landing-control device is provided having a new structure for carrying out landing control of an aircraft. A detecting unit 10 detects at least a relative altitude from a landing surface to an aircraft. A parameter-generating unit 20 is constructed by a neural network having a feedback loop which receives a detection value detected by the detecting unit 10 and outputs a landing-control parameter of the aircraft, an output of a first node among plural nodes constituting the neural network being input to a second node different from the first node. A controlling unit 30 controls the aircraft based on the control parameter output from the parameter-generating unit 20.

Abstract: Systems and methods for generating approach information for a first vehicle approaching a second dynamic vehicle. An example method determines motion information of the second vehicle and generates approach information based on the determined motion information and the approach centerline. The method generates at least one of an approach path or a plurality of approach path reference points based on at least one of a center of motion of the second vehicle or a touchdown point on the second vehicle and generates at least one of a synthetic path or a plurality of synthetic path reference points by filtering the generated at least one approach path or plurality of approach path reference points.

Abstract: The invention relates to a method to assist in the landing of an airplane (1) in its final flight phase, following a current approach path (6) toward a runway (2), comprising the determination, at a given flight point, of a landing delay margin, called MRAmax, corresponding to an estimated delay during which the braking actions must be undertaken, after the wheels touch down, to enable the airplane (1) to stop on the runway (2). The invention also relates to a device (10) which comprises means (20) of acquiring parameters necessary to the method, computation means (30) which determine a landing delay margin MRAmax from the information received from said means (20) and means (40) of presenting the information to alert the crew, said landing delay margin MRAmax being established according to the method.

Abstract: The system and method for monitoring wear of one or more aircraft parts, such as an aircraft brake, an aircraft tire, a standby system, and landing gear. One or more sensors are provided for sensing a parameter of usage, and an estimate of usage of the part can be determined based upon the signal indicating the sensed value of the parameter of usage of the aircraft part. A plurality of sensors can be provided for sensing usage of a plurality of parts of the aircraft, and the estimate of usage of the part can be stored for access of the estimate by ground personnel. As applied to monitoring wear of an aircraft brake, a linear brake wear indicator attached to the brake moves a discrete distance when the brake is actuated, and a linear position encoder measures the distance travelled by the linear brake wear indicator as an indication of brake usage.

Abstract: The invention relates to a method and a device for assisting the flying of an aircraft, said method and device being used to determine an approach path and comprising a guidance system for helping to guide the aircraft along this approach path. The inventive method and device define a main approach path (AI) and a corrected approach path that has an extra vertical margin (?H) related to the ground over which the craft is flying as compared with a main approach path representing a category 1 precision approach. Said guiding system guides the aircraft following the corrected approach path.

Abstract: The general field of the invention relates to a method of calculating a so-called continuous descent approach procedure for aircraft. The method comprises calculation steps making it possible to determine a minimum distance making it possible to attain the runway by using the highest possible descent angles allowed by the performance of the aircraft, a maximum distance making it possible to attain the runway by using the lowest possible descent angles allowed by the performance of the aircraft, a step of comparing the minimum and maximum distances with a reference distance, the continuous descent approach procedure being possible if this reference distance is less than the maximum distance and greater than the minimum distance. The method also envisages replacing certain indeterminate points of the flight plan by points arising from the minimum and maximum distance calculations.

Abstract: A system and method is described for providing pilots with navigational guidance when landing in low visibility conditions and/or at airports that do not contain a ground infrastructure in place to support precision approach. The navigational guidance is obtained by fusing one or more navigational algorithms and/or error models to improve navigation performance to near Instrument Landing System (ILS) performance levels. The navigational algorithms and error models include a gravity error model, a Global Positioning System (GPS) receiver measurement model, a Wide Area Augmentation System (WAAS) troposphere model, encrypted corrections, and a dynamic range error model.

Abstract: The present invention is a system and method for providing flight management to one or more aircraft via a communication link between a fight management system located outside the aircraft and a flight management system located inside the aircraft. Remote flight management system may monitor and control navigation functions, substantially reducing pilot or crewmember workload. Optimized simultaneous flight management of multiple aircraft located within a specified area or within a specified fleet may be provided. Remote flight management system may be suitable for monitoring and controlling navigation functions for multiple aircraft from a single location.

Abstract: Methods and apparatus are provided for optimizing runway exiting. Prior to landing, the pilot may choose to input one or more new landing parameters. Then, based on current landing parameters (e.g., any new landing parameter(s) and remaining default landing parameters) and the aircraft performance parameters, predicted landing performance can be updated and indicia of the updated predicted landing performance can be displayed to the pilot on an updated airport map and display. The updated predicted landing performance can include, among other things, a display of AUTOBRAKE landing performance. When no further changes to the current landing parameters are desired, the automatic braking system can be set to provide dynamic braking to slow the aircraft to a selected velocity at a selected position on a particular runway.

Abstract: A communication system and method for transmitting and receiving teletype information in a vehicle (20). The communication system (22) includes an external interface (24) and a communication control unit (26). The external interface (24), embedded in the vehicle (20), is capable of receiving a first set of teletype signals from a portable TTY terminal (50) and capable of sending a second set of teletype signal to the portable TTY terminal (50). The communication control unit (26), also embedded in the vehicle (20), is connected to the external interface (24) and comprises a controller (36) and a transceiver (34). The transceiver (34) is capable of transmitting messages over a wireless communication link (A) that contain information from the first set of teletype signals. The transceiver (34) is also capable of receiving messages over the wireless communication link (A) that contain information for the second set of teletype signals.

Abstract: This invention provide systems and methods for cockpit flight crew preflight planning and subsequent, systematic recall and execution of procedures, ground/inflight navigation, and communications using portable electronic data storage and display devices. A capability is provided within a portable electronic data storage and display device to replace and replicate the typical preflight planning methodology of the individual flight crew member to facilitate execution of a procedures, navigation and communications plan from preflight to postflight. A user may create a usable subset of the potentially thousands of available pages of data or data reference pages stored in the portable electronic data storage and display device, organizing the perhaps 100 or less individual pages of data, static or interactive, desired for a specific leg of the flight in order that required information is immediately available in an expected order of need.

Abstract: A system for supervising the landing of an aircraft by a supervisor in a control station, each of the aircraft being incapable of being controlled by any personnel onboard, the system comprises a control station and onboard aircraft control apparatus. The station includes an input device, responsive to the supervisor, for producing a control signal for controlling the landing of the aircraft; and a transmitting device, coupled to the input device, for communication with the aircraft. The aircraft apparatus includes a receiving device for communication with the station; a logic device, coupled to the receiving device, for controlling the aircraft which is programmed to pilot the aircraft to the vicinity of the airfield. The control signal is selected by the supervisor, based on the supervisor's observations of the aircraft and is transmitted to the logic device; in response thereto, the logic device controls the aircraft.

Abstract: A take off ground effects compensated angle of attack system includes a radio altimeter and/or timer, a pitch angle system and a flight control computer. The radio altimeter generates a signal which is indicative of the aircraft's altitude from 0 i.e., weight off wheels to an altitude of ½ the wing span of the aircraft. The angle of attack system simultaneously generates a signal which is indicative of the aircraft's angle of attack without compensation for ground effects. Therefore, a ground effects signal of from 1½° to 0° is generated and added to the angle of attack signal as the aircraft climbs from 0 ft. to an altitude which is equal to ½ the wing span of the aircraft. The ground effects signal is added to the angle of attack signal to provide a ground effects compensated angle of attacks signal which is then fed to the flight control computer or display.

Abstract: The invention concerns an approach assisting device (1) comprising a flight management system (2) which determines an approach paths, an inertial reference system (3) which prepares inertial position data, which receives position data of the aircraft, and which determines a hybrid position of said aircraft, a landing assisting multimode receiver (4) which receives data concerning said approach path and said hybrid position, and which deduces therefrom lateral and vertical angular differences, at least when said approach axis is captured, and a guiding system (7) which receives said lateral and vertical angular differences and uses same for guiding the aircraft, at least when said approach path is captured.

Abstract: A method for optimizing data gathering, is provided wherein the method comprising the steps of designing a first system test comprising two or more maneuvers, compiling a one or more data variable for each of the two or more maneuvers from the first system test, pooling each data variable from each maneuvers into a first set of data, removing a first maneuver's data variables from the pooled first set of data, comparing the first maneuver's data variables against the first set of data with the first maneuver's data variables removed, and determining whether to perform the first maneuver based on whether the maneuver provided new data.

Abstract: A routing tool is disclosed. In one embodiment, the method and system include receiving flight data and geographic data in the aircraft, and generating route data based on the flight data and the geographic data. The route data provides information about attainable landing areas for the aircraft.

Abstract: A real time reconfigurable, fully integrated, fault tolerant guidance and control system to act in a coordinated fashion to bring a re-entry air vehicle or a UAV to a stop, while keeping it within runway bounds after a high-speed landing.

Abstract: A destination runway selection method, system and apparatus for use with a Terrain Awareness and Warning System (“TAWS”). The method involves determining upon which of a number of candidate runways an aircraft is most likely to land so that appropriate Required Terrain Clearance (“RTC”) values and other alert thresholds may be referenced. According to a first aspect of the method, a destination airport is initially selected from among candidate airports. According to a second aspect of the method, a destination runway is selected from among the candidate runways at the destination airport. In one particular embodiment of the invention, the candidate runway is selected solely on the basis of distance calculations between the runway and the aircraft.

Abstract: An un-manned airborne vehicle (UAV), for acquiring aeromagnetic data for geophysical surveying at low altitude on land or over water, comprising an extended fuselage that is adapted to hold and maintain magnetometer and a magnetic compensation magnetometer at a minimum distance from the avionics and propulsion systems of the UAV. The magnetometer measures magnetic anomalies and the magnetic compensation magnetometer measures magnetic responses corresponding to the pitch, yaw and roll of the UAV. A data acquisition system stores and removes the magnetic response measurements from the magnetic anomaly measurements. The data acquisition system also stores a survey flight plan and transmits the same to the avionics system. The generator of the UAV is shielded and the propulsion system is stabilized to reduce magnetic and vibrational noises that can interfere with the operation of the magnetometer.

Abstract: A method and system for detecting a hard landing or other high load event of an aircraft are disclosed. A heuristic algorithm may be used to estimate loads experienced by the aircraft during landing. The heuristic algorithm may use flight parameters and/or measured sensor information to estimate the loads. The heuristic algorithm may be trained by means of analytical loads predictions and/or test measurements. The heuristic algorithm may be updated during operation. This invention may potentially reduce the number of unnecessary structural inspections, and may also limit the scope of any such required inspections.

Abstract: A method and system are provided for performing satellite-supported landings in CAT II/III type landing conditions. An exemplary system includes a communication component, a positioning system, a radar altimeter, and a processor. The communication component receives terrain data information related to an instrument landing approach. The positioning system determines position of the aircraft. The radar altimeter generates altitude information of the aircraft. The processor is coupled to the communication component, the positioning system, and the radar altimeter. The processor determines an aircraft altitude based on the determined position of the aircraft, received terrain data information, and the generated altitude information.

Abstract: The invention relates to a system architecture for managing aircraft landing gear and suitable for extending/retracting retractable undercarriages, steering steerable wheels, and braking braked wheels. According to the invention, the architecture comprises a communications network having connected thereto extension/retraction actuators, steering actuators, and braking actuators, together with one or more control units adapted to control all of the actuators connected thereto, the communications network having transmission characteristics that are adapted to enabling the control unit(s) to implement antilock servo-control for controlling the braking actuators.

Abstract: A control system for an aircraft includes an actuation section that moves lift-enhancing devices as a function of received control orders, a control member operable by a pilot of the aircraft, and a control unit that includes a control section that produces control orders, as a function of actuation of the control member, so as to control the actuation section to bring the lift-enhancing devices into a predetermined position. The control unit further includes a device that produces automatically auxiliary control orders which are transmitted to the actuation section to automatically retract the lift-enhancing devices when the aircraft is in a first flight condition and another device that automatically disables control orders produced by the control section following actuation of the control member to deploy the lift-enhancing devices when the aircraft is in a second flight condition.

Abstract: The invention relates to a method and system for supporting pilots in landing helicopters in visual flight under brownout or whiteout conditions. According to the invention, 3D data of the planned landing site are generated during the approach for landing, and are accumulated into a 3D representation of the landing site with the aid of position and attitude data of the helicopter. From this 3D representation, a virtual external view is continuously generated corresponding to the perspective of the actual position and attitude of the helicopter and is displayed for the pilot. A control routine ensures that no 3D data of the planned landing site that are generated under brownout or whiteout conditions are taken into account in the accumulation of the 3D representation.

Abstract: Apparatus is disclosed for disabling on-board pilot operation of an aircraft and transferring aircraft operation to an alternate source of control. The aircraft has an aircraft control system for controlling at least one controlled component, such as an aircraft attitude control surface or an aircraft engine throttle. The apparatus is of modular construction, and includes two control modules. A first control module has an interruptible link that passes the first control signals from the control device to the aircraft control system. This first control module has a first connecting device for (i) interrupting the link and (ii) directing said first control signals to a second control module. The second control module is adapted to be connected to (e.g. plugged into) the first control module, and has a second connecting device.

Abstract: Systems and methods for advising a flight crew member that an enhanced ground proximity warning system (EGPWS), for example, may continue to provide terrain alerts, cautions, warnings, or the like because an intended landing site for the aircraft is not recognized within a database of airports. An unknown airport advisory is generated and broadcast after the aircraft is in a landing configuration, when the aircraft is greater than a threshold distance from the nearest landing site in the database, but before the terrain alerts are broadcast. The pilot may actuate a “terrain inhibit” selection device after receiving the advisory. The inhibit device may deactivate or mute subsequent alerts generated by the EGPWS during that particular landing sequence.

Abstract: A method to determine, and guide an aircraft on, an intermediate trajectory between a first trajectory, for low-altitude flight, and a second trajectory, from which a tactical landing is carried out, may include determining a point of transition which lies on the first trajectory. The point of transition represents the start of the intermediate trajectory and corresponds to the point where the aircraft must exit the first flight trajectory so as to reach an initial point of the second flight trajectory, under predetermined flight conditions. Upon determining the point of transition, the aircraft is guided along the intermediate trajectory interconnecting the point of transition and the initial point of the second trajectory.

Abstract: A taxiway approach advisory system. The system may include a computer-readable memory containing runway information and a processor in data communication with the memory. The processor may include a component for ascertaining the altitude of an aircraft, a component for ascertaining the location of the aircraft, a component for accessing runway information from the memory and determining if the aircraft is within a pre-determined runway envelope based on the altitude and location, and a component for issuing an indication if the aircraft is not within the pre-determined runway envelope.

Abstract: A flight instrument and associated method where vertical speed information is combined with gyro information to produce gyro enhanced vertical speed information that is displayed to a pilot. The gyro information may include a pitch rate gyro and may include an azimuth rate gyro. The pitch rate gyro and azimuth rate gyro may be combined to yield a corrected pitch rate in turns. In one embodiment, the display is an airplane symbol that moves relative to a horizon line responsive to the gyro enhanced vertical speed information. The horizon line may also tilt in response to the azimuth rate gyro.

Abstract: A method (200) is disclosed for designing an RNP approach for an aircraft at a particular runway (90). The method includes selecting a runway (201), gathering obstacle data for the obstacle evaluation area (202), selecting a VEB method and terms (204), laying out a preliminary approach, inducing a missed approach segment (206), calculating a preliminary obstacle clearance surface (208), calculating a momentary descent segment using a physical model of the aircraft (210), adjusting the obstacle clearance surface so that no obstacles intersect the surface (212), and optionally optimizing the approach by departing from the operator's standard procedures (214). Preferably, the obstacle clearance surface is adjusted so that it just touches an obstacle, without any object intersecting the surface, thereby providing an optimal decision altitude.

Abstract: An avionics system includes a display device that is viewable by a user of an aircraft and a processor in operable communication with the display device. The processor is configured to display a digital terrain having a digital landmark thereon on the display device, the digital terrain being representative of an actual terrain and the digital landmark being representative of an actual landmark on the actual terrain, and display a plurality of position indicators over the digital terrain such that a line extending through the plurality of position indicators intersects the digital landmark, the position indicators being a fixed digital terrain distance apart as measured over the digital terrain.

Abstract: A system for aiding the landing of an aircraft on a runway uses an angular vertical position of the aircraft and includes at least one landing aid radio. In a stand-alone manner, the position of the aircraft in latitude and longitude is determined, and the position of the threshold of the runway in latitude and longitude is determined. A computing unit corrects, on the basis of positions of the aircraft and of the threshold of the runway, the angular vertical position of the aircraft. The corrected angular vertical position is used to aid the landing of the aircraft.

Abstract: This present invention relates to a TFT display with low loss construction of power supply to be used in a monitor. The invention includes two independent transformer rectifier circuits, thus when the monitor is in its power-saving mode, it requires only one transformer rectifier circuit to provide the required voltage in the power-saving mode. When the user wishes to restore the monitor to its normal mode, the two transformer rectifier circuits will be turned on simultaneously to reduce the power consumed in the power-saving mode. Thus, the purpose of saving power can be attained.

Abstract: The system comprises a means of acquiring the position of the aircraft on the runway and its speed in the taxiing phase, a means of storing data concerning the runway and a predefined deceleration law, a function for calculating the distance that the aircraft will have traveled on the runway when it has reached a certain speed and/or the speed that it will have reached when it has traveled a certain distance: the calculated distance makes it possible to adapt the braking by comparison with the distance remaining to reach the end of the runway; the calculated distance makes it possible to adapt the braking by comparison with the distance remaining to reach the end of the runway; the calculated speed makes it possible to adapt the braking by comparison with the maximum speed to take the exit.

Abstract: Methods and systems for displaying an en-route visible terrain display for an aircraft are provided. The method includes representing each pixel of a terrain display using a geographical location and an elevation above the location, each pixel further represented using at least one of a color value and a grayscale value, receiving a minimum elevation value, setting the at least one of a color value and a grayscale value of the pixels represented by an elevation value less than the received minimum elevation value to a uniform value, and displaying the en-route visible terrain display such that pixels representing terrain that includes an elevation value less than the minimum elevation value are displayed with the uniform value such that non-terrain-impacted, primary-navigation areas of the display are more easily readable.

Abstract: An apparatus and method for simulating airport lighting aids by providing a generator having a processor structured to receive a plurality of navigation signals representative of position and altitude of a host aircraft; a signal generator operated by the processor, the generator being structured to retrieve airport information from a database as a function of the position signal, compare the position and altitude signals with a glide path, and output a signal representative of a degree of coincidence with the glide path as a function of the position and altitude signals; and a plurality of indicators structured to receive the signal output by the signal generator and responsively output a visual indication of the degree of coincidence with the glide path.

Abstract: Method and system for monitoring and comparing, in real time, performance of an aircraft during an approach to touchdown along a conventional approach path and along a contemplated modified approach path to touchdown. In a first procedure, a flight parameter value at a selected location is compared and displayed, for the planned path and for the modified path. In a second procedure, flight parameter values FP(tn) at a sequence {tn}n of measurement times is compared and displayed, for the planned path and for a contemplated or presently-executed modified path. If the flight parameter for the planned path and for the modified path differ too much from each other, the pilot in command has an option of terminating the approach along the modified path.

Abstract: An unmanned helicopter includes an altitude control device for giving a command of a collective pitch blade angle based on an altitude change rate command, etc., and performing altitude control of an airframe and takeoff device, upon reception of a takeoff start command from the ground, for causing the airframe to take off and climbing the airframe to a first altitude while increasing the collective pitch blade angle without performing the altitude control of the altitude control device and then causing the altitude control device to start the altitude control. The unmanned helicopter further includes descending device for causing the airframe to descend to a second altitude while changing descent rate command of the altitude control device and giving a descent rate command smaller than the descent rate command to the second altitude to the altitude control device for causing the airframe to descend from the second altitude to the ground.

Abstract: Methods and apparatus are provided for interactively building flight paths for entry into an aircraft flight management system (FMS). The apparatus comprises a database containing map information, a display for presenting the map information, a user controlled cursor and selection buttons, all under the control of a graphics processor. The processor presents the map information with included navigation features on the display, correlated with the aircraft position and cursor location. When the cursor overlies a navigational feature (airways, waypoints, etc.), the processor highlights the feature. Feature ID information may also pop up when the feature is highlighted. Using a mouse button or equivalent, the user selects the highlighted feature or ID, whereupon the processor sends the information associated therewith to the FMS. By successively highlighting and selecting features or IDs an entire flight path can be identified and entered automatically into the FMS without the need for individual text entry.

Abstract: A system, method and display for monitoring the performance of an aircraft during the take-off maneuver that includes the steps of monitoring the progress of the take-off maneuver by acquiring data representative of the aircraft's motion at a plurality of points during the maneuver, generating a function that best fits the acquired data, and using the generated function to predict future progress of the maneuver.

Abstract: A device and process for aiding the driving of an aircraft running over the ground in an acceleration phase with a view to takeoff may include determining a current speed v0 of the aircraft and a value acc corresponding to a deceleration of the aircraft during emergency braking. A distance df to be traveled on the ground by the aircraft while stopping is calculated using the expression df=(v0)2/2 acc, and a stopping position of the aircraft is calculated from the distance df and a current position of the aircraft. Thereafter, the distance df and the stopping position are presented to a driver of the aircraft with the aid of an appropriate device.

Abstract: A method, system, and computer program product for using airport information based on the flying environment are provided. When a helicopter is determined to be approaching a runway, ground proximity warning envelopes are automatically reduced to prevent unwanted, or nuisance, terrain alerts. On the other hand, when a helicopter is flown near a runway without intent to land or when a helicopter is taking off, ground proximity warning envelopes may remain unchanged. As a result, nuisance alerts are reduced when a helicopter is approaching a runway for landing and ground proximity warnings may remain in effect to maximize protection when a helicopter is flying near a runway without an intent to land or is taking off from a runway.

Abstract: A robot system, operable to perform a task, is integrated on a robot with a sensor, a control module, and a virtual world. The virtual world represents a generic continuum including a collection of information replicating the spatial and temporal properties of a number of articles and related circumstances in an environment of the robot system. As the virtual world provides a common space-time reference for all of the articles, including the robot system itself, the robot system may perform its task in an efficient and robust manner. For example, the robot may move about its environment without colliding with the other articles. Further, the virtual world may include predicted information about the articles, including an anticipated position or condition of the article at a particular time. In this way, the robot system may perform its task in a timely manner, since its operations can be synchronized with the other articles and an idle time may be reduced.

Abstract: A flight plan revision device may include a first component that determines an auxiliary flight plan corresponding to a lateral revision of the current flight plan, at least over a low altitude flight section. A second component automatically determines at least one decision point indicating the last position of the aircraft along the current flight plan where the auxiliary flight plan can still be activated, so as to allow the aircraft to overfly the terrain in complete safety by following the auxiliary flight plan under the same flight conditions as those envisaged for the current flight plan. A third component automatically presents at least the decision point to a pilot of the aircraft. And a fourth actuatable component allows a pilot to activate the auxiliary flight plan, so as to carry out the lateral revision of the current flight plan.