Abstract: This disclosure describes a method of controlling operation of an unmanned aerial vehicle (UAV) having a flight control system comprising: a flight controller for implementing a flight control strategy; and an engine control unit interfaced with the flight controller for controlling engine operation. An engine speed target is set for the flight control system in response to one or more signals communicated by the flight controller to the engine control unit which controls engine operation to achieve the engine speed target by closed loop control over fueling without requiring throttle position control.

Abstract: A method for aiding navigation for an aircraft between a descent start point and a computation end point, comprises the computation steps of: collecting a flight plan consisting of a succession of waypoints and of the associated vertical constraints; determining a corridor consisting of a floor trajectory and of a ceiling trajectory defining the minimum and maximum altitudes permitted to the aircraft; splitting the corridor into several cells defined between two waypoints furthest apart and between which the ceiling trajectory is distinct from the floor trajectory; determining for at least one cell a vertical trajectory complying with the altitude constraints and comprising the longest possible IDLE segment; and a step consisting in determining and displaying maneuvering points of the aircraft making it possible to follow the target vertical trajectory.

Abstract: A camera triggering system for panorama imaging is provided. The system comprises a mounting member comprising holes, wherein a predetermined number of magnets are coupled within the holes. The system further comprises a base plate with the magnetic proximity sensor coupled to it. The system further comprises a camera mount coupled to the base plate. The system further comprises mounting connectors to connect the system to a camera support structure such as an unmanned aircraft or a tripod. The base plate and camera mount carrying the camera rotates with respect to the mounting member. As the sensor passes by the magnets, the trigger for the shutter is activated.

Abstract: Navigation aid instrument for an aircraft pilot including: a first display device (R3) extending horizontally, wherein the center of the display device embodies the longitudinal axis (X) of the aircraft, a mobile marker can move on either side of the center of the first display device (R3) indicating the aircraft flight direction relative to the ground, and the mobile marker is further away from the center of the display device (R3) the further the aircraft drifts from the rectilinear flight path, and/or two left (R2) and right (R1) display devices that extend vertically at a distance from each other and have the function of indicating the angle of inclination of the aircraft wings relative to the horizontal respectively on the left side or right side of the aircraft, wherein a mobile marker can move either along the left display device (R2), or along the right display device (R1) to indicate to the pilot which way his aeroplane is inclined and the value of the inclination is higher the further the mobile

Abstract: The method according to the invention comprise the following steps, dynamic measurement of the current geographical position of the aircraft, and its current ground speed, calculation of a first length representative of a flight phase of the aircraft, and calculation of a second length representative of a ground phase of the aircraft, calculation of the position of the stop point based on the first length, the second length and the current geographical position. The calculation of the first length comprises a phase for dynamically estimating a distance traveled by the aircraft during at least part of a flare phase of the aircraft.

Abstract: A method and device for automatically determining an optimized approach and/or descent profile for an aircraft are provided. The device comprises means for optimizing an approach and/or descent profile of an aircraft avoiding long and steep geometric segments, the device to this end inserting an idle segment, if it satisfies the restrictions, in the profile relating to the descent phase and/or to the approach phase, wherein said idle segment can be followed by a geometric segment.

Abstract: An apparatus for controlling an aviation display is provided. The apparatus includes processing electronics configured to cause the aviation display to switch, in response to a user input, a first format for aviation data and a second format for aviation data. The first format includes a full format image of live data and the second format includes a scaled representation of the live data.

Abstract: A process and a device for automatically optimizing on the ground the aerodynamic configuration of an aircraft. The device (1) includes means (7, 8, 10) for determining and applying to the spoilers (6) a command providing the aircraft with an optimum aerodynamic configuration.

Abstract: Automated systems and methods that utilize high-accuracy landing system data to correct the position of a synthetic runway presentation on a pilot display. This is achieved by first computing the “synthetic” lateral and vertical rectilinear deviations of the airplane from an ideal beam using the airplane's GPS position and barometric altitude, the runway location and orientation contained in an airborne database, and approach angle information. This synthetic deviation data is then compared to rectilinear deviation data computed by the computer system as received from a ground installation. The computer system is programmed to determine the differences between the ground-based and GPS-based rectilinear deviation data and then compute a corrected position vector using those differences. The position of the synthetic runway symbology on the pilot display is adjusted as a function of the corrected position vector.

Abstract: A method and device for aiding the piloting of an aircraft during an intermediate approach phase of a descent. The method includes receiving, by a flight management system, values of parameters relative to the aircraft and a flight thereof, and determining, by the flight management system and based on the received values, a vertical profile. The vertical profile includes at least one deceleration segment with an adaptive slope, which defines a descent path that enables the aircraft to hold a constant deceleration rate during the intermediate approach phase. The method also includes guiding, by an aircraft guidance system, the aircraft according to the vertical profile during the intermediate approach phase such that the aircraft holds the constant deceleration rate during the intermediate approach phase.

Abstract: An apparatus for providing a position information service includes a position acquisition section for acquiring first position information of a current position; an input section for inputting search information related to a destination; an acquire section for acquiring, on the basis of the search information, destination alternative information including at least an alternative destination related to the destination and a second position information of the at least the alternative destination; an output section for outputting first screen information including the destination alternative information and position relation information between the at least the alternative destination and the current position, and, when one of the at least the alternative destination is selected, second screen information including the position relation information between the selected alternative information and the current position; and a display for displaying the first screen information and the second screen information.

Abstract: A system for safely landing an aircraft including a low range radio altimeter, a barometric altimeter, and an autothrottle control. The low range radio altimeter calculates a first height of the aircraft above ground-level, the barometric altimeter calculates a second height of the aircraft above ground-level, and the autothrottle control determines if the first height and the second height do not correlate. If the first and second heights are determined to lack correlation, then automatic thrust-control of the aircraft is stopped. In some embodiments, the second height is partially calculated by accessing a ground elevation database to obtain an elevation of the ground above sea level and determining a difference between the elevation of the ground above sea level and an elevation of the aircraft above sea level.

Abstract: The present invention is directed to a flight controls system and a method for navigating an aircraft via the flight controls system implemented on-board an aircraft. The flight controls system may provide a first mode for allowing the aircraft to be autonomously navigated safely to a loiter zone in the event the pilot becomes incapacitated or unable to operate the aircraft. Further, the flight controls system may provide a second mode for providing autonomous landing functionality for the aircraft when the engines of the aircraft have failed.

Abstract: A system and method are described for receiving a NOTAM and storing information relating to the distance of a temporarily displaced threshold for a runway. When that runway is selected for approach and landing, the temporarily displaced threshold and new aiming point are automatically displayed. The change made to the display using NOTAM data can be indicated to the pilot by distinct symbology or particular color, or by using an icon or an annunciation.

Abstract: A reverse thrust detent system for an aircraft includes a throttle quadrant having an intermediate reverse thrust detent position, a reverse thrust scheduling system interfacing with the throttle quadrant, at least one aircraft engine interfacing with the reverse thrust scheduling system and a programmable input interfacing with the reverse thrust scheduling system and adapted to receive an engine reverse thrust setting. The reverse thrust scheduling system is adapted to operate the at least one aircraft engine according to the engine reverse thrust setting responsive to actuation of the intermediate reverse thrust detent position of the throttle quadrant. A reverse thrust detent method for an aircraft is also disclosed.

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 system and method are provided for alerting of remaining runway based on deceleration, following, for example, a landing or discontinued takeoff. An advisory system compares the current aircraft deceleration value to a predetermined threshold value when proceeding down the runway. If the current aircraft deceleration is less than the threshold value, the runway distance remaining callouts are triggered.

Abstract: Provided herein is a method for detecting landing quality of an aircraft. Method steps include using an aircraft data system to determine whether a vertical speed rate is greater than a first preset value when the aircraft lands; determine whether a vertical acceleration is greater than a second preset value if the vertical speed rate is not greater than the first preset value when the aircraft lands; collect landing data; generate a landing message based on the collected landing data; store or transmit the landing message; and determine the landing quality based on the landing data in the landing message.

Abstract: An airplane off ground advisory system employs at least one position sensor attached for detection of an extended condition and a compressed condition of a main landing gear. A control system receives an input from the position sensor. The control system records a toggling of the input from an extended to a compressed to an extended condition and providing an output. At least one indicator is coupled to the control system to be activated by the output.

Abstract: A system and method for determining a predicted stopping performance of an aircraft moving on a runway. A predicted stopping force acting on the aircraft to stop the aircraft is determined by a processor unit as the aircraft is moving on the runway. A predicted deceleration of the aircraft moving on the runway is determined by the processor unit using the predicted stopping force acting on the aircraft to stop the aircraft. The predicted stopping performance of the aircraft on the runway is determined by the processor unit using the predicted deceleration of the aircraft.

Abstract: A system and method provide an alert to a pilot of an aircraft aurally with a given volume and inflection, and/or visually with a text message which includes color, font, and pitch (size). The alert is rendered in distinct fashion for the expected and unexpected cases, e.g., an intended runway and an unintended runway. In a preferred embodiment, the alert for the intended runway is changed to a confirmation level, or one that is less likely to interfere with other information flow, while the alert for the unintended runway would be provided in a more conspicuous manner.

Abstract: A device aiding the flight management of an aircraft during a phase of landing on an airport includes means for automatically determining an adaptive aiming point that is shifted along the runway in the downstream direction and which can be used by different usual landing aid means of the aircraft.

Abstract: A system for providing a visual indication of a predicted stopping point to an aircraft crew during landing or an aborted take-off attempt includes a ground based transceiver to determine aircraft position along a runway, a processor to determine deceleration of aircraft, and a ground based visual display. The transceiver is located adjacent to the runway to capture the location of an aircraft along the runway and to convey that information to the processor. The processor continually compares the location of the aircraft on the runway to project a stopping point for the aircraft based on current conditions. The stopping point is conveyed to the crew by the ground based visual display.

Abstract: Methods and systems for a go/no-go Landing Decision Point (LDP) are disclosed. The methods and systems provide a graphical LDP on a cockpit display that pilots can use to determine whether to continue the landing or execute a go-around. The methods and systems may be implemented in embodiments having an onboard portion, an off-board portion, or both operatively coupled to provide an LDP in a preview/planning mode and real time mode.

Abstract: An apparatus is disclosed for monitoring the load on at least one part of an aircraft landing gear during landing of the aircraft. The apparatus comprises a housing containing a sensor which senses a parameter indicative of the load in the part of the landing gear, a processor which receives signals from the sensor and processes the signals to produce data representative of the parameter measured by the sensor, a battery which provides electrical power to the processor, a memory for storing measurement data from the processor, and a wireless transmitter which is controlled by the processor. The wireless transmitter is arranged to transmit at least some of the measurement data from the processor to a remote device located outside of the housing.

Abstract: A system for configuring landing supports of a load to land on uneven terrain includes a terrain sensor configured to detect a terrain characteristic of the uneven terrain. The system further includes landing supports configured to support the load upon landing. The system also includes a support control device operatively coupled to the landing supports, and a landing support control computer that is operatively coupled to the terrain sensor, landing supports, and support control device. The landing support control computer may determine if landing on the uneven terrain is allowable, based on the terrain characteristic and a load characteristic of the load. Upon determining that landing on the uneven terrain is allowable, the support control device configures the landing supports for landing on the uneven terrain.

Abstract: A present novel and non-trivial system, device, and method for presenting instrument approach procedure (“IAP”) advisory information to a pilot of an aircraft are disclosed. An advisory generator (“AG”) is programmed to retrieve or receive flight information representative of the current position of the aircraft, a designated airport, and at least one published IAP; weather minima data corresponding to each IAP; and one or more IAP suitability factors from a weather data source, a NOTAM data source, and/or an aircraft performance data source. The AG determines the suitability or availability of each published IAP, disables the pilot's selectability of each unsuitable or unavailable published IAP, and generates advisory data representative of information advising the pilot of the unsuitable or unavailable published IAP(s). Additionally, the AG is programmed to receive a pilot's override of an unsuitable or unavailable published IAP and enable the overridden unsuitable or unavailable IAP.

Abstract: An aircraft power plant (2) having at least two engines (3, 4), each co-operating with respective control means (5) including respective memories (6), each memory (6) containing information for causing said engine (3, 4) to operate with a plurality of distinct utilization envelopes at iso-damage. Said power plant (2) includes determination means (10) for determining a first utilization envelope (101) for application during a takeoff stage of flight and a second utilization envelope (102) for application during a cruising stage of flight following the takeoff stage of flight, and a third utilization envelope (103) for application during a landing stage of flight following the cruising stage of flight.

Abstract: Systems and methods for adjusting target approach speed for use in a “Too Fast” approach to landing condition. An exemplary system stores predefined maximum wind setting and a predefined reference speed and a pilot set bug speed value. A processing device sets a target speed equal to the bug speed, if the bug speed is less than the reference speed plus a value associated with a predefined maximum wind setting, and sets the target speed equal to the reference speed plus the max wind added value, if the manual bug speed is not less than the reference speed plus the max wind added value. An output device outputs an alert if the received aircraft speed is greater than the set target speed plus a predefined error value when the received aircraft location is within a threshold value of a touchdown point.

Abstract: An electronic flight control system for an aircraft capable of hovering and having at least one rotor. The flight control system is configured to operate in a manual flight control mode, in which the flight control system controls rotor speed in response to direct commands from the pilot; and in at least two automatic flight control modes corresponding to respective flight modes of the aircraft, and in which the flight control system controls rotor speed automatically on the basis of flight conditions. The flight control system is also configured to memorize, for each automatic flight control mode, a respective flight table relating different speed values of the rotor to different values of at least one flight quantity; and to automatically control rotor speed in the automatic flight control modes on the basis of the respective flight tables.

Abstract: A method of formulating a specification for temporal and vertical required navigation performance is described. The method assesses various flight management guidance systems methods and allows a specification to be set for an airport. The specification may be used to increase aircraft traffic into the airport. The specification sets limits on deviations in time and altitude, for example, on approach into arrivals at the airport. The method comprises: calculating temporal and vertical deviations from a reference trajectory for one or more flight management guidance methods for one or more aircraft types; and comparing the temporal and vertical deviations with operational requirements of the airport. The deviations from a reference trajectory may result from uncertainties affecting trajectory prediction, such as wind and temperature prediction accuracy.

Abstract: Automated systems and methods that utilize high-accuracy landing system data to correct the position of a synthetic runway presentation on a pilot display. This is achieved by first computing the “synthetic” lateral and vertical rectilinear deviations of the airplane from an ideal beam using the airplane's GPS position and barometric altitude, the runway location and orientation contained in an airborne database, and approach angle information. This synthetic deviation data is then compared to rectilinear deviation data computed by the computer system as received from a ground installation. The computer system is programmed to determine the differences between the ground-based and GPS-based rectilinear deviation data and then compute a corrected position vector using those differences. The position of the synthetic runway symbology on the pilot display is adjusted as a function of the corrected position vector.

Abstract: Systems and methods for reducing the number of runway excursions (i.e., airplanes going off the end of a runway). An alerting system is provided which alerts pilots when computer calculations indicate that current airplane braking is insufficient to keep the airplane from going off the end of the runway. The current airplane braking during rollout is evaluated using algorithms which take into account the current groundspeed of the airplane, the current deceleration rate or the maximum manual deceleration rate of the airplane, and the distance from the current position of the airplane to the end of the runway.

Abstract: A system and method for identifying a recommended configuration for operating an aircraft in wind shear conditions. A processor unit receives information associated with an operation to be performed by the aircraft. The processor unit receives an indication that wind shear may be present during the operation. Responsive to receiving the indication that the wind shear may be present during the operation, the processor unit identifies the recommended configuration for the aircraft to perform the operation using the information associated with the operation to be performed by the aircraft and rules for operating the aircraft in the wind shear conditions.

Abstract: A machine includes a plurality of ground engaging elements and an operator control station supported on a frame. A work tool is pivotably attached to the frame using a lift arm assembly and a tilt linkage. At least one device measures a quantity associated with at least one of the lift arm assembly, the tilt linkage, and the work tool. An electronic controller, in communication with an operator display and the at least one device. The electronic controller is configured to store an operator selected orientation of the work tool, calculate a current orientation of the work tool based on the quantity, and calculate a deviation of the current orientation from the operator selected orientation. A visual representation of the deviation is displayed on the operator display.

Abstract: Methods, systems, and computer-readable storage media provide for selective Notice to Airmen (NOTAM) notifications to be made to the crew of an aircraft according to the relevance of the NOTAM to a selected phase of flight of the aircraft. According to embodiments described herein, NOTAMs are received and parsed for subject and status codes. The subject and status codes are used with the selected phase of flight to determine a relevance code each NOTAM according to a set of relevance rules. The relevance rules provide a level of relevance of the NOTAM to the phase of flight and trigger a type of notification according to that level of relevance.

Abstract: Systems and methods for detecting an on ground condition of an aircraft are disclosed. A weight on wheel system may determine that an aircraft is on the ground. Wheel speed sensors may measure the speed of the aircraft wheels. Axle reference speeds may be calculated for each landing gear based on the speed of the aircraft wheels. A brake control unit may determine that the axle reference speed for each axle of the landing gears is above an on ground threshold speed, and the brake control unit may allow braking to be applied.

Abstract: A method and a system for landing an Unmanned Aerial Vehicle (UAV) are provided. The method for landing the UAV includes recognizing a mark installed to the UAV through a plurality of vision sensors installed around a landing point of the UAV, and calculating a relative location of the UAV based on the landing point using the mark recognized by the vision sensors. Hence, the plurality of the sensors installed near the landing point can calculate more precise location and position of the UAV using the relative location of the UAV and the absolute location of the landing point by recognizing the mark attached to the UAV, and thus the UAV can land on the landing point accurately.

Abstract: Systems and methods to mitigate instrument landing system (ILS) overflight interference are disclosed. An example method performing a first measurement of a position of an aircraft relative to a first location based on an instrument landing system, performing a second measurement of the position of the aircraft based on inertial measurements performed over a first time period occurring prior to the first measurement, performing a third measurement of the position of the aircraft based on inertial measurements performed over a second time period greater than the first time period and occurring prior to the first measurement, and generating guidance information based on a selected one of the first, second, or third measurements of the position of the aircraft.

Abstract: Methods and systems are provided for assessing a target proximate a vehicle. A location and a velocity of the target are obtained. The location and the velocity of the target are mapped onto a polar coordinate system via a processor. A likelihood that the vehicle and the target will collide is determined using the mapping.

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

Abstract: A system and method are disclosed for automatic landing of an aircraft on a landing runway, including an on-board video camera intended to take images of the ground, image processor to extract from these images visual features of the landing runway, guidance system determining guidance commands of the aircraft to bring it into a nominal approach plane and to align it with the axis of the landing runway, from the respective positions of the visual features of the landing runway, in at least one of the images, where the guidance commands are supplied to a flight control computer.

Abstract: A method for providing a display to a flight crew of an aircraft includes the steps of providing a synthetic image comprising a first field of view forward of a direction of travel of the aircraft and providing a sensory image overlaying at least a first portion of the synthetic image. The sensory image includes a second field of view forward of the direction of travel of the aircraft. At least a portion of the first field of view and a portion of the second field of view overlap one another. The sensory image is centered within the synthetic image with respect to a horizontal axis. The method further includes moving the sensory image so as to overlay at least a second portion of the synthetic image such that the sensory image is no longer centered with respect to the horizontal axis within the synthetic image.

Abstract: Methods and systems for visually organizing aviation or aeronautical charts with color emphasis and de-emphasis features selected by a user.

Abstract: Systems and methods for configuring a direct lift control system of a vehicle are disclosed. An example system provided herein includes a spoiler coupled to an aircraft, a direct lift control schedule to generate a plurality of spoiler deflection commands and a controller to control an actuator coupled to the spoiler to actuate the spoiler based on the spoiler deflection commands to modulate lift of the aircraft without using a short-period pitch control.

Abstract: A method for calculating a flight plan used by a flight management system of an aircraft in a runway approach phase comprises: loading an initial procedure ending at a first end point not corresponding to a threshold of the runway and a first associated missed approach procedure; determining an additional procedure and a second associated missed approach procedure; concatenating the initial procedure and the additional procedure in order to generate a continuous concatenated flight plan comprising the initial procedure, the first missed approach procedure, the additional procedure and the second missed approach procedure; loading the concatenated flight plan into an active flight plan; selecting a second procedure from a set comprising the first missed approach procedure and the additional procedure; activating the selected second procedure.

Abstract: In the field of the calculation of the approach trajectory of an aircraft, and relating to a method for determining a corrected lateral approach trajectory as a function of the energy to be reabsorbed before the landing, and also to a flight management system making it possible to determine the corrected lateral trajectory, a method comprises: determining an energy of the aircraft Eaero upon crossing the runway threshold on the basis of a predetermined approach trajectory and of a current state of the aircraft, said state comprising at least one current altitude, a current ground speed and a mass of the aircraft; comparing the energy Eaero with a predetermined maximum energy Emax, and when the energy Eaero is greater than the energy Emax, determining the corrected lateral approach trajectory as a function of the difference between the energy of the aircraft Eaero and the maximum energy Emax.

Abstract: A method for autonomous landing of an unmanned aerial vehicle (UAV) comprising: obtaining sensor data corresponding to one or more objects outside of the aircraft using at least one onboard sensor; using the sensor data to create a three dimensional evidence grid, wherein a three dimensional evidence grid is a three dimensional world model based on the sensor data; combining a priori data with the three dimensional evidence grid; locating a landing zone based on the combined three dimensional evidence grid and a priori data; validating an open spots in the landing zone, wherein validating includes performing surface condition assessment of a surface of the open spots; generating landing zone motion characterization, wherein landing zone motion characterization includes characterizing real time landing zone pitching, heaving, rolling or forward motion; processing the three dimensional evidence grid data to generate flight controls to land the aircraft in one of the open spots; and controlling the aircraft acco

Abstract: A system for controlling an image displayed on a display unit of an aircraft is shown and described. The system includes an enhanced vision system that detects elements of an approach lighting system for display on the display unit. The system also includes a synthetic vision system that uses a database of navigation information and a determined aircraft location to generate synthetic display elements representing the approach lighting system. Display electronics of the system cause the detected elements from the enhanced vision system to be simultaneously displayed on the display unit within a same scene as the generated synthetic display elements from the synthetic vision system. Advantageously, the simultaneous display allows a pilot viewing the display unit to check for whether information provided by the enhanced vision system matches information provided by the synthetic vision system.

Abstract: A method and system for determining local information which is dependent on a local runway state when the aircraft is in movement on the runway in order to update, in real-time, or practically in real-time, data used by a braking assistance system, according to whether the local runway state associated with the determined local information indicates a runway deterioration relative to a reference runway state used initially.