Abstract: A method for determining location such as vehicle location receives data at a predetermined frequency, validates the received data, stores the received data based on the validation and computes a location based on the stored data. The validation includes verifying a presence of particular data substrings within the received data, verifying a presence of a plurality of data fields within each data substring, computing a parameter based on information contained in two of the plurality of data fields and comparing the computer parameter with a pre-defined threshold.

Abstract: The invention relates to method characterized in that said method comprises steps of acquiring movements, calculating the mean position, calculating position predictions, and calculating minimum grid (5) movement speeds, and a step of acquiring the position of the drone (4) so that, if the drone cannot follow the movements of the grid and the movements of the grid are small, i.e. smaller than the radius of the latter, it is possible to apply a landing strategy by monitoring the mean position of the grid, and if the movements of the grid are large, i.e. larger than the radius of the grid, it is possible to apply a landing strategy by positioning at the minimum speeds of the grid, and if the drone (4) can follow the movements of the grid (5) and the movements of the grid are small, i.e. smaller than the radius of the grid, it is possible to apply a landing strategy according to the mean position of the grid, and if the movements of the grid are large, i.e.

Abstract: A vehicle driving control apparatus is provided at least with: a rudder angle varying device capable of changing a relation between a steering angle, which is a rotation angle of a steering input shaft, and a rudder angle, which is a rotation angle of steered wheels; and a trajectory controlling device for controlling the rudder angle varying device such that a trajectory of a vehicle approaches a target driving route of the vehicle. The vehicle driving control apparatus is further provided with a changing device for changing responsiveness of control by the trajectory controlling device when there is a steering input given to the steering input shaft through a steering wheel by a driver of the vehicle.

Abstract: The invention relates according to a first aspect to a hybridization device (1) comprising a virtual platform (2) calculating inertial measurements (PPVI), a bank (3) of Kalman filters each formulating a hybrid navigation solution on the basis of the inertial measurements of the virtual platform (2) and of measurements of signals emitted by a constellation of satellites, which measurements are delivered by a satellite positioning system (GNSS), characterized in that it comprises, for each filter of the bank, a module for correcting the satellite measurements (4) delivering to the filter the measurements of the satellite positioning system (GNSS) which are used by the filter after correction with the aid of the hybrid navigation solution formulated by the filter.

Abstract: This invention relates to a computer network for calculating the true aircraft cornering friction coefficient of an aircraft runway or taxiway using the data collected by and available in the aircraft Flight Data Recorder (FDR) or other flight data management system, for example, the Quick Access Recorder (QAR). The invention may optionally distribute to personnel in the ground operations of an airport and airline operations, including but not limited to aircraft pilots, airline operation officers and airline managers as well as airport operators, managers and maintenance crews, the most accurate and most recent information concerning the true aircraft cornering friction coefficient to aid in making better and more accurate safety and economical decisions.

Abstract: A device for aiding the deck-landing of an aircraft, the aircraft being controlled remotely from a mobile station, such as a ship, includes means for receiving data from the aircraft, notably attitudes of the aircraft, the aircraft hovering ready to land on deck, the deck-landing decision having to be taken under certain conditions that must all be met, the device including a computer making it possible to deliver temporal indicators indicating that all the conditions are met. The device includes a temporal gauge including a temporal graduation indicating mobile graphical zones representing the periods during which all the conditions are met for authorizing a deck-landing.

Abstract: A vehicle driving control apparatus is provided at least with: a rudder angle varying device capable of changing a relation between a steering angle, which is a rotation angle of a steering input shaft, and a rudder angle, which is a rotation angle of steered wheels; and a trajectory controlling device for determining a control amount and controlling the rudder angle varying device such that a trajectory of a vehicle approaches a target driving route of the vehicle. The vehicle driving control apparatus is further provided with a correcting device for correcting (i) a rate of change in the rudder angle with respect to a steering amount of the steering input or (ii) the determined control amount, in accordance with whether or not a steering direction of the steering input inputted to the steering input shaft through a steering member by a driver of the vehicle is identical with a rudder angle control direction of the control amount determined by the trajectory controlling device.

Abstract: A longitudinal control law is designed to optimize the flying qualities when aircraft is set to approach configuration, i.e. when the flap lever is set to the landing position and landing gears are locked down. Under such circumstances, the effort of trimming the aircraft speed can be extremely reduced by the usage of a momentary on-off switch or other control in the sidestick, instead of or in addition to a conventional trim up-down switch, making easier the task of airspeed selection by the pilot. This control law provides excellent handling qualities during approach and landing, with the benefit of not needing or using radio altimeter information in safety-critical applications.

Abstract: An air/ground contact logic management system for use with fly-by-wire control systems in an aircraft. The system includes a first sensor configured to provide an output signal to determine when the aircraft is in a transition region. A logic management system is in communication with the first sensor and is configured to receive and process the output signal and classify a mode of the aircraft. A controller receives signal data from the logic management system and communicates with a control axis actuator to regulate a level of control authority provided to a pilot. The control authority is individually regulated within each integrator as a result of the individual landing gear states.

Abstract: A processor calculates a safe landing zone for an aircraft. The processor executes the following steps: (a) converting 4D point cloud data into Cartesian coordinates to form a height map of a region; (b) segmenting the height map to form boundaries of an object in the region; and (c) determining maximum height within the boundaries of the object. Also included are (d) determining if the maximum height is greater than a predetermined height to form a vertical obstruction (VO) in the region; and (e) determining if the VO is in the line of sight (LOS) of the aircraft to classify the landing zone as safe or unsafe. The processor further includes the step of: (f) forming a slope map over the height map.

Abstract: A flight control system for an aircraft, controlling a plurality of actuators adapted to actuate control surfaces of the aircraft, including: at least one communications bus; at least one computer situated in the avionics bay of the aircraft, and adapted to calculate flight commands and to transmit them over the bus in the form of command messages; and at least a first remote terminal connected to the bus, adapted to control a control surface actuator, and to acquire the state of the actuator from information provided by at least a first sensor, the first terminal receiving command messages from the computer and transmitting electrical orders to the actuator as a function of the command messages received in this way, and also transmitting messages to the computer, at its request, relating to the state of the actuator as a function of the information provided by the first sensor.

Abstract: An improved stable approach monitor (SAM) system provides an audible advisory to a pilot when an aircraft is on a final landing approach. More specifically, the SAM system compares a measured airspeed of the aircraft to a predetermined flap placard speed. If the measured airspeed exceeds the predetermined flap placard speed then the improved SAM system provides an audible advisory indicating the airspeed of the aircraft is too fast. Advantageously, this audible advisory should prevent the pilot from attempting to deploy the flaps at an excessive airspeed and in turn focuses the pilot's attention on the problem at hand, which would be to reduce the airspeed of the aircraft. Once the airspeed is equal to or below the predetermined flap placard speed, the improved SAM system may provide another audible advisory informing the pilot to commence deployment of the flaps.

Abstract: A runway indicator is displayed overlying a target runway for providing supplementary guidance to support the pilot's ability to fly a stabilized approach. The highlighted runway position indicator provides cues to verify that the aircraft is continuously in a position to complete a normal landing using normal maneuvering during the instrument segment of an approach and includes a landing threshold, a landing zone on the runway, an approach line leading to the runway, an outline highlighting the sides and ends of the runway, a rectangle larger than and surrounding the runway, and a visual precision path approach indicator.

Abstract: The invention relates to a method of managing movement of an aircraft on the ground, the aircraft including at least one left main undercarriage and at least one right main undercarriage, each comprising wheels associated with torque application members for applying torque to the wheels in response to a general setpoint, the general setpoint comprising a longitudinal acceleration setpoint and an angular speed setpoint, the method including the successive steps of braking down the general setpoint into general torque setpoints for generating by the torque application members associated with each of the wheels.

Abstract: The invention provides a graphical user interface implemented on a computer including an information area for displaying to a user at the computer inspection status information in connection with one or more components of a linear asset infrastructure. The graphical user interface also includes a control component operable by the user at the computer to cause the graphical user interface to display additional information on the one or more components of the linear asset infrastructure.

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 method is provided for displaying information on a display device of an aircraft. The method comprises determining graphics data for visual aids that represent missed approach data; incorporating the graphics data into a user interface that is in perspective view; and generating the user interface for display on the display device of the aircraft.

Abstract: Altitude control of a toy flying vehicle intended for indoor hovering flight comprises providing a selected altitude level for the vehicle. A position control signal is transmitted from the vehicle towards a surface. A receiver in the vehicle receives the signal reflected from the surface. A level of the reflected signal by the receiver is determined, and a change of the reflected signal is an indicator of a change of altitude of the vehicle relative to the selected altitude level. The vehicle receiver communicates with the remote controller, and the remote controller can adjust and control speed and direction of the vehicle.

Abstract: A system and methods for configuring a direct lift control system of a vehicle are presented. A plurality of fly-by-wire control surfaces is provided, and fly-by-wire control surface deflection commands of the fly-by-wire control surfaces are scheduled. The fly-by-wire control surfaces are symmetrically actuated based on the fly-by-wire control surface deflection commands such that a fluid dynamic lift of the vehicle is modulated without using a short-period pitch control.

Abstract: A processor calculates a safe landing zone for an aircraft. The processor executes the following steps: (a) converting 4D point cloud data into Cartesian coordinates to form a height map of a region; (b) segmenting the height map to form boundaries of an object in the region; and (c) determining maximum height within the boundaries of the object. Also included are (d) determining if the maximum height is greater than a predetermined height to form a vertical obstruction (VO) in the region; and (e) determining if the VO is in the line of sight (LOS) of the aircraft to classify the landing zone as safe or unsafe. The processor further includes the step of: (f) forming a slope map over the height map.

Abstract: A monitor on-board an aircraft which uses radio altitude measurements as the basic observable altitude during runway approach. The basic concept utilizes the aircraft's navigation system, which includes means to store and retrieve radio altitude thresholds as a function of the distance along the desired path from the runway thresholds. These threshold functions are determined in advance based on a radio altitude reference which is defined as the expected radio altimeter measurement that would be made if the airplane were exactly on the desired reference path. Vertical containment monitoring is achieved by comparing the radio altitude measurement to computed thresholds for both too high and too low. During the approach, an annunciation message can be generated if the radio altitude measurement is above or below the threshold limits.

Abstract: A system for use in monitoring, measuring, computing and displaying the volumes of internal liquid and gas within a telescopic aircraft landing gear strut. Pressure sensors and temperature sensors and motion sensors are mounted in relation to each of the landing gear struts to monitor, measure and record the impact movement and rates of internal landing gear strut fluids; experienced by landing gear struts, as the aircraft landing gear initially come into contact with the ground. The computer of this system measures the compression experienced by each landing gear strut and determines if the landing gear strut is improperly serviced with either excess or deficient volumes of hydraulic oil and nitrogen gas. Additional features include automating the inspections required to aircraft landing gear, prior to flight, during flight and during landing events.

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 aircraft is provided. The aircraft may include, but is not limited to, an accelerometer configured to measure a deceleration experienced by the aircraft and a processor coupled to the accelerometer. The processor may be configured to determine if the aircraft experienced a hard landing if the deceleration experienced by the aircraft was greater than a predetermined threshold, and generate a maintenance advisory if the aircraft experienced a hard landing.

Abstract: A system for facilitating autonomous landing of aerial vehicles on a surface. A beam emitter is directed downwards. A control module is configured to govern the vehicle. A processor processes image data. The beam emitter is arranged to emit simultaneously at least four beams directed towards the surface in order to project a pattern thereon. One beam emitter of the at least four beam emitters is placed in the center. An image capturing module captures subsequent images of the pattern.

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: A system and method for enhancing situational awareness onboard an aircraft comprises displaying a marker on a cockpit display visually and textually representing the distance remaining to a LAHSO line on an airport runway. The system comprises a flight deck display and a processor operatively coupled to the flight deck display and configured to (1) render a display of the runway on the flight deck display, and (2) render markers on the display visually and textually representing distance remaining on the runway to a LAHSO line.

Abstract: The positioning terminal of the present invention includes a positioning unit 103 configured to perform positioning processing for acquiring position information which indicate a current position of the positioning terminal, a route storage unit 104 configured to store a registered route formed by concatenating location points indicated by position information previously acquired by the positioning unit 103, a route matching determining unit 106 configured to determine whether or not the positioning terminal 10 moves on the registered route, and a continuous positioning control unit 109 configured to change a positioning interval at which the positioning unit 103 performs positioning processing from a time interval TI1 to a time interval TI2 which is longer than the time interval TI1, when it is determined that the positioning terminal moves on the registered route.

Abstract: A system and method for aircraft taxi gate selection based on passenger connecting flight information. In one embodiment, a communication link is established between an aircraft computing system and a ground station system via a communication network provided by the ground station system. Further, aircraft taxi gate selection information and the passenger connecting flight information are substantially simultaneously displayed on a display device to a pilot upon establishing the communication link. Furthermore, the pilot is allowed to select an aircraft taxi gate based on the displayed aircraft taxi gate selection information and passenger connecting flight information.

Abstract: A system and method for the determination for automated initiation of onboard aircraft weight and balance measurement systems. The system is used in monitoring, measuring, computing and displaying the weight and balance of aircraft utilizing telescopic landing gear struts. Pressure sensors, axle deflection sensors, and/or linkage rotation sensors are mounted in relation to each of the landing gear struts to monitor, measure and record strut and aircraft movement and rates of said movement experienced by landing gear struts, as the aircraft proceeds through typical ground and flight operations. Also, acceleration sensors and GPS can be used to monitor aircraft movements and positions during ground and flight operations. The system and method identify the position of the aircraft as related to airport ground operations to determine the optimum time to initiate an aircraft weight and balance measurement.

Abstract: Methods and apparatus for testing software with real-time source data from a projectile according to various aspects of the present invention operate in conjunction with a real-time data source, a signal processor, a recordable medium, and a testing platform. The signal processor receives real-time data from a real-time data source during a test and saves it to a storage medium before providing the real-time data to the testing platform for permanent storage. During a subsequent test, the testing platform may upload the saved real-time data to the signal processor foregoing the need to generate new real-time data from the real-time data source.

Abstract: A method and aircraft system are provided for determining an optimal gliding speed that maximizes gliding distance of the aircraft upon engine failure, and comprises calculating the optimal gliding speed from a speed polar curve, true airspeed, heading, and vertical wind speed. The polar curve may be constructed with consideration of the aircraft center of gravity and weight. The calculated gliding speed, which may be restricted to a threshold, is provided to the pilot and optionally to an autopilot. The method is repeated periodically, or if the wind vertical or horizontal velocities exceed a threshold for a predetermined period of time.

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: Systems and methods for alerting for potential tailstrike during landing. A processing device located onboard an aircraft determines whether the aircraft is in a landing operational mode. If the aircraft is determined within the landing operational mode, the processing device determines whether aircraft speed is less than a previously defined threshold speed and generates an alert signal if it is determined that the aircraft's speed is less than the previously defined threshold speed. An output device located onboard the aircraft, outputs an alert based on the generated alert signal.

Abstract: A method and system for displaying three dimensional images of runways and terrain, as well as additional information, on one or more screens of an avionics display system is provided. The system merges elevation information for terrain points and elevation information for runway points by grouping runways together that are within a threshold distance of each other. For each group, a plane is calculated. The calculated plane is then projected onto all of the runways within the group. The plane may also be projected onto a subset of neighboring terrain points. The adjusted elevation created by the projection of the plane are then used in creating the images for display on the synthetic vision display. The result is that all of the runways within a group, along with their neighboring terrain, are displayed as being coplanar.

Abstract: The invention relates to a flight management system for manned or unmanned aircraft having to face an emergency situation such as hijacking of the aircraft, medical emergencies, situations of failures affecting the propulsion, pressurization or communication functions for example. It provides for a device and process for automatically or semi-automatically generating a flight plan compatible with international regulations and their national or local adaptations with possibilities of optimization according to navigation parameters.

Abstract: A flight display system and method for generating a flight display. A method for generating a flight display includes determining a position of an aircraft with reference to an airport, calculating a distance required for the aircraft to decelerate and descend for entering a final approach gate of the airport in a stabilized configuration, comparing the position of the aircraft with the distance required for the aircraft to decelerate and descend, and generating a flight display comprising an advisory based on a result of the comparing. A flight display system includes a database, an electronic display device, and a computer processor. The database and the electronic display device are in operable communication with the computer processor for displaying the flight display on the electronic display device.

Abstract: A system includes 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: A flight management system of an unmanned aircraft linked to a control station by communication means includes: a first set of a number N of successive navigation functions (iND with i=1, . . . N) remotely situated within the control station, a control function on board the aircraft, generating, from guidance setpoints, commands intended to control the aircraft so that it observes the guidance setpoints, and a second set of a number N of successive navigation functions (iNE, with i=1, . . . , N) on board the aircraft, and configuration means, capable of performing a combination of a number N of successive functions, each of the successive functions being chosen from the first and second sets, said combination of successive functions generating the guidance setpoints transmitted to the onboard control function.

Abstract: The present general inventive concept relates to a system of method having an electronic flight display that meets the FAR 23.1311(b) regulatory requirement for redundant backup instruments in the cockpit. The present general inventive concept also provides a system and method to detect failures, obstructions, or improper operation of the aircraft pitot pressure sensing system using a combination of dissimilar sensor data that is independent from each other, e.g., allocated from different sources and employed for different purposes on different displays, and displays information on an avionics display screen.

Abstract: Method and device for aiding the piloting of an airplane during a landing phase for ensuring, during rollout on a landing runway, that in the nominal case the airplane will stop level with a selected exit, while guaranteeing that in the case of a fault the airplane will stop before the end of the runway.

Abstract: A method and device for aiding the piloting of an aircraft during a landing phase enables an appropriate braking mode to be selected for use with an automatic braking system. The device includes a minimum braking distance estimation device that determines a minimum braking distance required using a currently selected braking mode, and also includes an alarm device for alerting the crew, during a landing, of the selecting of an insufficient braking mode on an automatic braking system. The crew may then take an appropriate action at a mode selection input device.

Abstract: A method for enhancing a three dimensional image from frames of flash LIDAR data includes generating a first distance Ri from a first detector i to a first point on a surface Si. After defining a map with a mesh ? having cells k, a first array S(k), a second array M(k), and a third array D(k) are initialized. The first array corresponds to the surface, the second array corresponds to the elevation map, and the third array D(k) receives an output for the DEM. The surface is projected onto the mesh ?, so that a second distance Rk from a second point on the mesh ? to the detector can be found. From this, a height may be calculated, which permits the generation of a digital elevation map. Also, using sequential frames of flash LIDAR data, vehicle control is possible using an offset between successive frames.

Abstract: A monitor on-board an aircraft which uses radio altitude measurements as the basic observable altitude during runway approach. The basic concept utilizes the aircraft's navigation system, which includes means to store and retrieve radio altitude thresholds as a function of the distance along the desired path from the runway thresholds. These threshold functions are determined in advance based on a radio altitude reference which is defined as the expected radio altimeter measurement that would be made if the airplane were exactly on the desired reference path. Vertical containment monitoring is achieved by comparing the radio altitude measurement to computed thresholds for both too high and too low. During the approach, an annunciation message can be generated if the radio altitude measurement is above or below the threshold limits.

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: Detailed are assistive mechanisms for vehicle operators designed to reduce risks associated with degraded landing and other situations. Some mechanisms may include a display with a visual indicator located within the peripheral field of view of an operator. Aural alerts may also be employed. Information suggesting degradation of, for example, ground deceleration performance may alert the operator to perform unusual or abnormal actions to mitigate hazards produced by the performance degradation.

Abstract: A device for aiding the piloting of an aircraft during a final approach phase includes a flight management system and an approach selecting device for automatically selecting an approach to be used during landing of the aircraft. A method for aiding the piloting of an aircraft includes automatically selecting an approach to be used during landing of an aircraft by selecting an approach with the smallest decision height that can also be technically implemented by the aircraft.

Abstract: A method and apparatus for landing a spacecraft having thrusters with non-convex constraints is described. The method first computes a solution to a minimum error landing problem for a convexified constraints, then applies that solution to a minimum fuel landing problem for convexified constraints. The result is a solution that is a minimum error and minimum fuel solution that is also a feasible solution to the analogous system with non-convex thruster constraints.

Abstract: Systems and methods for automatically identifying one or more candidate emergency landing sites to a pilot of an aircraft are described. The candidate emergency landing sites lie within a current flight-capable range of an aircraft, and may include non-airfield landing sites. The candidate sites may be calculated by an on-board processing system. Various types of data, such as digital terrain elevation data, ground-cover data, hostile-threat data, surface-water data, aircraft parameter data, and flight-obstacle data may be used by an on-board processing system to calculate one or more candidate emergency landing sites suitable for landing the aircraft. A pilot may initiate an emergency landing site identification process during in-flight distress via a button, touch-sensitive screen, or voice-recognition input. The systems and methods may be useful in combat scenarios.

Abstract: A method is described performing the following with a parafoil's control unit composed of electronic circuitry while the control unit is being transported with a parafoil: calculating a desired landing location for a parafoil, the desired landing location corresponding to a moving target, the calculating including using a term representative of the moving target's velocity; determining a flight path to the desired landing location; and, controlling the parafoil's flight path so as to follow the flight path.