Abstract: The invention relates to the field of monitoring and aid to taxiing of an aircraft at an airport. The invention is a method of checking and monitoring the taxi plan and relates to a monitoring system comprising means for checking the pathway of the plan and means for signalling on the taxi aid the waiting time for the next clearance ahead of the aircraft along the pathway, the means for checking the pathway comprising a device for checking the pathway constraints and a device for checking the clearances, the device for checking the constraints making it possible to test and to display on the taxi plan the information descriptive of the constraints and the device for checking the clearances making it possible to check the clearances and to add the missing clearances to the taxi plan.

Abstract: An automatic takeoff and landing apparatus for an aircraft for realizing a takeoff run and performing an ascending flight of the aircraft up to a target altitude at takeoff; and for realizing an approaching flight and performing a landing run of the aircraft at landing.

Abstract: A system and method are disclosed for enhancing the visibility and ensuring the correctness of terrain and navigation information on aircraft displays, such as, for example, continuous, three-dimensional perspective view aircraft displays conformal to the visual environment. More specifically, an aircraft display system is disclosed that includes a processing unit, a navigation system, a database for storing high resolution terrain data, a graphics display generator, and a visual display. One or more independent, higher precision databases with localized position data, such as navigation data or position data is onboard. Also, one or more onboard vision sensor systems associated with the navigation system provides real-time spatial position data for display, and one or more data links is available to receive precision spatial position data from ground-based stations. Essentially, before terrain and navigational objects (e.g.

Abstract: The invention relates to an automatic aircraft landing guidance system having an electromagnetic detecting and locating device, positioned on the ground and a first multifunction transmitting/receiving radiofrequency beacon, on board each guided aircraft and transmitting in particular a continuous wave. The detecting and locating device uses the continuous wave transmitted by the beacon to perform a passive locating intended to improve the accuracy of the measurement of the angular position of the aircraft. It also comprises means for generating and periodically transmitting to the aircraft, via the beacon, information enabling said aircraft to rejoin an optimum landing path from its position. The invention applies more particularly to the guidance of autonomous and automatic aircraft such as drones in the approach and landing phase.

Abstract: A method and device for determining critical buffeting loads on a structure of an aircraft is disclosed. The device (1) comprises means (2, UC) implementing a semi-empirical method for determining the critical loads generated by some buffeting on the structure of the airplane.

Abstract: A method and a device for an aircraft for detecting noise in a signal of LOC type. A first step includes estimating a first lateral speed of the aircraft according to a first set of parameters. Concurrently, at least one second lateral speed of the aircraft is estimated according to at least one second set of parameters, among which at least one parameter is of different nature from each parameter of the first set of parameters. A second step includes comparing the first lateral speed and the at least one second lateral speed according to a threshold. If the difference between the first lateral speed and the at least one second lateral speed is greater than the threshold, the presence of noise in the signal of LOC type is detected.

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 general field of the invention is that of synthetic vision system SVS type viewing systems, for aircraft, said system comprising at least one navigation database, a cartographic database of a terrain, position sensors, anemometric sensors, sensors for measuring the gradient of said terrain, an electronic computer, a man-machine interface means and a display screen, the computer comprising means of processing the various information obtained from the databases, from the sensors and from the interface means, said processing means arranged so as to provide on the display screen a synthetic image of the terrain comprising a representation of the final destination in the form of an air sock of aeronautical type.

Abstract: Addressed are systems and methods for providing to pilots of landing aircraft real-time (or near real-time) information concerning runway conditions and aircraft-stopping performance to be encountered upon landing. The systems and methods contemplate using more objective data than utilized at present and providing the information in automated manner. Information may be obtained by using conventional ground-based runway friction testers or, advantageously, by using air-based equipment such as (but not limited to) unmanned aerospace vehicles (UAVs).

Abstract: Disclosed is a method and device for generating a yaw rate command for an aircraft along a ground trajectory. The yaw rate command is generated by determining a current curvature, lateral deviation and angular deviation of the ground trajectory. A yaw rate calculator then calculates a yaw rate and generates the yaw rate command based on the determined current curvature, lateral deviation and angular deviation.

Abstract: A method and device to assist in the piloting of an aircraft in a landing phase may apply a maximum braking of the aircraft if there is a risk of longitudinal departure from a runway.

Abstract: Emergency aircraft landing systems and methods are described. In one aspect, an emergency landing apparatus includes a support structure for a fuselage and wings of an aircraft and a control system. The control system includes a processor and a memory containing computer program instructions executable by the processor. Execution of the computer program instructions causes an interface on the aircraft to exchange information between an aircraft guidance and control system on the aircraft and the control system. The computer program instructions further synchronize the speed and position of the emergency aircraft landing apparatus on a runway with the speed and flight path of the aircraft.

Abstract: A system arranged in an aerial vehicle for determining the position of the aerial vehicle relative to a center of a remote predetermined landing area arranged on a surface. A beam emitter is configured to emit beams towards the surface. A detector is configured to detect the beams reflected from the surface. A control is configured to control the beam emitter to emit beams onto the surface to form a plurality of lines thereon. A processor is configured to detect at least one edge providing a difference in height relative to the surface based on the detected reflected line forming beams. The edge substantially surrounds the predetermined landing area. The processor is further configured to determine the position of the aerial vehicle relative to the center of the remote predetermined landing area based on the detected at least one edge.

Abstract: A method for tracking a moving platform (MP) wherein the MP uses an on-board navigation system (NS). Data provided by the navigation system on board the moving platform (MP) is merged with data obtained using a tracking system that tracks the MP from another location. A typical navigation system on board the moving platforms is an inertial navigation system (INS). State data of one or more MP is sent to a processing facility and state data of one or more electromagnetic tracking (EMT) is collected by one or more processing facility. The collected states data from the sources are processed, using the one or more processing facilities for calculating tracking data are used to direct one or more antennas for MP tracking. The state data from one or more MP's are sent using a communications channel.

Abstract: A present novel and non-trivial system, module, and method for presenting NOTAM information are disclosed. A plurality of sources may be used for providing navigation data, terrain data, NOTAM data, and object data. After receiving this data, a NOTAM display generating processor may generate a NOTAM image data set as a function of the navigation data, terrain data, NOTAM data, and object data. The NOTAM image data set may be representative of NOTAM information presented in a three-dimensional perspective of a scene outside an aircraft, where NOTAM information may comprise non-textual NOTAM information, textual NOTAM information, or both. After being generated, the NOTAM image data set may be provided to a presentation system where NOTAM information may be presented on at least one tactical display unit such as a head-down display unit and/or a head-up display unit.

Abstract: Approach Decision Display and associated methods and systems are disclosed. A method and system in accordance to one embodiment of the disclosure includes a display of operationally-relevant information for final approach and landing on a cockpit graphical display. Approach Decision Display System (ADDS) provides, in a graphical display, dynamic decision parameters as a function of the health of required equipment for the selected approach and the aircraft's ability to execute the approach and landing.

Abstract: A present novel and non-trivial system, module, and method for presenting runway advisory information are disclosed. A runway reference may be established using data received from a source of navigation reference data, where such data could represent runway information, runway awareness zone information, landing awareness zone information, and/or runway threshold line information. Navigation data representative of at least aircraft location and input factor data may be received from a source. Phase of flight may be determined using input factor data, and a runway advisory data set may be generated as a function of phase of flight and the positional relationship between aircraft location and the runway reference. Runway advisory data set may be representative of advisory information comprised of visual runway advisory information, aural runway advisory information, tactile advisory information, or a combination thereof.

Abstract: The present invention relates to the field of methods and systems for optimizing the locating of an aircraft in airports and, more particularly, in the take-off and landing phases, and notably in the air-ground and ground-air transition phases. The method of optimizing the locating of an aircraft during the take-off or landing phase comprising a transition step (21), the latter being defined between two events (A0, AS), the first event being a condition of contact between the aircraft and the runway and the second event being a threshold condition defining a stabilized flight phase, is wherein the transition step (21) comprises the determination of at least one “transition position” of the aircraft by a weighting between the “ground position” (LOC_SOL) determined by the ground locating system and the “flight position” (LOV_VOL) determined by the in-flight locating system.

Abstract: Disclosed is a method and device for detecting lateral dissymmetry of an aircraft. A control parameter determination unit is used to determine a current value of a control parameter representative of all roll control surfaces of the aircraft, and a control parameter comparison unit is used to compare the determined current value with a predetermined reference value. A current deflection angle of a lateral stick of the aircraft is also determined, and the determined current deflection angle is compared with a predetermined angle value. A visual alarm signal is output, when the current value of the roll control surfaces of the aircraft is greater than a predetermined reference value and the lateral stick is at a deflection angle that is greater than a predetermined angle value.

Abstract: Disclosed is a method and device for attenuating vertical turbulence on an aircraft. The method and device involve calculating, by a calculating unit, based on a determined vertical wind component a first control order to control movement of at least one first controllable movable member that acts on aircraft lift, and a second control order that controls movement of at least one second controllable movable member to act on aircraft pitch. A verification unit verifies that activation conditions evidencing severe turbulence are in effect, the vertical turbulence being attenuated.

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 method displaying a pathway (226, 502) for an aircraft includes receiving (302, 402, 602) an instrument generated course generally in alignment with a runway centerline (214), determining (304, 404, 604) the pathway (226, 502) based on aircraft flight parameters in which the aircraft may fly in order to intersect the instrument generated course, rendering (306, 406, 606) on a display the instrument generated course and the pathway; and periodically repeating (308, 408, 608) the determining and rendering steps. The energy state of the aircraft may be considered in determining the pathway and optional indices (508) may be displayed indicating deviation from the pathway centerline.

Abstract: A system for use in monitoring, measuring, computing and displaying the rate of compression of aircraft landing gear struts, experienced while aircraft are executing either normal or hard landing events. Further by measuring the vertical compression rate of the landing gear strut, thus with aircraft hull angle correction to horizontal, determining the vertical sink-rate of the aircraft, as it comes into initial contact with the ground. Accelerometers are attached to opposing sides of a compressible landing gear strut, monitoring and measuring parallel data streams; then identifying differential acceleration data streams, which computed through mathematical algorithms measure the collapse rate of the landing gear strut. Pressure sensors are attached to the working pressure within the landing gear strut, so to monitor in-flight landing gear strut pre-charge pressure, until such time as the pre-charge pressure suddenly increases, to detect the aircraft has come into initial contact with the ground.

Abstract: The flight management computer discloses and carried onboard an aircraft can be programmed with a newly apparent speed constraint while it ensures the guidance of the aircraft in the course of a landing runway approach. It then takes account of the speed constraint by using it as target speed, when it is greater than an instruction speed which depends on the number of extended flap settings and which corresponds to the addition of a further flap setting. If appropriate, the speed constraint may be bounded below, thus making it possible to remain within the limits of the flight domain of the aircraft in its configuration at the time.

Abstract: A device comprises means for computing the air-craft (A) current position, means for determining at least one maximum permitted deviation (E1) around a set position of the flight path of the flight plan according to accuracy and integrity performances of said current position computation and to the restriction of a flight range authorized in a flight corridor (6A, 6B), and a display system (7) for displaying at least one a distance scale (9) on a viewing screen (8), at least one a fixed symbol (10) displaying the current position and two movable pointers (13, 14) displaying the limits of said maximum permitted deviation (E1).

Abstract: An electrically activated landing gear control system is provided. A processing module of landing gear control system is provided with landing gear control system software that receives data relating to the position of a landing gear lever. Proximity sensors positioned at landing gear and wheel well areas of the aircraft are coupled for communication with the processing module. The proximity sensors provide the landing gear control system software with position data relating to the landing gear. The landing gear control software converts the data received from the landing gear lever and the data received from the proximity sensors to command signals to control electrically activated valves associated with landing gear components. The command signals may be sent simultaneously to remote power distribution units and remote data concentrator units to energize or de-energize solenoid coils of the electrically activated valves.

Abstract: An automatic landing apparatus for an aircraft includes: an altitude sensor; an airspeed sensor; an attitude angle sensor; a direction sensor; a position sensor; a landing command inputting section; and a control device, including: an approaching flight control section for realizing an approaching flight along a predetermined path by controlling a propulsion device and a control surface, in response to a landing command; a flare control section for controlling the propulsion device to provide a minimum output and controlling the control surface to perform a flare when the altitude of the aircraft becomes less than a predetermined landing altitude; and a landing run control section for realizing a landing run by controlling the propulsion device to maintain the minimum output and controlling the control surface to maintain the attitude angle and the traveling direction of the aircraft when the airspeed of the aircraft becomes less than a predetermined landing speed.

Abstract: A system and method for computing flight time from an equi-distance point (EDP) to a reference point is disclosed. In one embodiment, a method of a flight management system (FMS) of an aircraft for computing flight time from an EDP to a reference point for an emergency landing of the aircraft includes receiving at least two reference points for landing the aircraft upon an occurrence of an emergency and determining a remaining flight path for the aircraft based on a current location of the aircraft and a flight plan serviced by the FMS. Further, the method includes generating the EDP for the aircraft by locating a point in the remaining flight path, and calculating an expected flight time of the aircraft from the EDP to each of the at least two reference points based on a plurality of factors affecting the flight time of the aircraft.

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: 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: The present invention is a method for providing optimum multi-map overlay in a flight deck navigation display of an aircraft. The method includes outputting absolute terrain data to the navigation display for display by the navigation display. The method further includes receiving a threshold elevation input, the threshold elevation input including a threshold elevation. The method further includes receiving relative terrain data. The method further includes, when the aircraft is located below the threshold elevation, overlaying the relative terrain data onto the absolute terrain data based on the received threshold elevation input. Further, the absolute terrain data and the relative terrain data are concurrently displayed by the navigation display, the displayed relative terrain data being overlaid onto the displayed absolute terrain data.

Abstract: A method for radar aided positioning of an air vehicle for approach and landing is described. The method includes integrating global navigation satellite system (GNSS) data and inertial data to calculate a position of the air vehicle, scanning the environment forward of the air vehicle with a radar, and accessing a database of terrain features and their radar signatures. The method further includes matching features in the radar scan data to the radar signatures in the database to determine an actual position of the air vehicle and synthesizing glide slope and localizer signals for the approach and landing based on the determined actual position.

Abstract: A computer-implemented system and method for the processing and optimization of flight plans is disclosed. Information regarding a plurality of previous flight plans is received over a digital network and is stored in at least a database. The database preferably includes aviation fuel price information, aircraft performance information, and aviation weather information as well. Upon receiving a request, a server generates at least an optimized portion of a flight plan. In one form, historical flight plan data of others is automatically used to aid in the determination of the optimized route offered to the user for review, with the resulting final flight plan being electronically filed with the FAA upon approval. In a further form, the user may arrange fuel transactions at intermediate destinations with the service provider receiving a fee in exchange for facilitating the transaction.

Abstract: A display system is provided for a vehicle. The system includes a processor configured to receive data representative of landing information and navigation and control information and to supply display commands associated with the landing information and navigation and control information; and a display device coupled the processor for receiving the display commands and operable to render a three-dimensional view, including first symbology representing the landing information and second symbology representing the navigation and control information. The second symbology is superimposed on the first symbology.

Abstract: The present invention relates to a method allowing a modification of the flight plan of an aircraft in a semi-automated manner. The invention presents the main advantage of affording the crew of an aircraft a method for aiding the rejoining of a flight plan requiring only a designation by an operator of the new active reference that he wishes to use for guiding the aircraft.

Abstract: The invention relates to a calculation method for an aircraft navigation aid system making it possible to maintain a vertical safety margin with an obstruction profile, the aircraft comprising a navigation system, an automatic piloting system, a database system and a display device, characterized in that the method comprises the following steps: calculation of an obstruction altitude profile, calculation of a vertical safety margin with respect to the obstruction profile, of a plurality of vertical safety trajectories and of the respective flight setpoints for the aircraft to execute the trajectories, selection of the flight setpoints making it possible to maintain the aircraft as close as possible to the obstruction profile while maintaining between the aircraft and the obstruction profile at least the vertical safety margin, filtering of the flight set point values so that the variation of the values of the setpoints does not exceed a variation difference in a duration predefined in the system.

Abstract: A system and a method alerts the occupant of an aircraft that the aircraft is in, or approaching, a zone of awareness associated with a closed surface at the airport.

Abstract: A method for receiving passive data corresponding to an aircraft in a vicinity of an airport, receiving additional information corresponding to the aircraft and predicting a time of arrival at a gate based on the passive data and the additional information. In addition, a system having a data receiving arrangement receiving passive data corresponding to an aircraft in a vicinity of an airport and additional information corresponding to the aircraft and a gate prediction module predicting a time of arrival at a gate based on the passive data and the additional information.

Abstract: Turret assemblies for small aerial platforms, including unmanned aircraft, and associated methods. In one embodiment, an aircraft system can include a turret assembly having a payload with a line of sight to a target and a gimbal system carrying the payload. The gimbal system can include (a) a first support coupled to a first actuator to rotate about a first axis, and (b) a second support carried by the first support and coupled to a second actuator to rotate about a second axis generally transverse to the first axis. The turret assembly can also include a controller configured to direct movement of at least one of the first actuator and the second actuator such that the line of sight is pointed away from a point of impact before the turret assembly contacts the ground or another external structure during landing or capture operations.

Abstract: A system for enhancing a vehicle operator's orientation and ability to navigate a vehicle includes, but is not limited to, a display unit, a data storage unit, a position determining unit and a processor communicatively connected to the display unit, the data storage unit and the position determining unit. The processor is configured to obtain a position and heading of the vehicle from the position determining unit, to obtain terrain data from the data storage unit, and to control the display unit to display a three-dimensional representation of a terrain representative of an actual terrain proximate the vehicle. The processor controls the display unit to overlay a three-dimensional compass onto the three-dimensional representation of the terrain to display both the heading of the vehicle and the location of the vehicle with respect to the actual terrain.

Abstract: In one aspect, a network-centric processing (NCP) system includes sensors configured to monitor activities associated with testing of an asset, a first system configured to provide the testing on the asset, a second system configured to provide training of personnel using the asset, a third system configured to record problems associated with the testing and the training of the asset as input for an acquisition process and a network connected to the first system, the second system, the third system and the sensors.

Abstract: A low visibility landing system is provided for guiding aircraft on landing approaches. The low visibility landing system may aid a pilot during landing in low visibility conditions such that an aircraft may descend to lower altitudes without visual contact with the runway than is possible with other landing systems. The system may use various navigational systems to produce a hybrid signal that may be more stable than individual signals of those navigational systems. The hybrid signal is compared to a predetermined landing approach plan to determine the deviation of the aircraft from the landing approach plan and to provide guidance to the pilot to get the aircraft back onto the landing approach plan. The system may also use multiple navigational systems to perform checks on an operation of a primary navigational system to ensure that the primary navigational system is operating accurately.

Abstract: An unmanned aerial vehicle comprises a housing, a rotor that is rotated to propel the housing, a pressure sensor that generates a signal indicative of an air pressure proximate a bottom surface of the housing, and a processor configured to determine, based on the signal, when an increase in air pressure proximate the bottom surface is greater than or equal to a threshold value associated with the ground effect of the rotor, wherein the processor controls the rotor to cease rotating or decrease rotational speed to land the unmanned aerial vehicle upon determining that the increase in pressure is greater than or equal to the threshold value.

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 for selectively alerting a pilot of an aircraft about distance remaining to the end of a runway. A position of the aircraft is received. A position of a runway is retrieved from a runway database. The retrieved position of the runway is compared to the received position of the aircraft to determine if the aircraft is within an alert envelope relative to the retrieved position of the runway. The position of the runway is subtracted from the position of the aircraft to determine a distance to the distal end of the runway. An alert to the pilot is generated based upon the distance to the distal end of the runway.

Abstract: The invention pertains to optoelectronic devices for aiding the guidance and taxiing of aircraft, comprising a so-called head-up collimator allowing the presentation of information in the pilot's visual field. It applies notably to large-size civil aircraft of the Boeing 747 or Airbus A380 type. The optoelectronic device comprises means for calculating a deviation factor for the actual trajectory of said aircraft relative to a theoretical trajectory on said traffic way, means for generating symbols and at least one head-up collimator comprising means for displaying and superimposing said symbols on the outside landscape. The deviation factor is calculated on the basis of an angle (PÂ?G) and that the means for generating symbols generate a symbol representing said deviation factor, so as to be superimposed on said traffic way.

Abstract: The present invention relates to a method and a device for monitoring the minimum flying altitude of an aircraft.

Abstract: Embodiments of a process and a program product are provided suitable for implantation by a flight management system (FMS), which is deployed onboard an aircraft and including a display device and a user interface. The FMS operable in a plurality of non-precision approach modes. In one embodiment, the process includes the steps of: (i) receiving data via the user interface designating an approach in a flight plan; (ii) enabling the pilot to utilize the user interface to select a non-precision approach mode from the plurality of non-precision approach modes if the designated approach is a non-precision approach; and (iii) placing the FMS in the selected non-precision approach mode during the designated approach.

Abstract: A device and associated method for determining an airport runway state includes a device that determines a runway state and is placed on board an aircraft. The device collects measured deceleration data of the aircraft during taxiing of the aircraft on the runway. Then at least one runway state is estimated from the collected data, and the estimate is transmitted to another aircraft or to a broadcasting center during the other aircraft's runway approach.

Abstract: Methods and apparatus are provided for visually enhancing approach runway signatures on en Enhanced Flight Vision System (EFVS). The EFVS may retrieve a location and an approach course for a runway, display, on the EFVS, a representation of the runway and the approach course for the runway relative to a position of the aircraft, define an area, along the approach course and before a first end of the runway, where the approach runway signature should be located, and visually enhance, on the EFVS, the defined area.