Abstract: An apparatus is provided for adjusting and locking a movable control surface, which includes, but is not limited to a rotatably held spindle, an adjustment body, a linear guide, a drive unit, a linear positioning encoder and a control unit. The adjustment body with the linear guide is slidably guided along a first movement axis, and the spindle is connected to the adjustment body for moving the adjustment body along the movement axis. The adjustment body is configured to connect to a control surface mount, and the linear positioning encoder and the drive unit are connected to the control unit. The latter is designed to adjust a predetermined actuating position of the adjustment body by rotation of the spindle with the drive unit and by comparing an actual position, detected by the linear positioning encoder, of the adjustment body with the predetermined actuating position.

Abstract: The presently disclosed technology is directed generally to unmanned vehicle systems and methods configured to satisfy a first set of export control regulations, such as those within the jurisdiction of one government entity or international body (e.g., the U.S. Department of Commerce) without falling within the purview of a second set of export control regulations, such as export control regulations within the jurisdiction of another government entity or international body (e.g., the U.S. Department of State). Through limited range of operation, limited payload types, limited capabilities, and tamper-proof or tamper-resistant features, embodiments of the unmanned vehicle system are designed to fall within the purview and under control of one agency and not within the purview and under control of another agency.

Abstract: A method, apparatus and system is provided for reducing an amount of information transmitted to a vehicle in order to implement attitude control of the vehicle. In accordance with the present invention, data corresponding to at least one time-varying attitude command trajectory defining an attitude of the vehicle is reduced, for example, into a vector of polynomial coefficients. The vector of polynomial coefficients then are transmitted to the vehicle, where they are used to reconstruct the at least one time-varying attitude command trajectory via a polynomial interpolation operation.

Abstract: A technique for providing multiple undo and redo operations for flight management systems is disclosed. In one embodiment, in a method of providing multiple undo and redo operations for a flight plan in a flight management system, a temporary flight plan and a reference flight plan are created upon initiating a first revision on a created or default active flight plan. The temporary flight plan includes a copy of the active flight plan and the initiated first revision. The reference flight plan is a copy of the active flight plan. Further, multiple undo and redo functions are enabled upon initiating multiple revisions on the temporary flight plan for performing multiple undo and redo operations on the temporary flight plan.

Abstract: Technologies are described herein for providing additional yaw control to a multi-engine aircraft experiencing engine thrust asymmetry. A primary flight control system of the aircraft is configured to limit the operational thrust of an operating engine of the aircraft to provide additional yaw control when the aircraft is experiencing thrust asymmetry. The system includes a thrust limit module for calculating the maximum engine thrust limit to be imposed on an operating engine. The maximum engine thrust limit is calculated using inputs corresponding to the sideslip angle and the roll rate of the aircraft. The maximum engine thrust limit is imposed on the operating engine of the aircraft such that the operational thrust generated by the operating engine is limited to the maximum engine thrust limit. By reducing the operational thrust generated by the operating engine, the yawing caused by the thrust asymmetry is likely to be reduced.

Abstract: An electronic flight planning system is provided, arranged to implement a preferred method for identifying conflicts between flight plans for aircraft. In the preferred method, the system receives, as data input from one or more users, a plurality of flight plans each defining a flight by an aircraft; the system determines, for each aircraft and its respective received flight plan, a three-dimensional region of potential conflict, representative both of the uncertainty in the position of the aircraft and of a region of air exclusion appropriate for the aircraft or for the respective received flight plan; and the system determines, on the basis of the determined regions of potential conflict, whether one of the received flight plans is in conflict with any of the other received flight plans.

Abstract: According to one embodiment, a landing point indication system includes an image provider, a rotorcraft position provider, a pilot image generation system, and a display device. The image provider is operable to provide a visual representation of an area underneath a rotorcraft. The rotorcraft position provider is operable to provide information indicating a position of the rotorcraft. The pilot image generation system is operable to generate a supplemented visual representation. The supplemented visual representation includes the visual representation of the area underneath the aircraft and information indicating a position of the rotorcraft relative to the visual representation. The display device is operable to display the supplemented visual representation within the rotorcraft.

Abstract: A method for diagnosis of a loss of control of an aircraft comprises the steps: loading raw data; loading parameters of the aircraft; computing a plurality of reference data comprising a preprocessing comprising for at least one reference datum a sub-step of computing a phase advance term; determining the characteristic thresholds indicative of loss of control; detecting at least one type of loss of control by comparing the reference data with characteristic thresholds; and, when at least one type of loss of control is detected: identifying the type of priority loss of control corresponding to the type of loss of control exhibiting the highest priority level, and communicating the type of priority loss of control to a crew.

Abstract: An actual position of a load tethered with a tether to a vehicle is determined using a plurality of sensors disposed on the vehicle. A required tether tension and required tether angle of the tether is determined to move the load from the actual position to a commanded position. An actual tether tension and actual tether angle of the tether is determined using the plurality of sensors. A determination is made as to a thrust vector to be applied by the vehicle to change the actual tether tension and the actual tether angle of the tether to the required tether tension and the required tether angle. The thrust vector is applied with the vehicle to reposition the vehicle to achieve the required tether angle and to create the required tether tension of the tether to move the load to the commanded position.

Abstract: The invention relates to a monitoring system for an aircraft platform implementing a set of avionics functions using a plurality of heterogeneous hardware and software components, including: an acquisition module for operating parameters of the components, configured to implement a plurality of communication protocols adapted to query each the component; a storage module including a database, configured to collect and store operating parameters acquired by the acquisition module in the database, and; an interface module with a plurality of clients, including a query unit configured to query the database of the storage module and supply one or several of the parameters stored in the database in response to a request made by a client; the acquisition, storage and interface modules being arranged in a three-tier architecture.

Abstract: A method of generating a flight plan including a number N-1 of segments SGi, i being an integer number between 2 and N. Segment SGilinks an auxiliary departure position to an auxiliary arrival position according to a route. The route is a straight line defined by a list of auxiliary route positions. Each route is stored in a database onboard the aircraft. The method includes a coupled determination of an auxiliary arrival position that is part of the auxiliary positions of at least one of the routes and of a route followed by the segment SGi+1. The coupled determination is produced from an auxiliary departure position and a route Ri, followed by the segment SGi.

Abstract: Methods and systems are provided for providing procedure information associated with an aircraft procedure onboard an aircraft. An exemplary method involves obtaining a briefing sequence for the aircraft procedure and providing the procedure information via the output device, wherein the procedure information is provided in accordance with the briefing sequence. When the output device is realized as an audio output device, the procedure information is sequentially provided auditorily via the audio output device. In one or more embodiments, the procedure information is sequentially indicated on a display device onboard the aircraft in concert with the auditorily provided procedure information.

Abstract: An operations support system is provided for an engine receiving fuel. The system includes a diagnostic engine model unit configured to receive engine data from the engine and to generate diagnostics data based on the engine data, the diagnostics data including scalars. The system further includes an engine-specific model unit coupled to the diagnostic engine model unit and configured to receive the scalars and the engine data. The engine-specific model unit includes a fuel flow calculation module configured to determine a current fuel flow for the engine and a set point module configured to generate set point information for the engine using a thermodynamic model that reduces the current fuel flow to the engine, the thermodynamic model being based on component maps associated with the engine. The system further includes a data storage unit coupled to the engine-specific model unit and configured to store the set point information.

Abstract: Fault-tolerant lateral waypoint sequencing is provided for a system that includes at least a first flight management computer and a second flight management computer. A processing operation associated with lateral leg sequencing of an aircraft flight plan is implemented in the flight management computers. A determination is made in the first flight management computer as to whether the first flight management computer has received, within a predetermined period of time from when the first flight management computer implemented the processing operation, a notification from the second flight management computer that the second flight has also implemented the processing operation. An action is initiated in the first flight management computer when the first flight management computer has not received the notification from the second flight management computer within the predetermined period of time.

Abstract: A control actuation system (CAS) for positioning control effectors of an air vehicle, for steering the air vehicle, includes application of a control allocation matrix to measured positions of the control effectors or their actuators, as part of a feedback mechanism. The output from the control allocation matrix is used as an input for one or more controllers, the output of which is passed through an inverse control allocation matrix, to produce signals that are sent to control actuators to position the control effectors. The controller may use different gains for different of its inputs, for example applying a lower gain for a brake signal than for one or more of a pitch signal, a roll signal, and a yaw signal. The control actuation may make for a control system that is able to better withstand impaired performance or non-performance of some the control effectors.

Abstract: A display system for displaying a layout of controls in a simulator including at least one of an information display, a switch such as a toggle or push-button switch, and a monitoring device such as an indicator, or a gauge, for a vehicle, the display system including a touch sensitive screen which is generally transparent over a significant portion of its area, and a plurality of projectors which project onto a back of the screen, images of the vehicle controls, the projectors each being operatively connected to a computer controller which responds to the front of the screen being touched where a depicted control is displayed, to change the display in a manner to mimic the result of a corresponding actual vehicle control being operated.

Abstract: A method of preserving rotor speed during a one engine inoperative operation of an rotorcraft, the method can include: detecting a failure of a first engine; monitoring an engine parameter associated with a second engine; using a computer processor to compare the engine parameter to an engine limit; and commanding a decrease collective pitch command when the engine parameter is within a predefined range of the engine limit.

Abstract: A method of optimizing an operation of a rotorcraft includes measuring actual usage of the tail rotor drive shaft during operation of the rotorcraft, the actual usage including at least a torque measurement. The method further includes a step of adjusting a life of the tail rotor drive shaft based upon the measuring of the actual usage. Another method of the present disclosure includes determining a main rotor mast torque by measuring a tail rotor drive shaft torque and deriving a main rotor mast torque by considering the measured tail rotor drive shaft torque and a total torque output of an engine. A system of the present disclosure is configured for determining the main rotor mast torque in part by measuring the tail rotor torque.

Abstract: The invention provides a steering resetting method for an aircraft undercarriage that includes a leg in which a steerable bottom portion is mounted to slide against a suspension force generated by a shock absorber, the undercarriage being provided with a controllable steering member for causing the steerable bottom portion to swivel in response to an angular position setpoint, the undercarriage also including at least one angular position sensor adapted to generate an electrical signal representative of the angular position of the steerable bottom portion and suitable for use in controlling the steering member; the method comprises the step, performed when the steerable bottom portion is in an indexed angular position while the aircraft is in flight and the undercarriage is fully extended, of setting the electrical signal from the sensor to a determined reset value.

Abstract: Methods of predicting a speed brake fault in an aircraft having a speed brake system including multiple control surfaces, a handle for setting the position of the multiple control surfaces, and at least one control surface position sensor, the methods include receiving a position signal from the at least one position sensor, determining a variation in the position signal and predicting a fault in the speed brake system.

Abstract: A system for automatically preselecting an aircraft voice radio communication frequency when operating on or near the airport surface. An extension of this invention can also be used in flight. A sensor input module receives aircraft state information and flight management system (FMS) airport identification data. An airport map database (AMDB) data receiving module receives AMDB data, including AMDB voice radio frequency data. A pre-select communication frequency processing module utilizes the aircraft state information, the FMS airport identification data and the AMDB data, for determining the next pre-select frequency. An output module provides an output signal representing the next pre-select communication frequency to a pre-select communication frequency display.

Abstract: Methods, aircraft, and instrumentation systems are provided. An aircraft instrumentation system includes a first sensor and a controller. The first sensor is configured to detect a first gesture within a first task envelope located in an aircraft. The controller is coupled with the first sensor and is configured to compare the first gesture with a plurality of stored gestures and generate an aircraft related task in response to a match between the first gesture and a stored gesture of the plurality of the stored gestures.

Abstract: The present invention discloses a method for controlling a high-lift device or a flight control surface of an aircraft or spacecraft, especially with a system according to the present invention, comprising the steps of receiving, at least one first control unit, a command signal from a commander unit via a data network, providing a primary control signal to at least one secondary control unit via the data network, wherein the primary control signal depends on the received command signal, receiving, at the at least one second control unit, a sensor signal of one or more sensors of the high-lift device or flight control surface, and providing a secondary control signal to one or more actuators of the high-lift device or flight control surface, wherein the secondary control signal depends on the received sensor signal. Furthermore, the present invention discloses a system and an aircraft or spacecraft.

Abstract: Systems and methods communicate sensor data pertaining to detected weather between aircraft. An exemplary system has at least one sensor on a transmitting aircraft, wherein the sensor is configured to detect weather and configured to output sensor data. The system has a first transceiver on the transmitting aircraft that is configured to transmit a signal with the sensor data. And the system has a second transceiver on a receiving aircraft that is configured to receive the signal containing the sensor data transmitted by the first transceiver. The sensor data of the transmitting aircraft is fused with sensor data of the receiving aircraft for a geographic region of interest to extend the effective sensor coverage and to resolve at least one of a location conflict and a severity conflict between the sensor data of the transmitting aircraft and the receiving aircraft.

Abstract: A standby instrument (10) for an aircraft, the instrument comprising at least one inertial sensor (1), at least one pressure sensor (2), calculation means (3) connected to said inertial and pressure sensors (1, 2), a display unit (4). Said calculation means (3) are suitable for determining critical flight information for said aircraft, and for displaying said critical flight information on the display unit (4) in the event of a main information system of said aircraft failing. In addition, said standby instrument (10) also incorporates stabilization relationships enabling said calculation means (3) to determine control relationships in order to control the actuators (15) of an autopilot of said aircraft in the event of said autopilot failing. Finally, said calculation means (3) are connected to at least one engine operation computer (5) enabling said instrument (10) to display information about a first limit of the engine on said display unit (4).

Abstract: An aircrew situational awareness while taxiing is enhanced by blossoming a displayed landmark related to the current taxiway from a first format to a second format as the aircraft approaches the landmark.

Abstract: A system including at least one global navigation database including data for aerial navigation and airport navigation of the aircraft and data mentioned on navigation maps, a central unit for carrying out a contextualized filtering of data intended for a display and received, at least in part, from said navigation database, and a display device for carrying out the display on one and the same screen, said display being based on information from said contextualized filtering.

Abstract: Disclosed is a flight control support device which sets a flight restricted area W along a terrain, thereby achieving improvement in safety of a small aircraft A and sufficiently securing the degree of freedom of flight course selection of a pilot. The flight control support device includes a terrain information acquirer, an aircraft information acquirer, a flight restricted area setter which sets the flight restricted area W along the terrain on the basis of the terrain information acquired by the terrain information acquirer and the aircraft information acquired by the aircraft information acquirer, and a flight control supporter which supports flight control of a flying object on the basis of the flight restricted area set by the flight restricted area setter.

Abstract: This application describes the software invented to control an electric motor system. The electric motor system is mounted on one or more aircraft main wheels or nose wheels to drive an aircraft independently on the ground without aircraft engines or tow vehicles. The software uses closed-loop control together with several other control laws to operate the drive motor or motors. Knowledge of the current operating state of the drive motor, together with knowledge of the commands given to taxi forward, taxi in reverse, or brake in reverse, is used to configure the motors to optimal operating parameters. The software architecture is described along with the pilot interface and many details of software implementation.

Abstract: A system for unmanned aircraft system (UAS) testing which incorporates a UAS flight control system and an optionally piloted vehicle (OPV) carrying the UAS flight control system. The OPV has an OPV flight control system and a flight control interpreter (FCI) which receives input from the UAS flight control system representing control parameters for a flight profile of the UAS. The FCI provides status commands as an output to the OPV flight control system to replicate the flight profile. These status commands are selected from the group consisting of data regarding attitude, vertical navigation, lateral navigation, turn rate, velocity and engine operations. The OPV flight control system includes a pilot override for emergency, flight safety or other contingencies allowing an on board pilot to assume control of the OPV.

Abstract: This disclosure relates to a system for preventing collisions with a terrain. The system includes a detecting means for detecting risks of collision with the terrain after a predetermined forecasting delay. The system further includes a determining means for determining, based on a trajectory followed by the aircraft, a possible limit point for success of the vertical terrain avoidance maneuver. The system further includes indication means for giving indications on azimuth clearance sections, around the direction in which the aircraft is moving, suitable for success of the vertical terrain avoidance maneuver. The system further includes means for estimating a free-travel distance in each azimuth clearance sector on a straight distancing trajectory with constant gradient and over a distance correspond to more than one minute of flight, the free-travel distance being free of potential conflicts with the terrain.

Abstract: An apparatus includes a command generation portion that generates the command signal, and a first monitoring portion that monitors an abnormality relating to actuation of the actuator control apparatus. The actuator control apparatus includes a control portion and a second monitoring portion. The control portion generates a control signal for controlling operation of the actuator in accordance with the above-described command signal. The second monitoring portion monitors an abnormality that relates to actuation of the actuator control apparatus and that is different in type from an abnormality monitored by the first monitoring portion.

Abstract: The invention in particular has as an object the control of execution of software commands of a data-processing system in an aircraft cockpit comprising means for allowing a user to call up these commands. For these purposes, the means making it possible to call up these commands initially are locked in order to block calls to software commands. At the time of reception of an information item for unlocking these means, they are unlocked and the software commands may be called up. The software commands may be called up via the call-up means only if these means are in an unlocked state.

Abstract: Methods and systems for guiding an aircraft are disclosed herein. An example method includes determining, via a processor, a difference between an estimated time of arrival and a required time of arrival of an aircraft. The example method also includes determining if the difference exceeds a threshold time. The example method further includes determining a deviation between a predicted four-dimensional flight trajectory of the aircraft and a measured four-dimensional flight trajectory of the aircraft during flight if the difference does not exceed the threshold time. The example method also includes generating a speed command to reduce the deviation and updating a flight plan of the aircraft based on the speed command.

Abstract: A method of adapting a man-machine interface (20) of an aircraft (50) depending on the functional level of a pilot, the method comprising a plurality of successive steps. Firstly, before starting a mission, the characteristics of said mission and the characteristics and the physiological state of said pilot are determined. Thereafter, during said mission, the state of the mission and the current state of said aircraft together with a current behavior of said pilot are determined and a current functional level of said pilot is estimated. Thereafter, said current functional level of said pilot is compared with reference functional levels, and said man-machine interface (20) is then adapted in order to assist said pilot automatically and in optimum manner in making the pilot aware of the situation, in the pilot's decision-making, or in the actions taken by the pilot depending on the pilot's stress state or work load state.

Abstract: A monitoring system and a monitoring method applied to the monitoring system, in which the monitoring system includes detectors detecting a state of a turbojet thrust reverser, a monitoring computer device controlling the reverser monitored by the computer as a function of information from the detectors provided to the computer by way of the control device, and a device regulating the turbojet monitored by the computer as a function of the information from the detectors provided to the computer by way of the control device.

Abstract: Primary flight controls (10) for main and/or tail rotors (4) of helicopters with electro-mechanical interface between any of fly-by-wire and/or fly-by-light controls and hydraulic servo actuators (8) for control force amplification towards said main and/or tail rotor controls (4). For each of the main and/or tail rotor controls (4) there is provided but one of the hydraulic servo actuators (8), connected by one mechanical linkage (7) to one electro motor (5), said one hydraulic servo actuator (8) being of the type having the one mechanical linkage (7) connected to its input (29) and its output (30) and the one electro motor (5) being of the direct drive type, the position of said electro motor (5) having a reference to said one mechanical linkage (7) and the torque delivered by said electro motor (5) to the hydraulic servo actuator (8) being related to the power consumption of said electro motor (5).

Abstract: The present disclosure is directed to a method and system for providing and transferring aviation data. In one embodiment, a machine-readable optical representation of the aviation data may be generated and displayed onboard the aircraft. This machine-readable optical representation may be scanned/read using a handheld device, therefore allowing the data to be topically transferred to the handheld device. The handheld device may automatically populate any forms that the user would otherwise need to fill out manually. Additionally and/or alternatively, the handheld device may provide the aviation data to an off-aircraft device and/or personnel utilizing its own communication channel.

Abstract: A method and system for measurement of ground based vehicle speed includes a movable platform that includes an unmanned aerial vehicle (UAV) located in proximity to a roadway, the UAV operates under control and navigation of a UAV control unit, and the UAV also carries camera and monitoring equipment, the camera and monitoring equipment including an onboard computing system, and a camera with a wide angle lens and a camera with a telephoto lens, the cameras being mounted on a pan/tilt device. An algorithm operated by the on-board computing system is used to detect and track vehicles moving on a roadway. The algorithm is configured to detect and track the vehicles despite motion created by movement of the UAV. The cameras mounted on the pan/tilt device are moved under the direction of the computer vision algorithm to maintain a target vehicle of the detected moving vehicles in view, and the speed of the target vehicle is measured.

Abstract: A method is provided for automatically or manually. optimizing independent ground travel operation in an aircraft equipped with one or more self-propelled nose or main wheels powered by a driver means, wherein selected operating parameters indicative of optimized ground travel are monitored by sensors or detectors to provide data and information relating to the selected parameters during operation of the ground travel system. Selected operating parameters can include, for example, speed, direction of travel, torque, component thermal data aircraft location data, and operator inputs, commands, and feedback, as well as other operational data or information. Data is collected, recorded, and analyzed to enable changes to be made to the ground travel system components in real time automatically by intelligent software or manually by a system operator or at a later time to ensure optimum operation of the system.

Abstract: A method and a system for positioning an apparatus for monitoring a parameter of one or more parabolic reflectors of a solar thermal field, wherein the method comprises positioning the apparatus at a first field location responsive to the position of the respective parabolic reflector, acquiring information of an absorber tube of the respective parabolic reflector, and positioning the apparatus at the second field location responsive to the information of the absorber tube, the second field location being beyond the focus of the respective parabolic reflector is provided.

Abstract: A method and apparatus for displaying a predicted path on a vertical profile to operate a vehicle. A path is predicted for the vehicle in response to an event occurring. The path has a turning section and a straight section after the turning section. A portion of terrain relative to the path predicted for the vehicle is identified. A vertical profile view of the terrain is displayed, including the portion of the terrain relative to the path predicted for the vehicle.

Abstract: Touch or proximity sensors are integrated into control devices such as knobs, dials or wheels incorporated in a user control panel. A control output processor detects whether any of the sensors are outputting signals indicating that a control device is being touched (or nearly touched) by a user. The control output processor causes an associated display area to be highlighted or otherwise modified on a display screen to indicate to the user which control device is being touched. This feature allows for “no-look” interaction with control panels, and keeps the user's eyes focused on the relevant displays where the control devices produce effects. This allows users to preview and verify that the correct control device is being manipulated prior to taking any (potentially erroneous) control actions.

Abstract: A system and method are provided to support accommodating safe integration of small unmanned aircraft systems (sUASs) into the National Airspace Structure in the United States. A specifically-tailored service is provided to address a change of paradigm from aircraft-based avionics/capabilities to a ground-based solution centered on the sUAS control station that is typically employed to manage an sUAS mission and/or flight. Appropriate software, server and system components are integrated into an interactive, easy-to-use, web-based tool that provides interested parties with real-time, graphical flight-following information to acquire position information regarding an sUAS platform from the control console for the sUAS platform. The acquired position information is forwarded to a separate server that can augment and provide graphical display of the sUAS intended route of flight (flight planned route).

Abstract: The present invention discloses a control stick for controlling an UAV formed by a bar with buttons on the bar head and a GUI displaying airplane like icons providing feedback of current steering control status of a UAV.

Abstract: Device and method to estimate the state of a moving vehicle overflying a certain terrain. The device comprises a camera oriented toward the terrain, an inertial measurement unit, a device for the processing of images and a “navigation filter”. This filter uses an innovative method to obtain state estimates of the vehicle. Unlike the conventional art, only robust and flexible expressions are used here, producing accurate state estimates, with no possibility of divergence, with no need for initial state estimates or high computational power. The method calculates parameters describing geometrical relationships among points of the trajectory and others on the terrain. These parameters are combined with estimates of the accelerations to obtain estimates of the velocity at a given time and of the gravity acceleration vector. By integrating these estimates, velocity and position profiles are obtained. The state is expressed in a reference system fixed with respect to the terrain.

Abstract: The present invention relates to a friction device (11) for maintaining a control member (2, 8) in a determined position. The device comprises a contact part (16) movable between a declutched stable position and a clutched stable position, and vice versa. The clutched stable position corresponds to a position in which the contact part (16) bears against the control member (2, 8) in such a manner as to establish a determined friction force. An electromechanical drive means moves the contact part (16) between the two stable positions. The device includes remote control means for activating and deactivating the drive means.

Abstract: According to an embodiment, a method provides information regarding the vicinity of a vehicle. The method includes, in the vehicle, providing a sensor signal representative of an environmental condition in a vicinity of the vehicle, transmitting the sensor signal over a power line in the vehicle, receiving the sensor signal transmitted over the power line and transmitting a corresponding wireless sensor signal in the vehicle, receiving the wireless sensor signal and recovering the sensor signal, and presenting the recovered sensor signal in a human-perceivable form.

Abstract: A method, apparatus, and computer program product for identifying air data for an aircraft. The lift for the aircraft is identified. The number of surface positions for the aircraft is identified. The angle of attack during flight of the aircraft is identified. A synthetic dynamic pressure is computed from the lift, the number of surface positions, and the angle of attack.

Abstract: A flight safety assembly onboard an aerial vehicle includes a first sensor configured to sense first information related to flight of the aerial vehicle and a second sensor configured to sense second information related to the flight of the aerial vehicle. A sensor input is adapted to receive third information related to the flight of the aerial vehicle. A processor is operably coupled to the first sensor, the second sensor, and the sensor input. The processor is configured to determine three independent instantaneous impact points for the aerial vehicle by independently analyzing each of the first information, the second information and the third information. The processor is also configured to generate three independent onboard flight termination indicators for each of the three independent instantaneous impact points that intersects with a region to be protected.