Abstract: The subject matter disclosed herein relates to a system and method for receiving a plurality of signals generated by a plurality of sensors adapted to detect physical movement of a mobile device with respect to a plurality of coordinate axes. A time at which at least one of the received signals is digitized is delayed to provide an output of digitized versions of the received plurality of signals synchronized with respect to a common point in time.

Abstract: Safety and/or reliability may he improved in industrial control systems by optimally utilizing integrated circuit elements to reduce the amount of components required and to provide cross monitoring. In one aspect, circuitry that is part of an Integrated Circuit (IC) for controlling a first channel may also be used to monitor and provide safe operation for circuitry for controlling a second channel, and the circuitry for controlling the second channel may similarly be used to monitor and provide safe operation for the circuitry controlling the first channel. Circuitry may include a windowed watchdog circuit which may be used to monitor various events of the other circuitry, and safe operation may be provided by removing power from the other circuitry to provide a safe state.

Abstract: A helicopter stall warning method includes receiving an airspeed of the helicopter, determining a stall airspeed based on multiple factors associated with the helicopter, the multiple factors comprising ambient temperature near the helicopter, the helicopter's altitude, and the helicopter's gross weight, determining a stall warning threshold derived from the stall airspeed, and providing a tactile warning through a collective helicopter control when the helicopter's airspeed meets or exceeds the stall warning threshold.

Abstract: A method and apparatus for controlling flight control surfaces on an aircraft. Commands are sent onto a data bus system from flight control modules. The flight control modules and actuator control modules determine whether an error is present in the commands sent onto the data bus system. Point-to-point connections between the flight control modules and the actuator control modules are managed based on whether the error is present in the commands sent onto the data bus system.

Abstract: A method of measuring an altitude in a portable terminal is provided. The method includes receiving a reference altitude from an information providing device fixed and installed at a certain point, measuring a current atmospheric pressure of the certain point, calculating an altitude of the certain position using the measured current atmospheric pressure and a reference atmospheric pressure, and storing a difference between the reference altitude and the calculated altitude of the certain point as an altitude error.

Abstract: According to the invention, high lift leading-edge slats (13) and high lift flaps (14) are simultaneously deployed, when the speed of the aircraft is equal to and less than an AES threshold.

Abstract: A control system for an aircraft high lift device includes a threshold setting unit configured to output one of a plurality of configuration change thresholds as an active output threshold, a threshold deactivation unit coupled to the threshold setting unit and configured to temporarily increase the active output threshold to a deactivation value, a configuration setting unit coupled to the threshold deactivation unit and configured to set the aircraft high lift device from a first configuration to a second configuration, if a measured value of an angle-of-attack of the aircraft exceeds the active output threshold, and a threshold control unit configured to control the threshold deactivation unit to temporarily increase the active output threshold to the deactivation value while the aircraft high lift device is mechanically moving from a first configuration to a second configuration.

Abstract: An active control column transitionable to a fully passive state for an aircraft and methods of use are provided. The control column includes a passive feedback arrangement, a stick and a ground lock mechanism is provided. The passive feedback arrangement is moveable relative to a mechanical ground to adjust a feedback profile provided to the stick. The stick is movable relative to the mechanical ground and the passive feedback arrangement. The ground lock mechanism has a locked state in which the passive feedback arrangement is maintained in a fixed position relative to the mechanical ground. This places the control column in a fully passive state. The ground lock mechanism also has a normal state in which the passive feedback arrangement is permitted to move relative to the mechanical ground such that active feedback can be provided to the stick.

Abstract: Systems and methods for controlling aircraft obtain at least one of ground-referenced longitudinal movement data of the aircraft and ground-referenced lateral movement data of the aircraft. A round-referenced heading of the aircraft is obtained and a heading error is calculated based on a difference between the ground-referenced heading and a target heading. A lateral movement error value is generated based on at least one of the ground-referenced longitudinal movement data and ground-referenced lateral movement data, and based on the heading error.

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 system and method for pressure based load measurement are provided. The system and method measure at least one pressure differential on an airfoil and determine at least one aerodynamic load associated with the at least one pressure differential. The determined at least one load is used to modify characteristics of the airfoil to increase efficiency and/or avoid damage. The determined at least one aerodynamic load may be further utilized to balance and/or optimize loads at the airfoil, estimate a load distribution along the airfoil used to derive other metrics about the airfoil, and/or used in a distributed control system to increase efficiency and/or reduce damage to, e.g., one or more wind turbines.

Abstract: Method for autonomous safe emergency landing of a powered unmanned aerial vehicle (UAV) in the event of an engine failure. A landing approach trajectory is generated, including a downwind leg, initiating at an initiation point of the trajectory, an upwind leg, terminating at a selected touchdown point, and a U-turn leg, joining between the downwind leg and the upwind leg. The UAV is directed to the initiation point to follow the downwind leg. A glide ratio of the UAV is repeatedly determined based on current flight conditions. A current turning point is repeatedly determined along the downwind leg based on the determined glide ratio, the U-turn leg initiating at the current turning point. When the UAV arrives at the current turning point, the UAV is directed to follow the U-turn leg and the upwind leg, for landing the UAV at the selected touchdown point.

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

Abstract: Embodiments described herein may help to automatically create flight plans that incorporate information regarding a number of different societal considerations. An illustrative computer-implemented method may involve receiving societal-consideration data for a plurality of geographic areas over which unmanned aerial vehicles (UAVs) are deployable. For a given geographic area from the plurality of geographic areas, the societal-consideration data may include one or more land-use indications for the geographic area that are indicative of a type of land use in the geographic area. The method may also involve, for each of one or more of the plurality of geographic areas: applying a cost function to the one or more land-use indications for the geographic area to determine a societal-consideration cost of UAV flight over the geographic area; and sending an indication of the determined societal-consideration cost to a computer-based flight planner.

Abstract: An onboard monitor that ensures the accuracy of data representing the calculated position of an airplane during final approach to a runway. This airplane position assurance monitor is a software function that uses dissimilar sources of airplane position and runway data to ensure the accuracy of the respective data from those dissimilar sources. ILS data and GPS or GPS/Baro data are the dissimilar sources of airplane position data used by this function. This function will calculate the airplane's angular deviations from the runway centerline and from the glide slope with onboard equipment and then compare those angular deviations to the ILS angular deviation information.

Abstract: Disclosed is a system for determination of attitude for a projectile in flight. The system includes at least one antenna mounted on the projectile. Each antenna is configured to receive Global Positioning System (GPS) signals. Further, the system includes a signal receiving unit communicably coupled to the each antenna to receive the GPS signals and to ascertain the earth referenced velocity vector. The system also includes a plurality of magnetometers for ascertaining a projectile referenced earth's magnetic field vector. Moreover, the system includes a processing unit. The processing unit is configured to utilize a known projectile referenced velocity vector and a stored prediction of the earth referenced earth's magnetic field vector along with the measured earth referenced velocity vector and the measured projectile referenced earth's magnetic field vector to determine the attitude of the projectile. Further disclosed is a method for determination of attitude for a projectile in flight.

Abstract: A method of projecting into space, from a first object, a plurality of modulated lines to form a grid defining a first relative reference frame, the method includes projecting polarized light having a first orientation to form a horizontal grid line projecting from the first object and projecting polarized light having a second orientation different than the first orientation to from a vertical grid line projecting from the first object and modulating the horizontal grid line and the vertical grid line to carry first and second grid words, respectively.

Abstract: An apparatus and method to enhance dead-reckoning navigation using inertial sensor measurements based on images from a camera are disclosed. A camera build into a mobile device is used to calibrate inertial sensors and rotation matrices. Images from a camera may be used (1) to remove a gravitational element from accelerometer measurements; (2) to set a scaling factor and an offset for a gyrometer; and (3) to set initial and updated values for rotation matrices.

Abstract: Systems and methods for generating a predicted flight trajectory using a combination of aircraft state data, flight information, environmental information, historical data or derived flight information from aircraft messaging which can be used for the transmission of environmental data. The generated trajectory prediction is assigned a level of confidence based on fidelity, merit or accuracy. The level of predicted accuracy is based on the number of and sources of the specific information, time, distance or flight phase. The predicted trajectory includes pseudo-waypoints at flight transitions not readily available in the flight information and also includes the environmental conditions at all waypoint (including pseudo-waypoint) locations.

Abstract: Various methods, apparatuses and/or articles of manufacture are provided which may be implemented using one or more fixed electronic devices to generate a reference data report corresponding to a particular environment. Various methods, apparatuses and/or articles of manufacture are provided which may be implemented using one or more mobile electronic devices to generate an environment report corresponding to a particular environment.

Abstract: A method for providing a minimum safe altitude indication on an aircraft display is described. The method includes utilizing current aircraft heading and position data to generate a location and orientation for an own-ship depiction with respect to an aircraft display, utilizing the current position data, along with terrain data, to generate minimum safe altitude data for an area surrounding the aircraft, and displaying on the aircraft display, about the location for own-ship depiction, the minimum safe altitudes surrounding the aircraft.

Abstract: A method for simulating the movement behavior of a fluid in a closed moving container is provided. The simulation is based on the determination of the potential movement path of the center of gravity of the volume of the fluid as an elliptical trajectory situated in a disturbance plane having certain semi-axes.

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

Abstract: A technique is directed to operating a UAV. The technique involves launching (or guiding) the UAV into flight. The technique further involves performing a series of aileron (or other control surface) deflection evaluations while the UAV is in flight. The technique further involves performing a UAV remedial operation in response to the series of aileron deflection evaluations indicating abnormal aileron behavior, e.g., the UAV can send a warning message to a ground control station (GCS), land the UAV at a target location, deploy a chute, and so on. Such operation enables detection of an unexpected change in the UAV's center of gravity, e.g., due to a blocked fuel bladder connection, icing on one side of the UAV, mechanical failure of an aileron, etc.

Abstract: Systems and methods for providing aircraft heading information are provided. In one embodiment, an attitude heading reference device comprises: at least one interface for receiving heading information from one or more IRUs; at least one set of gyroscopes and accelerometers; a memory device for storing data representing heading information received via the at least one interface; and a heading calculator coupled to the at least one interface, the at least one set of gyroscopes and accelerometers, and the memory device. The heading calculator generating a heading output signal based on heading information when reliable heading information is received over the at least one interface; the heading calculator generating the heading output signal based on data from the memory device regarding previously reliable heading information and an output of the at least one set of gyroscopes and accelerometers when reliable heading information is not received over the at least one interface.

Abstract: An aircraft is provided with: an attitude control command calculating section which calculates an attitude control command for target attitude on the basis of a control stick operation amount; a gain value generating section which generates a gain value equal to or less than 1 which decreases as the control stick operation amount is larger; a multiplication section which multiplies the attitude control command for target attitude by the gain value; and a addition section which adds a rate damping control command to the attitude control command for target attitude multiplied by the gain value and outputs a result to a subtraction section for calculating an SAS command.

Abstract: A method and system are presented for use in determination of the orientation of an aerospace platform with respect to a first rotation axis. A direction of a rotation rate vector of said aerospace platform within a lateral plane intersecting with said first rotation axis is measured and the measured data is analyzed to determine an orientation angle of said aerospace platform about said first rotation axis. While the aerospace platform is in a predetermined-dynamic state movement, a certain direction is determined by measuring a direction of the rotation rate of the aerospace platform within said lateral plane by a sensor assembly mounted on said platform and including at least one rotation rate sensor. An orientation of the platform with respect to said first axis is determined by determining a relation between said certain direction and said known direction within said external reference frame.

Abstract: A method of displaying navigation limits for a planned travel route of a vehicle is presented here. The method calculates estimated navigation limits for the vehicle using an onboard subsystem of the vehicle, where the estimated navigation limits represent self-assessed navigation accuracy of the vehicle relative to the planned travel route. Contracted navigation limits are acquired for the vehicle, where the contracted navigation limits represent specified navigation accuracy of the vehicle, relative to the planned travel route, as mandated by a third party navigation controller. A navigation display is rendered on an onboard display element such that it includes graphical representations of the planned travel route, at least one of the estimated navigation limits, and at least one of the contracted navigation limits.

Abstract: A trajectory-based sense-and-avoid system for use on an aircraft is provided that utilizes 4-D constructs, such as 4-D trajectories or 4-D polytopes, to maintain separation from other aircraft and/or to avoid collisions with other aircraft. In certain embodiments the trajectory-based sense-and-avoid system utilizes 4-D trajectories provided from an external source and/or 4-D trajectories estimated based on a variety of data sources during operation.

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

Abstract: A low-altitude altimeter (10) and a method of determining low altitudes for unmanned aerial vehicles (24). The altimeter includes at least two illuminators (12, 14), at least one sensor (16), and a computing device (18). The illuminators (12, 14) emit signals which are received by the sensor (16) in such a way that an angle at which they are received is determinable by the computing device (18). The computing device (18) processes each signal received by the sensor (16), determines the angle at which the sensor (16) received the signal, and, based thereon, determines the altitude of the unmanned aerial vehicle (24). When a first pair of illuminators are arranged along a fuselage axis, and a second pair of illuminators are arranged orthogonally to that axis, the computing device can combine first and second altitude, pitch angle, and roll angle measurements to provide a more refined altitude determination.

Abstract: A vehicle control system and method combining control allocation and phase compensation for forming a phase compensated actuator command signal based on a control demand signal. A feedback unit includes a matrix multiplication unit for forming an estimated behavior signal, from a control efficiency matrix and the actuator command signal. The estimated behavior signal is fed to a second summation unit for forming a difference signal. The difference signal is processed by a filter unit for forming a feedback signal which is connected to a first summation unit for forming a modified control demand signal, such that the modified control demand signal is adjusted to always represent a control demand realizable by the vehicle. The modified control demand signal is further connected to the second summation unit and to a control allocator which output is then connected to the matrix multiplier to form a feedback loop.

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

Abstract: A visual/graphical air traffic display tool to aid flight crews in determining future heading/track and position of ownship based on current climb rate, bank angle and groundspeed under current meteorological conditions. The tool displays symbols which indicate the predicted future position and heading/track of ownship on a traffic display unit. The tool is also capable of using ownship's predicted position and information received from surrounding traffic to identify a future conflict at ownship's predicted position and then display a future conflict warning on the traffic display unit. In one embodiment, the future conflict warning takes the form of a change in the coloration of the ownship position and heading/track indicator being displayed.

Abstract: An improved Horizontal Situation Indicator (HSI) module for use with an aircraft, wherein the HSI module is adapted for accepting Bank Angle Commands or waypoint data from the GPS flight module and for using the same to determine a heading error. The HSI module is further adapted for outputting the heading error to the Flight Director module where it can be used to create a Roll Command for output to the Auto-Pilot, whereby the Auto-Pilot can be commanded to follow a turn using the HSI and the Flight Director without requiring an additional module be added to the aircraft to create the heading error for use by the Flight Director. The waypoint data can be of the “flyover” type or the “flyby” type.

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

Abstract: The drone comprises altitude determination means (134), with an estimator (152) combining the measures of an ultrasound telemetry sensor (154) and of a barometric sensor (156) to deliver an absolute altitude value of the drone in a terrestrial system. The estimator comprises a predictive filter (152) incorporating a representation of a dynamic model of the drone making it possible to predict the altitude based on the motor commands (158) and to periodically readjust this prediction as a function of the signals delivered by the telemetry sensor (154) and the barometric sensor (156). Validation means analyze the reflected echoes and possibly modify the parameters of the estimator and/or allow or invalidate the signals of the telemetry sensor. The echo analysis also makes it possible to deduce the presence and the configuration of an obstacle within the operating range of the telemetry sensor, to apply if need be a suitable corrective action.

Abstract: This method controls the drone in order to flip through a complete turn about its roll axis or its pitching axis. It comprises the steps of: a) controlling its motors simultaneously so as to impart a prior upward vertical thrust impulse to the drone; b) applying different and non-servo-controlled commands to the motors so as to produce rotation of the drone about the axis of rotation of the flip, from an initial angular position to a predetermined intermediate angular position; and then c) applying individual control to the motors, servo-controlled to a reference target trajectory, so as to finish off the rotation of the drone through one complete turn about the axis of rotation, progressively from the intermediate angular position with a non-zero angular velocity to a final angular position with a zero angular velocity.

Abstract: A method is provided for displaying integrated minimum vectoring and safe altitude information on a display device in an aircraft. The method comprises displaying a graphical representation of a safe altitude sector and a vectoring altitude sector on the display device, and displaying a graphical representation of the aircraft on the display device to indicate the current location of the aircraft and a minimum altitude value associated therewith. The safe altitude sector corresponds to a first geographic area having a designated minimum safe altitude value associated therewith. The vectoring altitude sector corresponds to a second geographic area having a designated minimum vectoring altitude value associated therewith that is below the designated minimum safe altitude value. The graphical representation of the aircraft is displayed within at least one of the graphical representation of the safe altitude sector and the graphical representation of the vectoring altitude sector.

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

Abstract: Method for dynamically limiting the inclinations of monoblock flight control surfaces (FCS) in an aircraft. Dynamic limitation of the FCS is activated if a stall susceptibility condition is detected in the current aircraft environment. The real-time calibrated airspeed of the aircraft, real-time angle of attack (AOA) of the aircraft, and real-time sideslip angle (AOS) of the aircraft are obtained. The aircraft parameters may be obtained via estimation if the measured values are deemed unsuitable. The real-time local AOA and AOS of the FCS are calculated based on the obtained aircraft parameters. The inclination of each of the FCS relative to the critical values is dynamically limited according to the calculated real-time local AOA and AOS of the FCS. The aircraft may be an unmanned aerial vehicle (UAV) and/or a V-tail aircraft. The stall susceptibility condition may include icy conditions.

Abstract: The present disclosure relates to an unmanned aerial vehicle (UAV) able to harvest energy from updrafts and a method of enhancing operation of an unmanned aerial vehicle. The unmanned aerial vehicle with a gliding capability comprises a generator arranged to be driven by a rotor, and a battery, wherein the unmanned aerial vehicle can operate in an energy harvesting mode in which the motion of the unmanned aerial vehicle drives the rotor to rotate, the rotor drives the generator, and the generator charges the battery. In the energy harvesting mode regenerative braking of the generator reduces the forward speed of the unmanned aerial vehicle to generate electricity and prevent the unmanned aerial vehicle from flying above a predetermined altitude.

Abstract: An electrically powered of the vertical takeoff and landing aircraft configured for use with a tether station having a continuous power source is provided including at least one rotor system. The vertical takeoff and landing aircraft additionally has an autonomous flight control system coupled to the continuous power source. The autonomous flight control system is configured to operate an electrical motor coupled to the at least one rotor system such that the vertical takeoff and landing aircraft continuously hovers above the tether station in a relative position. The vertical takeoff and landing aircraft also includes a detection system for detecting objects at a distance from the vertical takeoff and landing aircraft.

Abstract: A flight management system (FMS) including a plurality of FMS components that can include a civil FMS component and a tactical FMS component. Each FMS component can have a processor programmed to execute an FMS software product. The FMS can also include a multi core FMS manager configured to control a plurality of flight management systems and coupled to the plurality of FMS components. The multi core FMS manager can include a plurality of FMS managers, each coupled to one of the FMS components, and a platform interface manager coupled to an avionics system. Each FMS manager can be adapted to transmit flight management data to, and to receive flight management data from, the FMS component to which it is coupled. The platform interface manager can be adapted to provide each FMS component access to the avionics system, such that an aircraft operator can control each FMS component via the FMS.

Abstract: A system includes a plurality of actuators and a management system operably associated with the plurality electronic and mechanical devices. The management architecture includes interfaces configured to the entire electronics and mechanics to provide a parameter to a computer. The computer includes a control and management architecture using modular finite state flow designs configured to analyze the parameter. The computer with a plurality of finite state machines can conduct a plurality of control laws operably associated with one or more actuators for finite functions of mobility. The method includes matching the parameter with the finite state machine and controlling the actuator via control law operably associated with finite state machine. The method can therefore be achieved either manually, semi-autonomously and autonomously with seamless and switchless control using a central control computer with integration of electronic and mechanic sensors and devices.

Abstract: A method is provided for displaying integrated minimum vectoring and safe altitude information on a display device in an aircraft. The method comprises displaying a graphical representation of a safe altitude sector and a vectoring altitude sector on the display device, and displaying a graphical representation of the aircraft on the display device to indicate the current location of the aircraft and a minimum altitude value associated therewith. The safe altitude sector corresponds to a first geographic area having a designated minimum safe altitude value associated therewith. The vectoring altitude sector corresponds to a second geographic area having a designated minimum vectoring altitude value associated therewith that is below the designated minimum safe altitude value. The graphical representation of the aircraft is displayed within at least one of the graphical representation of the safe altitude sector and the graphical representation of the vectoring altitude sector.

Abstract: A system includes a plurality of actuators and a control system operably associated with the plurality of actuators. The control system having a control logic architecture having a dynamic command input shaping model associated with an input command, a robust inner loop associated with the dynamic command input shaping model, and a time delay cancellation model. The method includes selecting a control law based upon a flight performance of an aircraft, decoupling the control law into a first individual component and a second individual component of the aircraft flight motion, analyzing each individual component separately, regrouping the component of flight motion, analyzing the control law with a time delay cancellation model and providing the necessary dynamic flight quickness with a different command input condition.

Abstract: Present novel and non-trivial systems and methods for validating single-channel tactical flight data in a multi-channel architecture are disclosed. Three single-channel monitors are disclosed along with a fourth, external monitor that is accessible to the multiple channels. A system could be comprised of a navigation data source, two or more communications channels, and an external display unit (“DU”), where each channel may be comprised of a flight management system (“FMS”), a DU, and a flight director (“FD”) system. In addition to the FMS performing two standard functions of calculating a lateral deviation (“LDEV”) and a roll command (“Roll Cmd”), a second LDEV/Roll Command calculator and a Roll Command Calculator are employed in DU and FD of same channel, respectively, to determine data validity. In addition, the FD and the symbologies of LDEV and Roll Cmd generated by the DU are also employed in the determination of data validity.

Abstract: A control system and method for stabilizing a suspended mass in yaw on a single cable utilizing thrusters. In one embodiment rate gyroscopes are placed on the load and the thrusters are utilized so that the angular position converges to a selected or given angular position. The system implementation includes a pure loading case where cable spring and damping parameters are estimated as constants for the entire lift. The system implementation also includes a multi-height manipulation case where cable spring and damping parameters are determined from a look up table based on cable length.

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