Abstract: An avionic aviation system (80) and corresponding method with ground station (81) for automatic elimination of resulting failures in aircraft (40/41/42) are proposed. The avionic aviation system (80) is linked to a multiplicity of aircraft (40/41/42) via a wireless interface (402) of the avionics (403). If a failure is detected in an aircraft (40, . . . , 42) by means of a sensor (3/401/601), a dedicated failure deployment device (603) for automatic failure elimination is selected by means of a filter module (2) and a switching device (1) of the ground station (81) for activation of the failure deployment device (603) is specifically enabled.

Abstract: An aircraft performance degradation detection system may include information sources, a central unit connected to the information sources, and a warning device that is connected to the central unit. Using information received from the information sources, the central unit computes the current weight and drag of the aircraft and computes a theoretical drag based on the current weight. The current and theoretical drags are compared, and a determination is made regarding performance degradation based on the comparison.

Abstract: The invention relates to a method of piloting a rotorcraft having a plurality of engines for driving at least one lift and propulsion rotor, in which method, so long as the rotorcraft has not reached an optimum climb speed (OCS), a pitch attitude control signal (Upitch) is determined that is adapted so that the rotorcraft accelerates in application of a profile (P1, P2, P3) that varies as a function of the elapsed time and as a function of the operating state of the engines (OEI/AEO).

Abstract: A routing tool is disclosed. In one embodiment, the method and system include receiving flight data and geographic data in the aircraft, and generating route data based on the flight data and the geographic data. The route data provides information about attainable landing areas for the aircraft.

Abstract: A method of and a system for controlling personal air vehicle (PAV) traffic provides a take-off-and-landing zone, and a forward flight zone. The take-off-and-landing zone may be from the ground up to a first altitude. The forward flight zone may be from the first altitude up to a second altitude. A maximum airspeed is provided in the take-off-and-landing zone. Minimum and maximum airspeeds are provided in the forward flight zone. In the forward flight zone there is a single heading for each altitude. Any change in heading must be accompanied by a change in altitude.

Abstract: A monitoring system for alerting pilots of aircraft or operators of vehicles when the aircraft or vehicle is approaching a geographical feature of interest, such as a runway, includes a database including at least one geo-referenced chart; a processor; a positioning system configured to identify at least one of the position, heading, track and velocity of the vehicle, and transmit such data to the processor; and a display unit configured to display the present position of the aircraft on the at least one geo-referenced chart. After receiving the position, heading, track and/or velocity data, the processor determines whether the aircraft has entered a containment area associated with a geographical feature of interest, and if so, provides a visible notification to the pilot or operator, which may comprise a change in display of the geographical feature of interest.

Abstract: It is an object of the present invention to provide a system that is used to provide support so that a pilot can perform flight operations that reduce noise pollution, by devising this system so that noise conditions on the ground are calculated and displayed on the basis of map information for the flight area in which facilities and the like are described, environmental conditions in the flight area such as the wind direction and wind velocity, or the temperature and density of the atmosphere, and noise generation data for the aircraft itself.

Abstract: The present invention relates to a standby instrument for the instrument panel for use on aircraft. The standby instrument comprising means for calculating and displaying flight information based on data supplied by devices incorporated in a standby system, comprises means of calculating a representation of the devices and their links and means of displaying this representation (51-58), the means of calculating the representation indicating an unavailability (50) of the data supplied by a device (53). The invention is particularly applicable for reducing repair times or the detections of false failures on standby instruments incorporated in the instrument panel of an aircraft. More generally, it is applicable for facilitating and ensuring the reliability of the maintenance of such a standby instrument.

Abstract: A portable communication device detects a current speed of travel of the portable communication device independent of any vehicle temporarily transporting the portable communication device. A speed based setting controller of the portable communication device compares the current speed to at least one threshold value set at the portable communication device. Responsive to the current speed exceeding the threshold value, the speed based setting controller automatically assigns a separate speed based setting to a current setting for each feature assigned to the threshold value, wherein each current setting for each feature designates the operability of that feature within the portable communication device, such that the current setting for each feature adjusts with a speed of travel as detected by the portable communication device.

Abstract: An airborne windshear detection and warning system includes a pitot tube for detecting the airspeed of an aircraft and an angle of attack vane for detecting an aircraft's angle of attack. Signals are generated and fed to a signal processor for determining a relationship between the airspeed and the aircraft's angle of attack. A signal indicative of the aircraft's normal relationship plus or minus a preselected value is also input into the signal processor. Then when the actual relationship exceeds the normal value plus or minus the preselected value for a preselected period of time, a signal is generated by the signal processor and is an indication of a hazardous windshear. A warning is then given to the pilot to take immediate corrective action.

Abstract: A flight instrument and associated method where vertical speed information is combined with gyro information to produce gyro enhanced vertical speed information that is displayed to a pilot. The gyro information may include a pitch rate gyro and may include an azimuth rate gyro. The pitch rate gyro and azimuth rate gyro may be combined to yield a corrected pitch rate in turns. In one embodiment, the display is an airplane symbol that moves relative to a horizon line responsive to the gyro enhanced vertical speed information. The horizon line may also tilt in response to the azimuth rate gyro.

Abstract: Measurement of a spatial velocity vector in order to make determination of a geographical position possible. A spatial velocity meter includes an inertial measurement unit, a direction-sensing module and a velocity processor. The inertial measurement unit registers acceleration parameters and angular velocity parameters in three dimensions. The direction-sensing module registers a natural reference signal. The velocity processor receives the acceleration parameters, the angular velocity parameters and the natural reference signal, and based thereon, generates the spatial velocity vector.

Abstract: A system for supervising the speed of at least one engine of an aircraft includes three independent information sources determining first, second and third values for an aerodynamic parameter of the aircraft and precision information indicating the precision of these values. A control unit acts on the operation of the engine, and a sensor measures a fourth value for the parameter. An arithmetic unit selects a control value by using the first, second, third and fourth values of the aerodynamic parameter and the precision information and uses the control value to determine a control sequence for the control unit. An information transmission network, to which the three independent information sources and the arithmetic unit are connected, permits a transmission of information between the sources of information and the arithmetic unit.

Abstract: A method of estimating the airspeed of an aircraft during low airspeed conditions includes measuring a negative impact pressure using a pitot-static probe on the aircraft. Then, the method includes estimating a non-zero airspeed of the aircraft as a function of the measured negative impact pressure.

Abstract: A method and apparatus is disclosed for displaying a dynamic parameter of an aircraft, the apparatus comprises a display unit receiving a display signal and displaying a scale that changes dynamically and non-linearly in accordance with a selected display algorithm, the display unit further displaying a pointer pointing to said scale in accordance with a reading of said dynamic parameter, thereby emphasizing a range of said reading of said dynamic parameter.

Abstract: A system and method are provided for precisely adjusting individual aircraft airspeed system in order to provide more accurate cruise Indicated Airspeed (IAS). The system includes a flight data computer, an autopilot, and airspeed displays. The flight data computer includes a first component that records in-service data to determine actual fuel mileage for the aircraft for comparison to a production rating fuel mileage. The flight data computer also includes a user interface that allows a user to set a Mach trim value based on the comparison and a third component that adjusts indicated airspeed based on the determined Mach trim value. The autopilot and airspeed displays receive the adjusted indicated airspeed.

Abstract: Apparatus for controlling the power output efficiency of a power generation system based on an operator input. A processor is coupled to the input means and (i) receives the generated operator command, (ii) receives a plurality of detected ambient air conditions, (iii) receives a plurality of detected engine performance parameters, (iv) determines first and second engine control commands based on the received pilot thrust command, the detected ambient environmental conditions, and the engine performance parameters, and (v) outputs control commands to optimize the efficiency of the power generation system.

Abstract: A flight guidance system providing perspective flight guidance symbology using positioning and terrain information provides increased pilot situational awareness of the pilot's aircraft. The guidance system uses a positioning system and a detailed mapping system to provide a perspective display for use in an aircraft. A precision pathway flight guidance (PFG) symbology set is thereby displayed on a pilot display. The PFG symbology set includes broken line symbols representing an open tunnel and providing flow field data, a half-bracket symbol to indicate that the aircraft is no longer in the open tunnel represented by the broken line symbols and a quickened flight path vector (QFPV) symbol to provide the pilot with predictive flight path information. A flight director system and tunnel generator component provide for updating the displayed PDFG symbology set based upon current aircraft conditions (e.g., aircraft position) and stored flight path information.

Abstract: A method and apparatus for varying the washout of a wing such that induced drag is minimized during a flight. The washout is varied pursuant to an optimized twist distribution that depends on the wing planform and an optimized twist amount which depends, at least in part, upon the operating conditions, including those parameters used to determine the lift coefficient. The optimum twist may be employed by geometric or aerodynamic twist, including full spanwise control surfaces used to simultaneously provide roll control, high-lift and minimum induced drag. The optimum twist may also be employed be twisting just a portion of the wing or the entire wing, either geometrically or aerodynamically.

Abstract: The invention detects loft time and/or speed of a vehicle and/or person during activities of moving and jumping. A loft sensor detects leaving the ground and returning to the ground. A microprocessor subsystem converts the sensed information to determine a loft time. A display shows the recorded loft time to a user of the system. A speed sensor can detect speed for selective display to the user, and height may also be determined during airtime.

Abstract: A position keeping system, useable to maintain a position of a vehicle in a vehicle formation, to keep all formation members flying at a specified velocity and altitude, and to perform commanded maneuvers, determines guidance corrections based on a track state referenced to a leader or a virtual leader of the formation and on a formation position error indicating the error in the position of the vehicle in the formation. The guidance corrections are required so as to maintain the vehicles in the formation.

Abstract: A system and associated method where a vertical flight dynamic sensor is stabilized using pitch rate gyro information combined with azimuth rate gyro information corrected by scaling the azimuth rate gyro information in accordance with feedback derived from the difference between the vertical flight dynamic sensor signal and the corrected vertical flight dynamic output. In one embodiment, the vertical flighy dynamic sensor may be a vertical speed sensor. In another embodiment, the vertical flight dynamic sensor may be a pitch attitude sensor derived from the difference between an inertial based acceleration signal and a velocity based acceleration signal. The velocity based acceleration signal may be based on airspeed or GPS velocity.

Abstract: A process for estimating the vertical speed of a rotary wing aircraft may include integrating the sum of: (1) a first component corresponding to a vertical acceleration measurement and (2) a second component obtained from the difference between: (a) a first value incorporating a barometric measurement and (b) a second value incorporating a previous estimation of the vertical speed. The second component is derived from the difference between the first and second values by clipping this difference to eliminate, as appropriate, the part of the difference which is greater, in absolute value, than a predetermined value.

Abstract: The device (1) for aiding piloting comprises means (2) for determining a speed vector of the aircraft, means of depiction (4) for presenting on a display screen (6) a first characteristic sign illustrating the speed vector of the aircraft, and auxiliary means (7) for determining at least one longitudinal margin of maneuver of the aircraft, which is expressed as a load factor and which relates to one of the two maneuvers of pitch-up and of pitch-down of the aircraft. The means of depiction (4) moreover present, on the display screen (6), at least one second characteristic sign which is associated with said first characteristic sign and which illustrates the longitudinal margin of maneuver.

Abstract: A system of self-organizing mobile robotic agents (MRAs) in a multi-robotic system (MRS) is disclosed. MRAs cooperate, learn and interact with the environment. The system uses various AI technologies including genetic algorithms, genetic programming and evolving artificial neural networks to develop emergent dynamic behaviors. The collective behaviors of autonomous intelligent robotic agents are applied to numerous applications. The system uses hybrid control architectures. The system also develops dynamic coalitions of groups of autonomous MRAs for formation and reformation in order to perform complex tasks.

Abstract: In an aircraft flight instrument display system having a display screen for displaying flight information, an airspeed indicator is displayed in a vertical tape format, and has a low speed range indicator with a low speed range identified on the airspeed indicator by highlighting the low speed range, and has at least a settable indicator within the low speed range indicating a critical airspeed. The low speed range indicator and the critical airspeed indicator are both set with only manual inputs.

Abstract: A system allowing for an integrated flight loads balancing process at one or more time instances of a flight maneuver of an aircraft includes a processor and a plurality of resources. Additionally, the system includes a resource integration program that is executable by the processor. Upon execution by the processor, the resource integration program operates to integrate the plurality of resources so that the integrated resources are accessible to the system while balancing the flight loads at the one or more time instances.

Abstract: A method and apparatus for conducting proximity operations is disclosed. The method called inverser proximity operations includes maneuvering an active vehicle into general proximity to a target vehicle, transmitting from the target vehicle to the active vehicle data representing relative position and velocity between the target vehicle and the active vehicle, and maneuvering the active vehicle in accordance with the data to effect a desired proximity operation. Another method called distributed proximity operations includes maneuvering a carrier vehicle into general proximity to a target vehicle, releasing one or more active vehicles from the carrier vehicle, transmitting from the carrier vehicle to the active vehicle(s) data representing relative position and velocity between the target vehicle and the active vehicle, and maneuvering the active vehicle(s) in accordance with the data to effect a desired proximity operation.

Abstract: In an electronic control system, three-dimensional data sets (data cubes L11-L14) for different power-limiting engine parameters are stored at different engine ratings for setting a respective maximum engine power in relation to flight altitude (ALT), ambient temperature (DTAMB) and flight Mach number (MN) to separately calculate a maximum power corresponding to each parameter. For power reduction due to air bleed, corresponding separate data cubes (L21-L24) are stored. In a comparator, the respective smallest power reduction value is determined and, subsequently, the fuel supply is set according to that power reduction value. Under conforming boundary conditions, the same data cubes (L24) can be stored for different engine ratings. The system requires low storage capacity and low calculating effort.

Abstract: A system and method are provided for precisely adjusting individual aircraft airspeed system in order to provide more accurate cruise Indicated Airspeed (IAS). The system includes a flight data computer, an autopilot, and airspeed displays. The flight data computer includes a first component that records in-service data to determine actual fuel mileage for the aircraft for comparison to a production rating fuel mileage. The flight data computer also includes a user interface that allows a user to set a Mach trim value based on the comparison and a third component that adjusts indicated airspeed based on the determined Mach trim value. The autopilot and airspeed displays receive the adjusted indicated airspeed.

Abstract: A context-responsive display system for use in a vehicle. The display system includes a dashboard display positioned in front of a driver of the vehicle and adapted to display graphic user interface elements in a predetermined graphic composition providing information to the driver regarding operation of devices in the vehicle. The display system also includes a processor coupled to receive signals from the devices in the vehicle and to drive the display responsive thereto, and to alter the graphic composition of the display responsive to a selected input to the processor.

Abstract: A method of estimating the airspeed of an aircraft during low airspeed conditions includes measuring a negative impact pressure using a pitot-static probe on the aircraft. Then, the method includes estimating a non-zero airspeed of the aircraft as a function of the measured negative impact pressure.

Abstract: An aircraft system for reducing the airspeed of an aircraft as it passes through a preselected altitude includes an automatic throttle system including a computer, a device for inputting a preselected altitude and a preselected airspeed into the computer. An altimeter provides the current altitude of the aircraft and an aircraft instrument provides the current air speed and the vertical speed of the aircraft. The computer in response to the current altitude and vertical speed of the aircraft generates a signal to retard the throttles when the current altitude, the current air speed of the aircraft is equal to 2 times the vertical speed plus a preselected altitude.

Abstract: A flight information display for the flight deck of an aircraft showing a pictorial side view of the flight path or the area directly in front of the aircraft area having a selected distance of at least 0.5 nautical miles, comprising (a) a pictorial representation to scale of the profile of the highest elevations of a swath of terrain along said path or area, (b) an icon positioned on the left or right side of the display representing the aircraft, the altitude of which is to scale with the height of the terrain, and (c) an altitude reference scale; wherein the width of the swath is at least 0.1 nautical miles and no greater than the distance of the minimum accuracy of the means for determining the aircraft's location.

Abstract: A system and method for detecting if a UAV is operating within its flight envelope. The invention includes defining the flight envelope of the UAV. The operating state of the UAV is identified from a present time to a future elapsed time. The invention determines if the UAV will be within its flight envelope at the end of the elapsed time in the future. It can then command the UAV to maintain operation within the flight envelope if the operating state determined is outside the flight envelope.

Abstract: The pilot's awareness of the aircraft's state is enhanced by supplementing the flight modes area (FMA) in the upper region of the primary flight display (PFD) with additional annunciators. The FMA in the present invention displays, in the active lateral modes region, the name of the waypoint the aircraft is flying towards and, if the waypoint is part of a published procedure, the procedure name is displayed in this area. Moreover, if the controls of the aircraft are set for a specific target, then the target, along with the mode annunciators, are displayed in the active vertical modes region of the FMA. Furthermore, if the aircraft starts to deviate from the preselected altitude, the pilot is alerted of the uncoordinated condition by a CHECK ASEL annunciation which is displayed in the lower center region of the FMA, namely below the autopilot (AP) annunciator.

Abstract: Device and system for the automatic control of a helicopter. The automatic control device (6) comprises a vertical objective law (A) in respect of the pitching axis, which automatically determines a control command (UT1) for operating the tilting of the disk of main rotor of the helicopter, a speed limitation law (B) for limiting the airspeed of the helicopter with respect to at least one limit value, detection means (10) for automatically detecting whether the airspeed reaches the limit value, and toggling means (11) for, in order to select the objective law (A, B) whose control command (UT1, UT2) is used for the pitching axis, automatically toggling from the first law (A) to the second law (B), when the detection means (10) detect that the airspeed has reached the limit value.

Abstract: Process and device for estimating at least the vertical speed of an aircraft, in particular of a rotary wing aircraft.

Abstract: Wind direction relative to an aircraft, wind speed and left/right wind correction angle data are derived and serially transmitted to an instrument panel indicator which simultaneously displays such data in a graphic visual format. A simple 2-wire interface provides both power and data to the indicator which includes on-board data processing/display driver capability on one side of a PCB with the driven display elements on the other side of the PCB. The entire integrated driver display unit can be made quite small and adhesively mounted in virtually any desired location (e.g., even on a portion of another instrument face) and connected to the power/data source via an almost transparent 2-conductor umbilical connection.

Abstract: An apparatus, method and computer program product for suppressing an alert generated by a terrain awareness system rotary wing aircraft of potentially hazardous proximity to terrain also reduces nuisance warnings and provides a terrain display consistent with the unique performance capabilities of such aircraft.

Abstract: Method and system for determining an optimal route for an aircraft moving between first and second waypoints in a general wind environment. A selected first wind environment is analyzed for which a nominal solution can be determined. A second wind environment is then incorporated; and a neighboring optimal control (NOC) analysis is performed to estimate an optimal route for the second wind environment. In particular examples with flight distances of 2500 and 6000 nautical miles in the presence of constant or piecewise linearly varying winds, the difference in flight time between a nominal solution and an optimal solution is 3.4 to 5 percent. Constant or variable winds and aircraft speeds can be used. Updated second wind environment information can be provided and used to obtain an updated optimal route.

Abstract: In an iterative method of determining aircraft flight data parameters using first and second multi-function probes, an assumed value of a first aircraft parameter is defined to be equal to an initial value. Using the assumed value of the first aircraft parameter together with the respective local angles of attack determined at first and second multi-function probes, first and second estimates of a second aircraft parameter are calculated and compared. If the first and second estimates of the second aircraft parameter are within tolerance of each other, then the first aircraft parameter is approximately equal to the assumed value, and the second aircraft parameter is determined from the first and second estimates. If the first and second estimates of the second aircraft parameter are not within tolerance of each other, then an iterative process is continued to correctly determine the first and second parameters.

Abstract: A vehicle path controller for vehicles whose path is influenced by a moving current and has manual or automatic path steering based on a steering signal (v) supplied to a servo device (102) for executing steering movements. Set path data and actual path data relative to an earth based coordinate system are supplied to the path controller (101), the actual path data being supplied by a navigation system (110). The steering signal (v) is derived from a comparison of the set path data with the actual path data and is based on a control function relating steering value (v) and deviation (&Dgr;&khgr;) of an actual path azimuth angle (&khgr;) from a set path azimuth angle (&khgr;S). The steering value (v) produces a signal (101b) for a servo device (102).

Abstract: Processing GPS signals received at moving targets and at a fixed location near instrumentation associated with timing and recording an event allows the determination of instantaneous target position to be made without a requirement for additional active tracking. An example is the recording and display of a test event involving a missile intercepting a target. The missile, target, and an instrumentation site all receive GPS signals. The signals are time tagged and the data contained thereon verified by a source and forwarded from each platform to a ground station. The data is correlated with other test data to provide a real time record and display of the missile intercepting the target. Both Time Space Position Information (TSPI) and Miss Distance Indication (MDI) are derived to a very high degree of accuracy using double difference error correction techniques. Both absolute and relative position information can be derived.

Abstract: The preparation of an avoidance path in the horizontal plane so that an aircraft can resolve a conflict of routes with another aircraft that entails a risk of collision within 5 to 10 minutes. This avoidance path minimizes the negative effects of the resultant route diversion on the flight plan of the aircraft. A method prepares an avoidance path with two parts. The first part is an evasive part with an initial heading such that the threatening aircraft takes a path, in relation to the threatened aircraft, that is tangential, on one side or the other, to the edges of the angle at which the threatening aircraft perceives a circle of protection plotted around the threatened aircraft. The radius of this circle of protection is equal to a minimum permissible separation distance. The second part of the evasive path is that of homing in on the initial route. This method of preparing an avoidance path can be implemented by a flight management computer.

Abstract: A parent unit is provided having: a precedent base for accumulating data from child units; an element data determination unit for processing the data into element data; an element data classification unit for creating a classification; an element data change classification unit for determining which classification the element data belongs to, and calculates transition probabilities among the classifications, and a display unit for displaying data. The child unit collects air current data, processes the data, obtains the transition probabilities, and calculates a probability of encountering air turbulence. The child unit then displays certain data when the probability of encountering air turbulence satisfies predetermined conditions.

Abstract: Airspeed direct sensing transducer apparatus in a system where fast response gust sensors are aircraft wing mounted, each gust sensor mounted on opposite wing halves feeding the absolute value of low-pass filtered direct sensed airstream gust cross-component signals to a difference amplifier providing an electrical indication when one side of the aircraft “sees” disturbed or turbulent air as may be encountered when an aircraft trailing wake-vortex or similar hazardous atmospheric disturbance is approached. This enables the pilot to take evasive action to mitigate or avoid the turbulence disturbance, enhancing free flight aircraft operation.

Abstract: A method and system for automatic flight envelope protection to reduce damage and mishap rates of vehicles. The method and system generally include receiving a mission command from a mission management system that contains a predetermined flight mission; evaluating whether executing the command will maintain the vehicle within a flight envelope; modifying the command to one when executed will maintain the vehicle within the flight envelope, if otherwise; replanning and updating the mission pursuant to the command; sending the command to a flight control center; measuring the vehicle's state to determine if the command was executed as planned, and finally obtaining a next mission command.

Abstract: The present invention is a method of deriving a ground speed of an aircraft on a descent along a flight path. A vertical speed signal is produced as a function of an altitude signal and a vertical acceleration signal. The vertical speed signal is transformed to a nominal ground speed signal based upon a glide slope defined by a glide slope beam. A correction is produced based on a glide slope deviation rate representative of deviation of the aircraft from the glide slope. The nominal ground speed signal is corrected with the correction to produce a corrected ground speed signal. The corrected ground speed signal is filtered with a horizontal acceleration signal and a runway heading signal to produce a smoothed ground speed signal.

Abstract: A ground proximity warning system, method and computer program product are provided that controllably alter the base width of the alert envelope in order to accommodate uncertainties associated with the current position of the aircraft. In one embodiment, the ground proximity warning system, method and computer program product controllably alter the base width of the alert envelope depending upon an error value, i.e., an uncertainty, associated with the current position of the aircraft. Since the error value associated with the current position of the aircraft is largely dependent upon the type of navigation equipment onboard the aircraft, the ground proximity warning system, method and computer program product of another embodiment controllably alter the base width of the alert envelope depending upon the type of navigation equipment that provides the current position of the aircraft.