Abstract: A drone system has a camera mounted to a frame of a drone, the camera configured to acquire image data upon receipt of a signal from a flight controller and a precision location device configured for continuously obtaining location data. Additionally, the drone system has a computing device configured for receiving a signal indicating that an image has been acquired, the computing device configured for transmitting a signal to a precision location device indicating that an image has been acquired, and the precision location device is further configured to record event data associated with a time indicating when the image was acquired.

Abstract: An unmanned aerial vehicle is disclosed. The unmanned aerial vehicle includes a memory, a sensor unit, a camera, a moving unit, and a processor. The sensor unit is configured to sense the unmanned aerial vehicle or a surrounding object. The camera configured to take an image. The moving unit configured to generate power to move the unmanned aerial vehicle. The processor is configured to determine whether a user makes contact with the unmanned aerial vehicle. The processor is also configured to control the moving unit to allow the unmanned aerial vehicle to hover at a second location when the unmanned aerial vehicle is moved from a first location to the second location by an external force of a predetermined magnitude or greater while the contact is maintained.

Abstract: Disclosed are an aerial image acquisition method and a system for investigating a traffic accident site by an unmanned aerial vehicle. The method comprises selecting a corresponding unmanned aerial vehicle low-altitude shooting scheme of traffic accident site according to whether three-dimensional site reconstruction or site animation simulation is needed; selecting and calculating shooting parameters of the unmanned aerial vehicle according to the unmanned aerial vehicle low-altitude shooting scheme selected; and shooting the traffic accident site according to the unmanned aerial vehicle low-altitude shooting scheme selected and the shooting parameters of the unmanned aerial vehicle, to obtain an aerial image sequence of the traffic accident site.

Abstract: Disclosed is support equipment for collecting a reusable rocket, the support equipment including a plurality of supports located on a landing platform and spaced apart from one another, a contact support pad having a contacting face to contact a reusable rocket when the reusable rocket is landing, and connected to each of the supports to secure the reusable rocket, and a distance sensor configured to sense a position of the reusable rocket or the contact support pad, wherein each of the supports is configured to move the contact support pad based on information on a distance measured by the distance sensor, and the contact support pad is configured to secure the reusable rocket when the reusable rocket has landed, in order to prevent damage of the reusable rocket.

Abstract: A fly-by-wire system for a rotorcraft includes a computing device having control laws. The control laws are operable to engage a roll command or a yaw command in response to deflection of a beep switch of a pilot control assembly, wherein a roll angle for the roll command or a yaw rate for the yaw command is determined based on forward airspeed of the rotorcraft. The beep switch may be disposed on a collective control of the pilot control assembly. The control laws are further operable to disengage the roll command or the yaw command in response to the beep switch being returned from a deflected position to a neutral position. In representative aspects, the roll angle or the yaw rate may correspond to a standard rate turn (e.g., 3° per second).

Abstract: An unmanned photographing device and method thereof is provided which includes establishing a wireless connection with an external electronic device using a communication device, receiving a first signal at a first three-dimensional (3D) position from the external electronic device through the wireless connection, the first signal comprising data associated with a first image comprising a first object, determining a second 3D position based on at least part of the data and the first 3D position, controlling the unmanned photographing device to fly to or near the second 3D position, tracking a second object corresponding to the first object using a camera, and capturing a second image comprising the second object at or near the second 3D position such that the second image corresponds to the first image.

Abstract: An embodiment includes at least one computer readable storage medium comprising instructions that when executed enable a system to: receive (a)(i) first radio signal location data for a first object from a radio sensor; and (a)(ii) first visual signal location data for the first object from a camera sensor; perform feature extraction on (b)(i) the first radio signal location data to determine first extracted radio signal features; and (b)(ii) the first visual signal location data to determine first extracted visual signal features; solve a first association problem between the first extracted radio signal features and the first extracted visual signal features to determine first fused location data; and store the first fused location data in the at least one computer readable storage medium. Other embodiments are described herein.

Abstract: This disclosure describes systems, methods, and apparatus for automating the verification of aerial vehicle sensors as part of a pre-flight, flight departure, in-transit flight, and/or delivery destination calibration verification process. At different stages, aerial vehicle sensors may obtain sensor measurements about objects within an environment, the obtained measurements may be processed to determine information about the object, as presented in the measurements, and the processed information may be compared with the actual information about the object to determine a variation or difference between the information. If the variation is within a tolerance range, the sensor may be auto adjusted and operation of the aerial vehicle may continue. If the variation exceeds a correction range, flight of the aerial vehicle may be aborted and the aerial vehicle routed for a full sensor calibration.

Abstract: Disclosed herein are an apparatus and method for reconstructing a 3D model. The apparatus for reconstructing a 3D model includes an image acquisition unit for acquiring multi-view images by receiving image signals captured by multiple drones using cameras, a geometric calibration unit for estimating motion variables of the drones based on the acquired multi-view images, and a 3D model creation unit for reconstructing a 3D model of a dynamic object from the matched multi-view images using a multi-view stereo method.

Abstract: A system and method for displaying nowcasts along a route on a map. The system receives a map request including a departure location and a destination location from a user, and obtains map data including a route between the destination location and the departure location. A nowcaster is used for outputting nowcasts for a number of key points along the route. The system modifies the map data to include a visual indicator for each nowcast for each key point such that when the modified map data is executed on a display the nowcasts are displayed along the route between the departure location and the destination location.

Abstract: A new method of dynamic control of a rotary-wing drone in throw start includes the steps of: a) initializing a predictive-filter altitude estimator; b) the user throwing the drone in the air with the motors turned off; c) detecting the free fall state; d) upon detecting the free fall state, fast start with turn-on of the motors, open-loop activation of the altitude control means, and closed-loop activation of the attitude control means; e) after a motor response time, stabilizing the drone by closed-loop activation of the altitude control means, and closed-loop activation of the attitude control means; f) detecting a stabilization state such that the total angular speed of the drone is lower than a predetermined threshold; and g) upon detecting the stabilization state, switching to a final state in which the drone is in a stable lift condition and pilotable by the user.

Abstract: The invention generally relates to enabling the management of survey data. One embodiment includes providing an upload description that describes characteristics of survey data to be uploaded, assigning a thread to process a group of files that store aspects of the survey data, dividing the file into data chunks, deriving from a given data chunk a corresponding data-integrity value and respectively associating the same with the given data chunk, communicating the data chunks to a remote storage device, utilizing the corresponding data-integrity values to ensure successful communication of the data chunk, and spatially storing the survey data such that it is retrievable upon a request that describes a geographic area of interest.

Abstract: An onboard flight management system in an aircraft comprises means for continuously calculating first geolocation data, from data received from at least one external geolocation device, comprising a current position and future positions of an aircraft along a trajectory sequenced in several portions and comprising second data comprising demands required by an international navigation procedure called “Required Navigation Performance”, or RNP, for all the portions of the trajectory. The management system additionally comprises a means for displaying first and second data all the way along the trajectory, the first and second data being represented graphically and simultaneously on the said display means in order to enable the pilot to anticipate the flight characteristics for the aircraft and make them converge toward the required demands of the next trajectory portion.

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: A method for detecting piloting conflicts between the crew and the autopilot of an aircraft. According to the method, an automatic trajectory is programmed by checking whether the actual values of navigation parameters converge on said corresponding desired values within a predetermined convergence period; in the case where at least one of the actual values does not converge, within the convergence period, on the corresponding desired value, a predictive calculation is carried out, at consecutive future moments, of the value of at least one particular parameter selected amongst the navigation parameters; and in the case where the predicted value of the particular parameter is higher than a corresponding predefined threshold, an alarm is emitted for the crew of the aircraft to notify them about a piloting conflict being able to jeopardize the flight safety of the aircraft. A device for implementing the method. An aircraft including the device.

Abstract: The invention relates to a device aboard an aircraft comprising output means configured to restore information relating to the aircraft status from aircraft systems, the device including a module providing interface between said output means and said aircraft systems, said module being configured to synthesize information from aircraft systems depending on predetermined behavior rules and to transmit said information thus synthesized to said output means.

Abstract: Methods of illustrating one or more derated takeoffs of an aircraft on a runway where such illustrations are on a flight display in a cockpit of the aircraft and are based on various information and may allow pilots to make more accurate decisions related to derated takeoffs and full thrust takeoffs of the aircraft.

Abstract: A passive entry passive start (PEPS) vehicle security system configured to activate a vehicle function when an activation signal is received. The system includes a nomadic device configured to detect a change of a magnetic field relative to the nomadic device, and emit an activation signal only if the change corresponds to walking by an operator carrying the nomadic device.

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: A highly reliable aerodynamic coefficient estimate can be computed, and computation of this aerodynamic coefficient estimate enables accurate detection of control surface failure/damage while reducing a discomfort for passengers. A deflection angle command signal generation means (5) generates a deflection angle command signal for estimating an aerodynamic coefficient indicating the aerodynamic characteristics of an airframe. A kinetic state quantity acquisition means (6) acquires a kinetic state quantity of the airframe that is obtained as a result of a control surface provided on the airframe being moved based on the deflection angle command signal. A candidate value calculation means (7) calculates candidate values for estimating the aerodynamic coefficient from the kinetic state quantity using two or more different estimations. An aerodynamic coefficient estimate determination means (8) determines an aerodynamic coefficient estimate based on the candidate values.

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: Method and device for an optimal management of the energy of an aircraft. The device (1) includes means (5) for determining, in an iterative manner, according to a predicted energy state and according to a management strategy, optimal commands of means (S1,S2, S3, S4, S5, S6) for controlling the energy of the aircraft, which allow the aircraft to reach a given point of a trajectory in a given operational state.

Abstract: Systems and methods for managing the exchange of vehicle information between software modules with different safety importance. In one embodiment, a vehicle health management system includes a mission critical software module, a flight critical software module and a gatekeeper. The mission critical software module receives vehicle state information and provides it to the flight critical software module if the gatekeeper confirms the validity of the vehicle information.

Abstract: A hybrid vehicle electronic control unit (HV-ECU) includes a communication unit and a retransmission control unit. The communication unit performs a retransmitting process of data when a transmission error of the data is detected. The retransmission control unit inhibits the retransmitting process in a corresponding communication period and releases the retransmitting process when the corresponding communication period ends and the next communication period starts if the number of times that a transmission error is detected in a predetermined communication period is larger than a transmission stop determination threshold value.

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: 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: 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: A schematic display for presenting vertical navigation (VNAV) data is disclosed. A planned route such as a flight plan is divided into a series of VNAV legs, and only a VNAV schematic that corresponds to the active VNAV leg is displayed. The VNAV schematic in accordance with the present disclosure is a profile-view schematic for the active VNAV leg, providing a visual representation indicating the locations of the upcoming Top of Climb (TOC) or Top of Descent (TOD). Additional VNAV data may also be presented to provide content context. Since the schematic display in accordance with the present disclosure only displays VNAV data relevant to the active VNAV leg at a given time, the complexities associated with displaying the VNAV schematic is reduced, making the VNAV data easy to read and understand.

Abstract: One variation of a method for imaging an area of interest includes: within a user interface, receiving a selection for a set of interest points on a digital map of a physical area and receiving a selection for a resolution of a geospatial map; identifying a ground area corresponding to the set of interest points for imaging during a mission; generating a flight path over the ground area for execution by an unmanned aerial vehicle during the mission; setting an altitude for the unmanned aerial vehicle along the flight path based on the selection for the resolution of the geospatial map and an optical system arranged within the unmanned aerial vehicle; setting a geospatial accuracy requirement for the mission based on the selection for the mission type; and assembling a set of images captured by the unmanned aerial vehicle during the mission into the geospatial map.

Abstract: An airspace complexity reducing system is provided. The airspace complexity reducing system has a data storage device including data describing a multivariable model of an airspace complexity, the airspace complexity being a cumulative effect of factors that influence a system user's ability to manage aircraft in an associated airspace. The airspace complexity reducing system also has a selecting module configured to select a variable from a plurality of variables of the multivariable model and determine an amount by which to modify the selected variable to achieve a predetermined airspace complexity value. In addition, the airspace complexity reducing system has a suggestion module configured to determine a modification to the airspace that results in the determined variable modification and transmit the determined course of action to the system user.

Abstract: A power electronic control circuitry device comprises the following intercommunicating distinct hardware physical entities: a digital microcontroller unit (UNMC) for managing the operation of the device, hardened to withstand the effects of radiations in space; a digital fast regulation unit (UNRR) for controlling priority and real-time processes, hardened to withstand the effects of radiations in space; a digital communication unit (UNC) for communications external to the device, hardened to withstand the effects of radiations in space; a digital tracing and debugging unit (UNTD) for detecting errors in the design of the device; and a digital non-volatile memory (MRN) for storing information representative of the initial configuration of the device, hardened to withstand the effects of radiations in space.

Abstract: A vertical situation display system for use in a vehicle such as, for example, an aircraft, is provided. A side view of an intended route of flight may be shown with altitude restrictions, airspace and instrument approach information, a projected flight path and range to airspeed symbol. The system may show terrain, weather, and traffic information along the intended route of flight. The system may be used in conjunction with a navigational display to enhance situational awareness. The system includes a computer, an electronic display device, an electronic entry device, a memory and a database. The database may contain terrain, airspace and flight planning data and may be updatable.

Abstract: The invention relates to a flight management system for aircraft which makes it possible to carry out tests of the results of the calculations of the main functions for formulating the flight plans and trajectories of the aircraft making it possible to anticipate errors in this formulation, to present them to the crew as a function of criticality criteria, to store them so as to be communicated and processed by the maintenance teams.

Abstract: The present invention relates to a method of decoupling the mode of automatic following of the lateral profile and the mode of automatic following of the vertical profile of an automatic guidance system of an aircraft (A) flying on a reference trajectory (T). The mode of automatic following of the vertical profile is not disengaged immediately on disengaging the mode of automatic following of the lateral profile. After disengaging the mode of automatic following of the lateral profile, the mode of automatic following of the vertical profile is disengaged automatically only if at least one criterion of lateral separation between the current or short-term position of the aircraft and the lateral profile corresponding to the reference trajectory is satisfied, having regard to the position error.

Abstract: A method and apparatus for managing a touch screen system. Data generated by an acceleration detector about acceleration of the touch screen system is received. The acceleration detector is located within the touch screen system. An action is initiated by an input manager when the acceleration of the touch screen system reduces usability of the touch screen system.

Abstract: A device includes means for generating and applying to an aircraft protecting orders avoiding a flight with an excessive descent rate. More specifically, the device includes components configured to perform a series of operations including measuring the current vertical speed and the current height of the aircraft and comparing these flight parameters with a safety envelope defining couples of vertical speed and height that are indicative of an excessive descent rate. If the current vertical speed and height are located in the safety envelope, a protection is triggered by generating protecting orders to remove the aircraft from the safety envelope and applying those protecting orders to control surfaces of the aircraft.

Abstract: A method and apparatus for managing a flight of a rotorcraft. Parameters for the flight of the rotorcraft are identified. A number of regions, above a terrain, to be avoided by the rotorcraft during the flight of the rotorcraft over the terrain are identified using the parameters for the flight of the rotorcraft. Information about the number of regions is displayed on a display device during the flight of the rotorcraft.

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

Abstract: The invention relates to a meteorological modelling method for calculating an aircraft flight plan, the aircraft comprising a communication means and a navigation management system. The method comprises at least the following steps: the communication means carries out the acquisition of meteorological prediction data related to waypoints in proximity to the nominal route in addition to the waypoints belonging to the nominal route, the navigation management system allocates by projection onto the current route of the aircraft the prediction data for the said waypoints not belonging to the current route, the navigation management system calculates the meteorological prediction data for the waypoints of the current route of the flight plan according to the prediction data allocated by projection onto the current route of the aircraft. The invention is a modelling method for aircraft navigation management systems.

Abstract: An exemplary embodiment relates to an aircraft system for detecting wires. The system includes a processor configured to actively sense a presence of a first object and a second object. The processor determines a location of the first object and the second object. The processor determines a potential location of a wire between the first object and the second object. The processor actively senses the wire by providing electromagnetic energy to the potential location.

Abstract: A method for vertical gust suppression due to turbulence for an aircraft having at least one of direct lift control surfaces or pitch control surfaces. The method includes sensing atmospheric turbulence, measuring the sensed atmospheric turbulence to generate turbulence data, generating a command based on the turbulence data, and applying the command to aircraft controls to actuate the direct lift control surfaces or the pitch control surfaces based on the turbulence data. Therefore, an aircraft response to the actuation of the direct lift control surfaces or the pitch control surfaces reduces a vertical acceleration, a pitch acceleration, a pitch rate, a pitch attitude or a structural load of the aircraft due to the turbulence. Thus, the method reduces the effects of vertical gusts of wind on the aircraft, improves the comfort level for aircraft passengers and crew, and reduces diversions the aircraft may take to avoid the turbulence.

Abstract: The present invention is directed to providing takeoff rotation guidance. A takeoff rotation guidance indicator, including an aircraft reference symbol and a guidance cue, is displayed on a HUD (Head-up Display) of a HGS (Head-up Guidance System). The guidance cue is positioned in relation to the aircraft reference symbol based on a takeoff rotation pitch guidance and a takeoff rotation roll guidance. Thus, pitch and roll guidance information is simply communicated to the pilot of an aircraft. The takeoff rotation pitch guidance and the takeoff rotation roll guidance are calculated differently at different points during takeoff. In an alternative embodiment, the takeoff rotation guidance indicator includes a slip-skid symbol. The slip-skid symbol is positioned relative to aircraft reference symbol, but is displaced by the lateral acceleration of the aircraft. Thus, slip/skid guidance information is simply communicated to the pilot of an aircraft.

Abstract: There is provided an avionics system that provides several avionics functions within a single LRU. In one embodiment, the system comprises a software-configurable RF assembly, one or more processor assemblies that are configured to provide multiple TAWS/TCAS/Mode S/ADS-B/ATC functions, interfaces to allow connections to aircraft electronics and data loaders, and multipurpose antennas. In one embodiment, a common processor architecture allows generic avionics processors to be configured to operate a number of TAWS/TCAS/Mode S/ADS-B/ATC functions without the need for multiple LRUs, and software-defined RF functions allow RF circuitry that interfaces to the processors to handle current and future communication needs.

Abstract: An engine control system having an engine, a digital engine control, and a gain logic disposed within the digital engine control for use with an aircraft. The digital engine control is configured to receive and process inputs from systems within the aircraft. Gain logic uses the inputs to generate command data to regulate the performance of the engine so as to allow rotor speed deviations from a set point.

Abstract: A method for automatic control of an aircraft in event of flight crew incapacity may include determining any incapacity of the flight crew. The method may also include providing a message requiring acknowledgement from the flight crew in response determining incapacity of the flight crew. The method may additionally include commanding an auto pilot to control the aircraft in response to not receiving acknowledgement from the flight crew.

Abstract: A system and methods for generating alerts in a terrain awareness and warning system (“TAWS”) in an aircraft, using data acquired from a forward-looking radar The system comprises a forward-looking imaging device, an airport database, a navigation system, a forward-looking terrain alert (“FLTA”) processor, and a crew alerting system. The FLTA processor determines a measured clearance altitude of a highest cell within an area and compares it with a required minimum clearance altitude; if the measured altitude is equal or less than the required altitude, the crew is alerted. Alternatively, a terrain database may be used. with the FLTA processor for determining if the aircraft descends below the minimum operating altitude or is predicted to do so and then generating an alert. A method is disclosed for generating TAWS alerts using elevation angle measured by the forward-looking radar and terrain data retrieved from a terrain database.

Abstract: The guiding mode transition aiding device includes a target heading determining device and a mode transition triggering system. The target heading determining device is configured to determine a target heading which represents the heading value reached by the aircraft at the end of a procedure of folding the wings of the aircraft flat from a current operating state. The mode transition triggering system receives the target heading and compares the target heading to a desired heading to be reached by the airplane to assist with triggering a transition between a rolling angle holding mode, in which the aircraft flies with a constant rolling angle, to a heading holding mode, in which the aircraft flies with a constant heading. This device and associated methods may be used during in flight refueling operations.

Abstract: A system for providing sideslip envelope protection includes a processor for obtaining values of a sideslip envelope indicative of operating conditions of the aircraft along an axis and for estimating a sideslip angle along the axis from at least one operating condition; and a comparer for comparing the sideslip angle with the sideslip envelope to generate an output value, where the processor determines a maximum yaw rate from the output value and scales the maximum yaw rate to generate a scaled yaw rate.

Abstract: An automatic trim system and method is disclosed for automatically trimming a flight control surface of an aircraft. A force sensor measures a force applied by a pilot to a flight control system actuator. The length of time that the force is applied by the pilot is then timed by a timer. A trim system to reduce the applied force is included on the flight control surfaces. A processor determines if trim is required if a predetermined amount of time is exceeded based on the force sensor measurement. The processor can set the trim system to the trim required therein. An airspeed sensor is used to verify that the aircraft has sufficient speed for flight. A force sensor can be utilized to measure the input force being applied by the pilot. If a pilot input force is applied to the controls and the aircraft is in a steady state, a timer can be activated.

Abstract: A method for velocity profile based approach to point control for an aircraft includes determining a distance from the aircraft to a target point; determining a velocity command based on the distance to the target point and a desired acceleration; and issuing the velocity command. A velocity profile based approach to point control module for an aircraft and a computer program product comprising a computer readable storage medium containing computer code that, when executed by a computer, implements a method for velocity profile based approach to point control are also provided.