The invention relates to an electronic device generating a flight plan for an aircraft, comprising: a display module configured for displaying two flight plans simultaneously and for each flight plan, for viewing, the common elements and distinct elements with regard to the other flight plan. an acquisition module configured for acquiring a copy command. a copying module configured for copying at least one of the distinct elements from one of the two flight plans to the other flight plan based on the copy command; and a processing module configured for generating a new flight plan based on the target flight plan and the distinct element or elements which were copied.

A computer for an aircraft includes a dock part installed fixedly in the aircraft: configured so as to be connected to at least one avionics equipment by way of a bidirectional data bus, comprising a docking station, a server part installed removably on the docking station of the dock part, configured so as to exchange data and signals with the dock part through a connector, and configured so as to be connected to at least one non-avionics equipment through at least one communications link, the dock part being configured so as to implement a pairing mechanism with the server part in order to authorize or prevent the transmission of data between the server part and said at least one avionics equipment.

Systems and methods providing an actionable cockpit in an aircraft. The actionable cockpit is a flight control system/method that includes a human machine interface (HMI) in the cockpit of the aircraft. The actionable cockpit is configured to effectively convert one or more non-interactive charts/pages and non-interactive windows and webpages displayed by pilots into interactive versions of themselves, and, to respond to pilot selections on the interactive versions by transferring selected information seamlessly between the multiple sources/applications. Additionally, embodiments of the actionable cockpit can map the pilot selections to an intended concept or target avionic system, suggest possible follow up actions related to the concept, and automatically begin an action when it is selected.

Various embodiments of a system and method for a quantitative approach and departure risk assessment are described. In one example, the system includes program instructions executable in the computing device that, when executed by the computing device, cause the computing device to: obtain a nominal flight path of an aircraft, calculate a potential crash area for a section of the nominal flight path based on a failure mode, calculate risk values based on a population data of a geographical area traveled corresponding to the nominal flight path, and display the calculated risk values plotted on a map of at least a section of the geographical area traveled corresponding to the nominal flight path. Other examples include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

A vision-based navigation system (e.g., for aircraft on approach to a runway) captures via camera 2D images of the runway environment in an image plane. The vision-based navigation system stores a constellation database of runway features and their nominal 3D position information in a constellation plane. Image processors detect within the captured images 2D features potentially corresponding to the constellation features. The vision-based navigation system estimates optical pose of the camera in the constellation plane by aligning the image plane and constellation plane into a common domain, e.g., via orthocorrection of detected image features into the constellation plane or reprojection of constellation features into the image plane. Based on the common-domain plane, the vision-based navigational system generates candidate correspondence maps (CMAP) of constellation features mapped to the image features with high-confidence error bounding, from which optical pose of the camera or aircraft can be estimated.

A system and method for high-confidence error overbounding of multiple optical pose solutions receives a set of candidate correspondences between 2D image features captured by an aircraft camera and 3D constellation features including at least one ambiguous correspondence. A candidate estimate of the optical pose of the camera is determined for each of a set of candidate correspondence maps (CMAP), each CMAP resolving the ambiguities differently. Each candidate pose estimate is evaluated for viability and any non-viable estimates eliminated. An individual error bound is determined for each viable candidate pose estimate and CMAP, and based on the set of individual error bounds a multiple-pose containment error bound is determined, bounding with high confidence the set of candidate CMAPs and multiple pose estimates where at least one is correct. The containment error bound may be evaluated for accuracy as required for flight operations performed by aircraft-based instruments and systems.

A system and method for high-confidence error overbounding of multiple optical pose solutions receives a set of candidate correspondences between 2D image features captured by an aircraft camera and 3D constellation features including at least one ambiguous correspondence. A candidate estimate of the optical pose of the camera is determined for each of a set of candidate correspondence maps (CMAP), each CMAP resolving the ambiguities differently. Each candidate pose estimate is evaluated for viability and any non-viable estimates eliminated. An individual error bound is determined for each viable candidate pose estimate and CMAP, and based on the set of individual error bounds a multiple-pose containment error bound is determined, bounding with high confidence the set of candidate CMAPs and multiple pose estimates where at least one is correct. The containment error bound may be evaluated for accuracy as required for flight operations performed by aircraft-based instruments and systems.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft may be noisy. To accommodate this, the aircraft may utilize onboard sensors, offboard sensing, network, and predictive temporal data for noise signature mitigation. By building a composite understanding of real data offboard the aircraft, the aircraft can make adjustments to the way it is flying and verify this against a predicted noise signature (via computational methods) to reduce environmental impact. This might be realized via a change in translative speed, propeller speed, or choices in propulsor usage (e.g., a quiet propulsor vs. a high thrust, noisier propulsor). These noise mitigation actions may also be decided at the network level rather than the vehicle level to balance concerns across a city and relieve computing constraints on the aircraft.

Techniques are disclosed for real-time mapping in a movable object environment. A system for real-time mapping in a movable object environment, may include at least one movable object including a computing device, a scanning sensor electronically coupled to the computing device, and a positioning sensor electronically coupled to the computing device. The system may further include a client device in communication with the at least one movable object, the client device including a visualization application which is configured to receive point cloud data from the scanning sensor and position data from the positioning sensor, record the point cloud data and the position data to a storage location, generate a real-time visualization of the point cloud data and the position data as it is received, and display the real-time visualization using a user interface provided by the visualization application.

The invention relates to an electronic display device on board an aircraft capable of landing or maintaining a hover above a landing zone and comprising: a module for calculating a distance between the aircraft and the landing zone according to a horizontal direction and for determining a height of the aircraft; and a module for displaying an exocentric aircraft symbol, positioned at a distance said exocentric from the aircraft according to an exocentric direction and at a height difference said exocentric relative to the aircraft, the display module being further configured to display an exocentric landing zone symbol, positioned at a distance from the landing zone equal to the exocentric distance according to the exocentric direction and at the same height as the exocentric aircraft symbol.