Runway awareness and advisory systems (RAAS) and methods are provided for an aircraft. A variety of alerts can be provided based on integrating FMS data with the RAAS systems.

Methods, devices, and systems for aircraft taxi route generation are described herein. One device includes a memory, and a processor to execute executable instructions stored in the memory to receive a routing plan request for an aircraft, generate, in response to receiving the routing plan request, a taxi route for the aircraft through an airfield of an airport using a rule engine, and transmit the taxi route to the aircraft, and a user interface to display a map of the airfield and the taxi route on the map of the airfield.

Methods, devices, and systems for vehicle tracking are described herein. In some examples, one or more embodiments include a computing device comprising a memory and a processor to execute instructions stored in the memory to receive tracking data for an vehicle at an airport, where the tracking data includes a data record including a number of data fields, determine whether the vehicle is being actively tracked using the tracking data, and generate a mapped data record using the tracking data to track the vehicle at the airport in response to the vehicle being actively tracked.

Devices, methods, and systems for adjusting aircraft ground movement routes are described herein. One device includes a user interface, a memory, and a processor configured to execute executable instructions stored in the memory to receive a touch selection of a portion of an aircraft ground movement route displayed in the map of the airfield and a touch drag of the selected portion of the route to a different intersection of the airfield displayed in the map, display, responsive to the selected portion of the route being touch dragged to the different intersection of the airfield, a zoomed-in view of the different intersection, receive a touch selection of a portion of the different intersection in the zoomed-in view, adjust the aircraft ground movement route according to the received touch selection of the portion of the different intersection, and display, in the map, the adjusted aircraft ground movement route.

Tracking aircraft in and near a ramp area is described herein. One method includes receiving camera image data of an aircraft while the aircraft is approaching or in the ramp area, receiving LIDAR/Radar sensor data of an aircraft while the aircraft is approaching or in the ramp area, merging the camera image data and the LIDAR/Radar sensor data into a merged data set, and wherein the merged data set includes at least one of: data for determining the position and orientation of the aircraft relative to the position and orientation of the ramp area, data for determining speed of the aircraft, data for determining direction of the aircraft, data for determining proximity of the aircraft to a particular object within the ramp area, and data for forming a three dimensional virtual model of at least a portion of the aircraft from the merged data.

In an aircraft comprising a cockpit comprising a display screen, a camera configured to acquire images of the environment of the aircraft, as well as a display management system, a ground rolling aid system configured so as to a) acquire several successive images of the environment of the aircraft via the camera, corresponding to various ground positions of the aircraft, b) modify these images by removing at least zones corresponding to the aircraft, so as to produce modified images, c) combine several of the modified images to produce a recomposed image, d) superpose an image characteristic of the aircraft on the recomposed image so as to produce a reference image, and e) display, on the cockpit display screen, an image corresponding to the reference image.

Methods and systems of determining and displaying a taxiing route on an airport moving map. The methods and systems include computer implemented steps of: deriving a location of the ground traffic with respect to taxiways or runways at an airport and a direction of travel of the ground traffic, executing a route planning algorithm for determining a route including one or more taxiways and runways from an aircraft location to the taxi destination using, as inputs, airport data from an airport mapping database, the location of the ground traffic, the direction of travel of the ground traffic, and a taxi destination, and generating a display for the display device including an airport moving map based on airport data from the airport mapping database and including a graphical depiction of the route on the airport moving map.

A method of computing an aircraft trajectory, between a departure point and an arrival point, comprises: loading the departure point and a departure angle; determining two waypoints; loading the arrival point and an arrival angle; determining two departure circles of respectively left and right type, which are tangent to the oriented departure straight line respectively on the left and on the right, and passing respectively through the waypoint of left type and through waypoint of right type; determining two arrival circles of respectively left and right type which are tangent to the oriented arrival straight line respectively on its left and on its right and passing through the arrival point; determining a plurality of continuous geometric lateral trajectories comprising an initial portion comprising a portion of a departure circle, a final portion equal to a portion of an arrival circle, and an intermediate portion.

Systems and methods are delineated in which dynamic thresholds may be employed to detect and provide alerts for potential conflicts between a vehicle and another vehicle, an object or a person in an aircraft environment. Current systems for airport conflict detection and alerting consider one or more alerting boundaries which are independent of the amount of traffic present at any one time or over the course of time. Because nuisance alerts rates depend to a large extent on the amount of traffic, and because alert detection thresholds are often set based on a desire to limit nuisance alerts to a specific threshold, adapting those thresholds based on, among other things, the amount of traffic can result in earlier alerting in some crash scenarios and can even result in providing an alert in a crash scenario where no alert would have otherwise been generated.

Systems and methods are delineated in which dynamic thresholds may be employed to detect and provide alerts for potential conflicts between a vehicle and another vehicle, an object or a person in an aircraft environment. Current systems for airport conflict detection and alerting consider one or more alerting boundaries which are independent of the amount of traffic present at any one time or over the course of time. Because nuisance alerts rates depend to a large extent on the amount of traffic, and because alert detection thresholds are often set based on a desire to limit nuisance alerts to a specific threshold, adapting those thresholds based on, among other things, the amount of traffic can result in earlier alerting in some crash scenarios and can even result in providing an alert in a crash scenario where no alert would have otherwise been generated.