Method and device for assisting with landing an aircraft under poor visibility conditions are provided. The method allows sensor data to be received during a phase of approach toward a runway when the runway and/or an approach lighting system are not visible to the pilot from the cockpit; then, in the received sensor data, data of interest characteristic of the runway and/or the approach lighting system to be determined; then, on the basis of the data of interest, the coordinates of a target area to be computed; and, on a head-up display, a guiding symbol representative of the target area to be displayed, the guiding symbol being displayed before the aircraft reaches the decision height, in order to provide the pilot with a visual cue in which to search for the runway and/or approach lighting system.

A generation method of a sequence (Ot1, OT2 . . . 0Tn) of arrival times at the IAF of a plurality of aircrafts (A1, A2 . . . An) which must arrive at a specific airport (IC) is described, said method comprising:—Establishing (B1, B2 . . . Bn) at least one first (LT1, LT2 . . . LTn) and a second (ET1, ET2 . . . ETn) estimate arrival times at the IAF as a function of the minimum (Vmin1, Vmin2 . . . Vminn) and the maximum (Vmax1, Vmax2 . . . Vmaxn) cruise speed of each aircraft and as a function of the cruise altitude (H1, H2 . . . Hn) and the descendent angle (ANG1, ANG2 . . . ANGn) of the aircraft by means of a first device (1) arranged inside each aircraft of the plurality of aircrafts;—Sending (C1, C2 . . . Cn) said first and second estimate arrival times at the IAF of each aircraft from the first device (1) arranged inside each aircraft of the plurality of aircrafts to a second device (2) arranged inside said specific airport (IC) when each aircraft of the plurality of aircraft (A1 . . . An) is in flight towards the specific airport (IC);—Defining (F2) a sequence (BS, NS) of arrival times at the IAF for each single aircraft of said plurality of aircrafts as a function of said first and second estimate arrival times at the IAF and at least the wake turbulence data (WT1, WT2 . . . WTn) of each aircraft and the airport receptivity (RA) of said specific airport (IC), said defining step comprising:—Extracting (F21, F41) from a database (DWT) said wake turbulence data (WT1, WT2 . . . WTn) of the plurality of aircrafts (A1, A2 . . . An); Grouping (F22, F42) the aircrafts having the same wake turbulence category and the arrival time at the IAF of which is inside a time window comprised between the first and second estimate arrival times at the IAF and considering as time distance among the different arrival times at the IAF the time distance (DS) due to the wake turbulence of the preceding aircraft in the sequence of arrival times at the IAF or the airport receptivity (RA) in the case wherein said airport receptivity (RA) is larger than said time distance (DS), said method comprising successively:—Sending (F3) the defined arrival time at the IAF (OT1, OT2 . . . 0Tn) for each single aircraft which is defined by said second device with the definition of the defined sequence of arrival times at the IAF to each first device of the single aircraft of the plurality of aircrafts for the arrival at

The present invention provides a method and system for an unmanned aerial vehicle (UAV) to pass through an UAV airport, and relates to the field of unmanned aerial vehicle airport technologies. The method for an UAV to pass through an UAV airport includes: obtaining status information of an UAV; sending a request for an UAV airport information set to an index server; receiving the UAV airport information set sent by the index server; obtaining, through weight value calculation based on the UAV airport information set, a connected UAV airport station set; calculating and determining a reachable optimal-weight-value sequentially connected path set; and determining a flight path based on a weight value combination condition. In the present invention, an UAV can implement convenient self-parking and charging on the premise that a weight value combination condition is satisfied, so that a long-distance flight demand can be satisfied.

Proposed is a method of determining a location for swarm flight using UWB, the method including: computing a reference location from GPS information in a case where the location is measured; sending out a pulling signal, preset according to a two-way ranging format, according to slave ranging scheduling corresponding to each formation, and receiving a pushing signal from a neighboring flight vehicle and performing ranging; computing a relative location in the formation on a master-slave basis from a ranged pull-push relationship using TWR time information, and computing the relative location in the formation on a slave-slave basis using a received signal strength indicator and time of arrival; generating a fingerprint map in a manner that varies with each formation, using all the computed relative locations in the formation on the master-slave basis; and computing the location of the swarm flight vehicle using the generated fingerprint map.

Systems and methods for vehicle registration are disclosed. A server computer and at least one database are constructed and configured for network communication with at least one vehicle. The at least one vehicle transmits a registration request to the server computer. The server computer assigns a unique registration ID for the at least one vehicle. The at least one database comprises a geofence database storing information of a multiplicity of registered geofences. Each of the multiplicity of registered geofences comprises a plurality of geographic designators defined by a plurality of unique Internet Protocol version 6 (IPv6) addresses. One of the plurality of unique IPv6 addresses is encoded as a unique identifier for each of the multiplicity of registered geofences. The server computer caches the information of the multiplicity of registered geofences on the at least one vehicle.

The processor supplies flight commands to the flight control system by selectively blending pilot input with control signals from the autopilot. The processor generates a projected recovery trajectory through successive iterations, each beginning at the current aircraft location and using a recovery constraint selectable by the processor to influences a degree of flight aggressiveness. A detection system that identifies and invokes a state of threat existence if a threat exists along the projected recovery trajectory. The processor during threat existence in a first iteration commands an initial soft recovery, with permitted blended pilot input. If the threat exists on subsequent iteration, the processor commands a more aggressive recovery while attenuating blended pilot input.

Computer-implemented methods, systems, and program products are provided that assist in aspects of aerial surveying, including selective display of planned flight path segments, marking of ground conditions, monitoring coverage of a planned flight path, and providing guidance information for aircraft navigation, including speed and turns.

An aircraft collision avoidance system includes a plurality of three-dimensional (3D) light detection and ranging (LIDAR) sensors, a plurality of sensor processors, a plurality of transmitters, and a display device. Each 3D LIDAR sensor is enclosed in an aircraft exterior lighting fixture that is configured for mounting on an aircraft, and is configured to sense objects within its field-of-view and supply sensor data. Each sensor processor receives sensor data and processes the received sensor data to determine locations and physical dimensions of the sensed objects. Each transmitter receives the object data, and is configured to transmit the received object data. The display device receives and fuses the object data transmitted from each transmitter, fuses the object data and selectively generates one or more potential obstacle alerts based on the fused object data.

An in-flight safety enhancing system including: a combined automatic dependent surveillance broadcast (ADS-B) and carbon monoxide (CO) detecting device configured to receive an ADS-B transmission and obtain a CO reading; and a flight application executing on an aircraft crew computing device separate from the combined ADS-B and CO detecting device, and configured to: receive the ADS-B transmission and the CO reading; augment the flight application with information extracted from the ADS-B transmission; and provide a CO status notification when the CO reading exceeds a CO threshold value.

A system and method for autonomous distress tracking of an aircraft. An automatic dependent surveillance-broadcast transceiver is configured to transmit an automatic distress transmission. A system controller comprises a distress identifier that is configured to determine when the aircraft is in a distress condition. The system controller is configured to control the automatic dependent surveillance-broadcast transceiver to transmit the automatic distress transmission in response to a determination that the aircraft is in the distress condition. The automatic dependent surveillance-broadcast transceiver and the system controller are contained within a housing attached to the aircraft on an outside of the aircraft.