A method for evaluating landing conditions at an airport is provided. The method obtains, by an avionics system onboard a first aircraft, aircraft position data associated with a plurality of aircraft located within a range of the airport; and computes a terminal congestion coefficient for the airport, based on the aircraft position data, wherein the terminal congestion coefficient indicates a level of air traffic within the range of the airport.

A computer-implemented method performed by a centralized coordinated vehicle guidance system may include: obtaining analytics data for a plurality of vehicles or objects centrally communicating with or detected by the centralized coordinated vehicle guidance system; detecting, based on the analytics data, a collision event within one or more vehicle-object pairs; determining trajectory adjustment information for one or more vehicle in the vehicle-object pairs involved in the collision event; and outputting the trajectory adjustment information to cause the vehicle to modify its trajectory.

A system for locating the end of a boom and that of a refueling vessel in a mid-flight refueling operation from a tanker that includes means for locating the position of the inlet mouth of the fuel that is inside the vessel of the receiving plane that comprise at least one vision subsystem arranged on the tanker. Also included are means for locating the position of the boom tip comprising light emitters, placed on the boom tip, along with the vision subsystem arranged on the tanker, and processing means constructed to use the images obtained from the locating means to allow their positions and inclinations to be exactly determined with respect to a common coordinate system.

Automatic Dependent Surveillance Broadcast (ADS-B) is one of the most prominent air traffic surveillance technologies. It can be used not only as a complement in existing radar-based technologies to locate aircraft, but also as a replacement in areas without radar coverage. However, a major flaw in the deployment of this technology is it reliance on clear-text, open broadcast of messages, which makes it vulnerable to attackers. A solution to this vulnerability is ADS-Bsec, a holistic framework that solves the root cause of ADS-B problems by enforcing authenticity and integrity in ADS-B messages. This is accomplished without changing the message format and, along with a proper key exchange mechanism. The framework also leverages results from radio-location add risk-adaptive techniques in order to prevent attacks targeting ADS-B. ADS-Bsec is a promising framework for integrating ADS-B to NextGen infrastructure in a secure and affordable fashion.

A method, apparatus, and system detects a speed of a vehicle. A backscatter light generated in response to transmitting a laser beam into an atmosphere during movement of the vehicle is received. A first beat frequency from interfering a first portion of the backscatter light with a reference light derived from the laser beam is measured. A time delay is introduced to a second portion of the backscatter light to form a time delayed backscatter light. A second beat frequency from interfering the time delayed backscatter light with the reference light is measured. The second beat frequency is time delayed from the first beat frequency. A difference between the first beat frequency and the second beat frequency is determined. The speed of the vehicle using the difference between the first beat frequency and the second beat frequency is determined.

A method for transmitting flight parameters from a leading aircraft (L) to at least one intruding aircraft (I), wherein, the transmission is effected by a collision avoidance system of TCAS type. The transponder of the leading aircraft (L) is configured to measure the spectrum of an interrogation signal received from the intruding aircraft (I) and to compare the power of the spectrum to a threshold power. If the power of the interrogation signal is greater than or equal to the threshold power, then the intruding aircraft (I) is eligible to receive flight parameters from the leading aircraft to be able to compute the position of the centers or the force of circulation of wake vortexes (14L, 15L) generated by the leading aircraft (L). The exchange of flight parameters from the leading aircraft only to eligible intruding aircraft makes it possible to not exceed the maximum automated communication bandwidth capacity.

A system for locating the end of a boom and that of a refueling vessel in a mid-flight refueling operation from a tanker that includes means for locating the position of the inlet mouth of the fuel that is inside the vessel of the receiving plane that comprise at least one vision subsystem arranged on the tanker. Also included are means for locating the position of the boom tip comprising light emitters, placed on the boom tip, along with the vision subsystem arranged on the tanker, and processing means constructed to use the images obtained from the locating means to allow their positions and inclinations to be exactly determined with respect to a common coordinate system.

A method for transmitting flight parameters of a lead aircraft to an intruder aircraft. Transmission includes a collision avoidance system connected to which is a flight parameter transmission authorization system having a database including coordinates defining a volume of confidence smaller than the monitoring volume. The flight parameter transmission authorization system of the lead aircraft authorizes, only for an intruder aircraft identified as flying within the volume of confidence, transmission of at least one flight parameter of the lead aircraft, such that this intruder aircraft is able to calculate the position of centers of wake vortices generated by the lead aircraft or the flow strength of the wake vortices. Exchanging flight parameters of the lead aircraft only with intruder aircraft flying within the volume of confidence with limited dimensions makes it possible not to exceed the maximum capacity of the bandwidth of the automated communication.

A method for transmitting flight parameters from a leading aircraft (L) to at least one intruding aircraft (I), wherein, the transmission is effected by a collision avoidance system of TCAS type. The transponder of the leading aircraft (L) is configured to measure the spectrum of an interrogation signal received from the intruding aircraft (I) and to compare the power of the spectrum to a threshold power. If the power of the interrogation signal is greater than or equal to the threshold power, then the intruding aircraft (I) is eligible to receive flight parameters from the leading aircraft to be able to compute the position of the centres or the force of circulation of wake vortexes (14L, 15L) generated by the leading aircraft (L). The exchange of flight parameters from the leading aircraft only to eligible intruding aircraft makes it possible to not exceed the maximum automated communication bandwidth capacity.

A method for transmitting flight parameters of a lead aircraft to an intruder aircraft. Transmission includes a collision avoidance system connected to which is a flight parameter transmission authorization system having a database including coordinates defining a volume of confidence smaller than the monitoring volume. The flight parameter transmission authorization system of the lead aircraft authorizes, only for an intruder aircraft identified as flying within the volume of confidence, transmission of at least one flight parameter of the lead aircraft, such that this intruder aircraft is able to calculate the position of centers of wake vortices generated by the lead aircraft or the flow strength of the wake vortices. Exchanging flight parameters of the lead aircraft only with intruder aircraft flying within the volume of confidence with limited dimensions makes it possible not to exceed the maximum capacity of the bandwidth of the automated communication.