A network of automated launch and recovery platforms (LRPs) for at least one aircraft-type aerial vehicle (UAV) which automatically perform cyclic tasks of preparation, launch, and recovery without manual operation. Each LRP includes a stationary foundation in an X-Z plane, a rotatable foundation that can rotate around a Y axis of the stationary foundation, and a rotatable leverage that rotates around the Z axis at a shaft driven by a motor. A first leverage of the UAV is hooked to the rotatable leverage of the LRP such that rotation of the shaft by the motor drives the rotatable leverage and the UAV for take-off and reduces UAV to stop during recovery. The network includes a traffic control subsystem and a launch and recovery subsystem which provides initial UAV speed necessary for launch, and ensures dissipation of kinetic energy of a captured UAV during recovery.

A system may include a processor installed in an aircraft. The processor may be configured to: obtain runway friction coefficient data and runway surface condition data for a runway; obtain braking coefficient data and braking action index data; obtain equivalent runway condition data and runway length data for the runway; obtain aircraft speed data of the aircraft and aircraft configuration data; based at least on the runway friction coefficient data, the runway surface condition data, the braking coefficient data, the braking action index data, the equivalent runway condition data, the aircraft speed data, and the aircraft configuration data, determine a rejected takeoff (RTO) initiating point (RIP) and a start automated RTO sequence point; and cause an automated RTO sequence to be performed if the start automated RTO sequence point is reached without the automated RTO sequence being manually overridden.

Described herein is an example method for aligning an aircraft with a centerline of a runway during takeoff. The method includes accessing a first image captured by a first camera mounted on a first side of the aircraft; accessing a second image captured by a second camera mounted on a second side of the aircraft that is opposite the first side; determining a first angle between a first marked line on the runway in the first image and a first reference line in the first image; determining a second angle between a second marked line on the runway in the second image and a second reference line in the second image; and based on the first angle and the second angle, moving a control surface of the aircraft such that the aircraft moves closer to the centerline of the runway.

Methods and systems for generating a vertical situation display for a noise abatement departure procedure (NADP). Other NADP relevant displays are also disclosed including display of NADP parameters on altitude tape and primary flight displays, an NADP bug on an engine display and NADP status annunciations. The methods and systems include receiving NADP parameters entered into a flight management system (FMS) on a user interface of the aircraft system. The NADP parameters include: an initial altitude at which take-off thrust should be reduced to NADP thrust, an acceleration altitude at which the aircraft should begin accelerating to a final take-off speed whilst maintaining the NADP thrust, a climb excitement altitude at which a speed target is changed to the final take-off speed whilst maintaining the NADP thrust, and an end altitude at which the NADP should be exited. The methods and systems include generating a vertical situation display for a display device of the aircraft system indicating the NADP parameters on a flight path indication.

An unmanned aerial vehicle cluster system, a method, apparatus, and system of launching, and a readable medium. The unmanned aerial vehicle cluster includes a plurality of unmanned aerial vehicles located in a launch area. The method of launching the unmanned aerial vehicle cluster includes: acquiring (S210) launch positions for the plurality of unmanned aerial vehicles in the launch area; acquiring (S220) an assembly area which corresponds to the launch area and includes a plurality of target positions; determining (S230) a target position for each unmanned aerial vehicle of the plurality of unmanned aerial vehicles according to the launch positions for the plurality of unmanned aerial vehicles and the plurality of target positions; and launching (S240) the plurality of unmanned aerial vehicles according to the launch position for each unmanned aerial vehicle of the plurality of unmanned aerial vehicles and the target position for each unmanned aerial vehicle.

An aircraft includes at least one line replaceable unit (LRU) configured to determine, based on initial data collected prior to a takeoff roll of the aircraft, a takeoff rotation speed of the aircraft and a rotation time associated with the takeoff rotation speed. The LRU is configured to determine, during the takeoff roll and prior to the rotation time, a predicted speed of the aircraft at the rotation time. The predicted speed is at least partially based on data collected during the takeoff roll. The LRU is also configured to determine whether an alert condition is satisfied at least partially based on whether a disparity between the takeoff rotation speed and the predicted speed exceeds a rotation speed disparity threshold and to generate a takeoff performance alert in response to the alert condition being satisfied.

A flight control system for controlling an aircraft during a variable engine thrust takeoff operation operative to perform a method including calculating a calculated acceleration in response to a takeoff distance and a selection of a variable engine thrust takeoff mode, generating an initial thrust control signal in response to the calculated acceleration, controlling a thrust of an aircraft engine in response to the initial thrust control signal, measuring a measured acceleration of the aircraft, generating an updated thrust control signal in response to a difference between the calculated acceleration and the measured acceleration, and controlling the thrust of the aircraft engine in response to the updated thrust control signal.

An automatic takeoff flight control system controls an aircraft to automatically follow a predetermined set of control parameters upon taking off from the ground using both longitudinal and lateral control laws. The control system provides takeoff speed reduction to thereby reduce the takeoff distance (TOD) and, as a consequence, increase the takeoff weight (TOW). The control system sets the horizontal stabilizer (HSTAB) in a non-trimmed condition—named “mistrim”; and provides beta for optimum climb at takeoff, through lateral-directional surfaces commands.

An aircraft control system and method to optimize aircraft control based on noise abatement volumes. A noise abatement component computes optimal flight and engine control based on a line-of-sight distance to minimize direct operating cost (DOC) while complying with community noise regulations.

Methods and systems for generating a vertical situation display for a noise abatement department procedure (NADP). Other NADP relevant displays are also disclosed including display of NADP parameters on altitude tape and primary flight displays, an NADP bug on an engine display and NADP status annunciations. The methods and systems include receiving NADP parameters entered into a flight management system (FMS) on a user interface of the aircraft system. The NADP parameters include: an initial altitude at which take-off thrust should be reduced to NADP thrust, an acceleration altitude at which the aircraft should begin accelerating to a final take-off speed whilst maintaining the NADP thrust, a climb excitement altitude at which a speed target is changed to the final take-off speed whilst maintaining the NADP thrust, and an end altitude at which the NADP should be exited. The methods and systems include generating a vertical situation display for a display device of the aircraft system indicating the NADP parameters on a flight path indication.