A method for aiding the landing of an aircraft on a landing runway comprising the following steps implemented in an automatic manner by a processing unit: a) acquiring information relating to the landing runway; b) acquiring information relating to a current situation of the aircraft; f) determining a maximum roll angle, in absolute value, necessary to allow a flight of the aircraft along a trajectory between a current position and a target landing position on the landing runway; g) comparing this maximum roll angle with a predetermined limit; and h) as a function of the result of the comparison carried out in step g), commanding, if appropriate, the signaling of an alert by means of a signaling system of the aircraft.

A system for selection of physical asset transfer paths using mixed-payload aeronautic excursions includes a client-interface module operating on at least a server, the client-interface module, configured to receive an initial location, a terminal location, and a description of at least an element of non-sapient payload, a path-selection module operating on the at least a server configured to identify at least an aeronautic path from the initial location to the terminal location and a plurality of aeronautic excursions traversing the at least an aeronautic path and select an aeronautic excursion of the plurality of aeronautic excursions based on a plurality of excess non-sapient payload storage estimations corresponding the plurality of aeronautic excursions, and a capacity estimation artificial intelligence module operating on the at least a server, the capacity estimation artificial intelligence module designed and configured to generate the plurality of excess non-sapient payload storage estimations.

A system for facilitating navigation of an aircraft comprises one or more processors and a memory coupled to the processors. The memory stores data into a data store and program code that, when executed by the processors, causes the system to detect an infrared site signal indicating a site code transmitted by one or more infrared beacons that form a beacon network around a site. The site code represents a site. In response to detecting the infrared site signal, the system determines the site indicated by the site code. The system searches for two or more infrared beacon signals and detects the two or more infrared beacon signals. In response to detecting the two or more infrared beacon signals, the system determines a location of the aircraft based on the two or more infrared beacon signals.

A method of flight management and guidance of an aircraft executed by a flight management system FMS comprises the steps of: generating a reference trajectory, generating a short-term trajectory, periodically transmitting the short-term trajectory, generating a long-term trajectory, formatting the segments of the long-term trajectory, periodically transmitting the long-term trajectory, storing the long-term trajectory transmitted, testing the validity of the FMS sub-assembly, when the FMS sub-assembly is valid: identifying, by the autonomous guidance module, the active segment of the short-term trajectory, generating, by the autonomous guidance module, a first flight guidance order on the basis of the active segment of the short-term trajectory; when the FMS sub-assembly is not valid: identifying, by the autonomous guidance module, the active segment of the stored trajectory, generating, by the autonomous guidance module, a second flight guidance order on the basis of the active segment of the stored trajectory.

Methods and systems for identifying and displaying potentially hazardous segments on a planned route of a vehicle are disclosed. A method may include: predicting a movement of a condition of concern; analyzing the movement of the condition of concern and a movement of a vehicle traveling along a planned route to generate a projection of the condition of concern onto the planned route, wherein the projection indicates conditions the vehicle is predicted to encounter at a plurality of positions along the planned route; determining whether a portion of the planned route is potentially hazardous based on the projection of the condition of concern; and visually identifying the portion of the planned route that is potentially hazardous to a user. The method may also be utilized to facilitate a reroute process.

The invention relates to a method for inserting a segment (Tins) of flight plan into an initial flight plan (Pini) of an aircraft, performed by a flight management system (FMS) of the said aircraft, the initial flight plan (Pini) comprising an ordered series of initial legs (Sini), the said fixed initial legs being indexed with an index i that varies from 1 to n, the method comprising the steps involving: identifying (110), using a first iterative calculation on the index i, in the segment to be inserted (Tins), the fixed legs to be inserted that have a position identical to the position of the leg of index i Sini(i)),
the said legs thus determined being referred to as occurrences of the leg of index i, the said occurrences (O1, O2) being ordered by rank k varying from 1 to m, as a function of their position in the segment that is to be inserted (Tins), and searching, among the identified occurrences, for the occurrence of lowest index i and lowest rank k (O.sub.i0(k.sub.0)) that has a type and attribute values identical to the segment of index i, referred to as equivalent point, when the said equivalent point exists, inserting the segment that is to be inserted (Tins) from the said equivalent point, otherwise, inserting the segment that is to be inserted (Tins) from the identified occurrence of lowest index i and lowest rank k (O.sub.i1(k.sub.1)) referred to as a pseudo equivalent point, when the said pseudo equivalent point exists.

A method includes receiving, at a data capture device associated with a control display unit (CDU) and with a flight management computer (FMC), a first FMC data request from the CDU to the FMC and sending the first FMC data request from the data capture device to the FMC. The method also includes receiving, at the data capture device, first FMC data from the FMC responsive to the first FMC data request. The method further includes sending the first FMC data from the data capture device to the CDU via a communication interface and sending data generated based on the first FMC data from the data capture device to a portable electronic device via a wireless interface of the data capture device.

A method and device for calculating a safe path from a current position (P1) of an aircraft to an attachment point (P2) over a terrain. The current position (P1) of the aircraft is determined, and then the attachment point (P2) is defined. At least one attachment path connects he current position (P1) to the attachment point (P2) in safe manner over the terrain. The attachment path may be subdivided into a plurality of tracks (31-39). Each track (31-39) is situated at a safe altitude that is higher than the highest point of the terrain being overflown. In addition, the attachment path may be a return path defined by passage points (S1-S8) of the aircraft.

A system and method for providing the information contained in instrument procedure charts in a more intuitive and easier to comprehend manner is provided. The provided enhanced instrument procedure visualization system displays a dynamic three-dimensional view of a selected instrument procedure, and incorporates time-relevant information from weather and traffic sources. The provided enhanced instrument procedure visualization system further allows a pilot to scroll forward and backward in time to review and study the complete instrument procedure.

A method and a system for viewing weather hazards which is on-board an aircraft. The system (300) includes communication means (330) for receiving weather information relating to a given region, a processor (310) for determining, at each point of the region, the future instant at which the vehicle would reach this point, an expert system (340) for estimating, at each point of the region, from the weather information and the future instant, the weather hazard at that point, and a graphic interface (360) for displaying, at each point of the region, the weather hazards thus estimated by the expert system.