The present disclosure provides methods and systems for correcting a vertical speed of an aircraft. An instantaneous vertical speed of the aircraft is obtained, based on inertial data from an inertial reference unit on the aircraft. A first correction is applied to the instantaneous vertical speed to generate a baro-inertial vertical speed, and a second correction is applied to the baro-inertial vertical speed based on an error between a geometric vertical speed and the baro-inertial vertical speed to obtain a temperature-corrected baro-inertial vertical speed.

The present disclosure provides methods and systems for correcting a vertical speed of an aircraft. An instantaneous vertical speed of the aircraft is obtained, based on inertial data from an inertial reference unit on the aircraft. A first correction is applied to the instantaneous vertical speed to generate a baro-inertial vertical speed, and a second correction is applied to the baro-inertial vertical speed based on an error between a geometric vertical speed and the baro-inertial vertical speed to obtain a temperature-corrected baro-inertial vertical speed.

A pressure sensor of a mobile device may be corrected by receiving reference pressure information from an associated device. The correction using differential pressure measurements may be influenced by one or more determined condition characteristics.

A pressure sensor of a mobile device may be corrected by receiving reference pressure information from an associated device. The correction using differential pressure measurements may be influenced by one or more determined condition characteristics.

Aircraft and methods and systems for determining airspeed of an aircraft. The methods and systems allow for calculation of airspeed in near-ground and on-ground aircraft operation. A GPS altitude and a vertical acceleration of the aircraft are obtained for a current time frame. A geometric altitude for the previous time frame is determined, and the difference between the GPS altitude and geometric altitude are combined with the vertical acceleration to calculate a geometric altitude rate of change. The geometric altitude rate of change is used to calculate a pressure altitude rate of change, which is used to calculate a pressure altitude for the aircraft. A static pressure is calculated from the pressure altitude, and the airspeed is calculated using the static pressure.

Aircraft and methods and systems for determining airspeed of an aircraft. The methods and systems allow for calculation of airspeed in near-ground and on-ground aircraft operation. A GPS altitude and a vertical acceleration of the aircraft are obtained for a current time frame. A geometric altitude for the previous time frame is determined, and the difference between the GPS altitude and geometric altitude are combined with the vertical acceleration to calculate a geometric altitude rate of change. The geometric altitude rate of change is used to calculate a pressure altitude rate of change, which is used to calculate a pressure altitude for the aircraft. A static pressure is calculated from the pressure altitude, and the airspeed is calculated using the static pressure.

In an embodiment, a rotorcraft includes: a flight control computer configured to: receive a first sensor signal from a first aircraft sensor of the rotorcraft; receive a second sensor signal from a second aircraft sensor of the rotorcraft, the second aircraft sensor being different from the first aircraft sensor; combine the first sensor signal and the second sensor signal with a complementary filter to determine an estimated vertical speed of the rotorcraft; adjust flight control devices of the rotorcraft according to the estimated vertical speed of the rotorcraft, thereby changing flight characteristics of the rotorcraft; and reset the complementary filter in response to detecting the rotorcraft is grounded.

An ascent rate indicator mechanism includes a first wheel set and a pressure sensor. The first wheel set is connected to the pressure sensor driven in rotation by a pressure variation. The mechanism further includes a second wheel set driven by the first wheel set in a single direction of rotation from a start position into a measurement position corresponding to a decrease in pressure, uncoupling and return structure to be actuated at regular intervals to uncouple the second wheel set and to return it to the start position, an ascent rate display mechanism connected to the second wheel set and including an indicator member arranged to occupy, at each regular interval, a display position representative of the decrease in pressure during the interval, and synchronization structure actuated at each regular interval and arranged to maintain the display position of the indicator member during the regular interval.

An ascent rate indicator mechanism includes a first wheel set and a pressure sensor. The first wheel set is connected to the pressure sensor driven in rotation by a pressure variation. The mechanism further includes a second wheel set driven by the first wheel set in a single direction of rotation from a start position into a measurement position corresponding to a decrease in pressure, uncoupling and return structure to be actuated at regular intervals to uncouple the second wheel set and to return it to the start position, an ascent rate display mechanism connected to the second wheel set and including an indicator member arranged to occupy, at each regular interval, a display position representative of the decrease in pressure during the interval, and synchronization structure actuated at each regular interval and arranged to maintain the display position of the indicator member during the regular interval.

An air data computer configured to be installed on an aircraft includes an inertial sensor assembly having a plurality of accelerometers and a plurality of rate gyroscopes. The air data computer is configured to: determine a pressure altitude of the aircraft based on measured pressure of the airflow about the exterior of the aircraft; determine an estimated attitude of the aircraft based on rotational rate sensed by the plurality of rate gyroscopes; and determine a vertical acceleration of the aircraft based on the estimated attitude of the aircraft and the acceleration sensed by the plurality of accelerometers. The air data computer is further configured to blend the vertical acceleration and the pressure altitude using a complementary filter to produce a blended altitude rate that is output to consuming systems.