GB2310184A - Terrain advisory system for aircraft - Google Patents
Terrain advisory system for aircraft Download PDFInfo
- Publication number
- GB2310184A GB2310184A GB9703393A GB9703393A GB2310184A GB 2310184 A GB2310184 A GB 2310184A GB 9703393 A GB9703393 A GB 9703393A GB 9703393 A GB9703393 A GB 9703393A GB 2310184 A GB2310184 A GB 2310184A
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- GB
- United Kingdom
- Prior art keywords
- aircraft
- terrain
- pull
- trajectory
- signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000001133 acceleration Effects 0.000 claims description 23
- 238000000034 method Methods 0.000 claims description 8
- 238000012937 correction Methods 0.000 claims description 4
- 210000003128 head Anatomy 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000035484 reaction time Effects 0.000 description 1
- 210000001525 retina Anatomy 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
- G01C5/005—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels altimeters for aircraft
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
- G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
- G05D1/0646—Rate of change of altitude or depth specially adapted for aircraft to follow the profile of undulating ground
Landscapes
- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Aviation & Aerospace Engineering (AREA)
- Automation & Control Theory (AREA)
- Traffic Control Systems (AREA)
- Radar Systems Or Details Thereof (AREA)
Description
AIRCRAFT TERRAIN ADVISORY SYSTEM
This invention relates to an aircraft terrain advisory system, in which terrain information is compared with the dynamic flight parameters for that aircraft to indicate the current aircraft trajectory with respect to clearance heights for a terrain to be avoided by the aircraft without exceeding a predetermined acceleration of the aircraft during a pull up manoeuvre. The invention also related to a method for indicating the current aircraft trajectory with respect to clearance heights for a terrain.
Consider an eye position above the ground, and the various lines of sight radiating from that position. Some of these lines of sight will intercept the ground or objects projecting from the ground, while others will not. The boundary between the lines of sight which do and do not intercept the ground is known as the visual horizon from that eye position
The operation of the aircraft terrain advisory system can be defined analogously. Consider the position of an aircraft above the ground, and consider the possible trajectories emanating from that point. For each of these trajectories it will be either possible or impossible to pull up from that point without exceeding a predetermine acceleration of the aircraft, given the dynamic flight parameters of that aircraft, such that the trajectory avoids hitting the ground. The region defined by trajectories from which pull up can be achieved is the region the current trajectory of the aircraft must remain in to ensure pull up is possible for a given acceleration of the aircraft.
In practice the aircraft is required to avoid violating a clearance level above the ground and not
just merely the ground.
It is an object of this invention to provide an aircraft terrain advisory system which will enable
a pilot to avoid violating a predetermined terrain clearance level without exceeding a
predetermined acceleration of the aircraft.
According to a first aspect of the present invention there is provided an aircraft terrain advisory system, comprising
a navigation means arranged to generate navigational information in respect of the
aircraft,
a monitor means arranged to generate parameter information representing dynamic flight
parameters of the aircraft
a memory means storing height information of terrain that might be overflown by the
aircraft,
a processor operably arranged
1. to receive the navigational information and the parameter information,
2. to access and receive the height information for a terrain area ahead of
the aircraft dependant on the navigational information and to generate
future terrain clearance level signals representing predetermined
clearance heights above terrain heights within the terrain area which must
not be violated when the aircraft overflies the terrain area,
3. to generate a pull-up signal representing a notional pull-up trajectory that
the aircraft can perform without exceeding a maximum predetermined
acceleration of the aircraft determined from the parameter information
and without violating the predetermined clearance heights determined
from the terrain clearance level signals,
4. to generate from the parameter information and the navigational
information a trajectory signal representing current trajectory of the
aircraft.
Preferably, a display means may be operably connected to the processor and arranged to receive the pull-up signal and the trajectory signal,
the display means may be arranged to display a line corresponding to the pull-up signal,
and the display means may also be arranged to display the trajectory signal with respect
to the line.
Preferably, the line is constructed from a boundary region between a plurality of possible aircraft pull up trajectories which avoid the predetermined clearance heights and a plurality of possible aircraft pull up trajectories which do not avoid the predetermined clearance heights for the maximum predetermined acceleration of the aircraft.
The navigation means may comprise an Inertial Navigation System operably connected to a
Terrain Referenced Navigation System and may be arranged to receive corrections from the
Terrain Referenced Navigation System or alternatively the navigation means may comprises a
Global Positioning System Receiver.
The processor may be arranged to generate a set of pull-up signals for each of a plurality of maximum predetermined accelerations of the aircraft and the display means may be further arranged to display a line corresponding to each set of pull-up signals. Alternatively the processor may arranged to generate pull-up signals, corresponding to lines immediately above and immediately below the trajectory signals and the display means may be further arranged to display each line. As a further alternative, the processor may be arranged to generate pull-up signals corresponding to truncated lines immediately above and immediately below the trajectory signals and the display means may be further arranged to display each truncated line.
Alternatively, an audible means may be operably connected to the processor and arranged to receive the pull-up signal and the trajectory signal, and the audible means may be arranged to generate a plurality of audible signals which correspond to the position of the trajectory signal with respect to the pull-up signal.
According to a second aspect of the present invention there is provided a method of indicating current aircraft trajectory with respect to terrain clearance level, comprising
generating navigational information in respect of an aircraft,
accessing height information for a terrain area ahead of the aircraft depending on the
navigational information and generating future terrain clearance level signals
representing predetermined clearance heights above terrain heights within the terrain area
which must not be violated when the aircraft overflies the terrain area,
generating a pull-up signal dependant on flight parameters of the aircraft and the terrain
clearance level signals, the pull-up signal representing a notional pull-up trajectory that
the aircraft can perform without exceeding a maximum predetermined acceleration of the
aircraft and without violating the predetermined clearance heights,
and generating a trajectory signal using the parameter information and the navigational
information, the trajectory signal representing current trajectory of the aircraft.
Preferably, the method may further comprise displaying a line corresponding to the pull-up signal, and displaying the trajectory signal with respect to the line.
The method may further comprise constructing the line by determining the line as a boundary region between a plurality of possible aircraft pull-up trajectories which avoid the predetermined clearance heights, and a plurality of possible aircraft pull-up trajectories which do not avoid the predetermined clearance heights for a maximum predetermined acceleration of the aircraft.
The invention is further described, by way of example only, with reference to the accompanying drawings in which:
Figure 1 is a block diagram of the system;
Figure 2 illustrates a plurality of possible heading trajectories in a terrain area ahead of an aircraft in the azimuth plane;
Figure 3 illustrates a plurality of possible dive/climb trajectories in a terrain area ahead of an aircraft in the elevation plane compared with a terrain and a clearance height, and
Figure 4 illustrates a plurality of possible pull-up trajectories for an aircraft for a single set of possible trajectories for a given heading across the terrain area.
Referring to Figure 1, an aircraft terrain advisory system 10 carried by an aircraft comprises a processor 11 operably connected to a navigation means 12 and a memory means 13. The navigation means 12 may be an Inertial Navigation System which is operably connected to receive slowly varying corrections from a Terrain Referenced Navigation System 16 to update an estimate of navigation corrections with terrain measurements, or a Global Positioning System
Receiver or any other high precision navigation instrument. The memory means 13 is arranged to store height information, in the form of terrain heights, for a terrain area which might be overflown by the aircraft and may be a terrain database or any suitable device for storing height information.
The processor 11 is arranged to receive navigational information, in respect of the aircraft, from the navigational means 12, and to access the memory means 13 and receive the stored height information for a terrain area ahead of the current position of the aircraft according to the received navigational information. The processor 11 is also operably connected to a monitor means 14 which generates parameter information representing dynamic flight parameter of the aircraft.
The processor 11 is arranged to generate a future terrain clearance level signal which corresponds to predetermined clearance heights above the terrain heights, within the terrain area.
The clearance heights represent a clearance margin above the terrain heights.
The processor 11 is arranged to compare received parameter information from the monitor means 14 with the terrain clearance level signal and to generate a pull-up signal representing a notional pull-up trajectory that the aircraft can perform without violating the clearance heights and without exceeding a predetermined acceleration of the aircraft. The processor 11 is also arranged to generate a trajectory signal, from the received parameter information and navigational information, which represent the current trajectory of the aircraft.
A display means 15 is arranged to display a line indicating notional pull-up trajectories using the pull-up signal and to display the trajectory signal as the current trajectory of the aircraft with respect to the line on the display means 15. Hence, a pilot or operator of the aircraft can determine, by observation of the current trajectory relative to the line, if evasive action is necessary for the aircraft to avoid the terrain area ahead of the aircraft without passing below the predetermined clearance heights and without exceeding the predetermined acceleration of the aircraft.
The pull-up signal for the displayed line above which the displayed current trajectory is to be maintained is determined in the following manner. Referring to Figure 2, an aircraft A following a current trajectory 17 across a terrain area ahead of the aircraft has a plurality of possible heading trajectories 18 in the azimuth plane corresponding with the heading angle 19 of the aircraft A. Figure 3, shows that for each possible heading trajectory in the terrain area ahead of the aircraft there are also a plurality of possible dive/climb trajectories 20 in the elevation plane for variations of only the dive/climb angle 21.
Therefore there are a plurality of possible trajectories radiating from the aircraft A which can be divided into sets of dive/climb trajectories 20 each set having a similar heading angle 19, as illustrated in Figure 4.
Referring to Figure 3, for each set of dive/climb trajectories, a set of notional pull-up trajectories 22 can be determined using the dynamic flight parameters of the aircraft such that a predetermined acceleration acting on the aircraft A is not exceeded and such that the notional pull-up trajectories 22 avoid violating a clearance level 23 above a terrain height 24.
Any point on the line can be determined by considering a possible heading trajectory and finding a boundary region between dive/climb trajectories 20 where the aircraft A would, or would not, avoid violating the clearance heights 23 given the dynamic flight parameters of the aircraft A and without exceeding a predetermined acceleration of the aircraft A.
More particularly the point can be found by determining, for an initial pair of dive/climb trajectories 20, the first trajectory set at the minimum dive/climb angle and the second trajectory set at the maximum dive/climb angle, if the point lies somewhere between the initial pair of dive/climb trajectories 20. If the point is determined to exist between the initial pair of dive/climb trajectories 20 then a central value is considered to determine which half the point lies in. This binary search is continued until the point has been determined to the required resolution. This is the boundary region. This is illustrated by the pair of pull up trajectories 25 and 26, from which it will be seen that the first trajectory 25 does not avoid violating the clearance heights 23 but the second trajectory 26 does.
A point can be determined for each possible heading trajectory 18 so as to construct a line indicating a horizon of the safe and unsafe regions in which the aircraft A can fly without necessitating a manoeuvre which will infringe either the predetermined clearance height or the predetermined acceleration of the aircraft.
By displaying the current trajectory 17 with respect to this line of safe and unsafe regions, the pilot can observe if the aircraft A is flying within a safe or unsafe region and adjust the position of the current trajectory 17 of the aircraft A with respect to the line accordingly.
Figure 4 illustrates the pull up trajectories 22 for a plurality of dive/climb angles 19 for a given heading across the terrain area.
A time delay 27 to allow for the reaction time of the pilot or operator and the aircraft A is included in the determination of the boundary region for each heading trajectory and hence built into the line.
The pilot can also enter parameters such as the clearance height 23 and the acceleration of the aircraft which should not be exceeded via a keypad 28 as indicated in Figure 1 or the parameters may be stored in a suitable memory device.
The line can also be determined for a range of accelerations of the aircraft, so that a ladder of lines can be displayed on the display means 15 together with the current trajectory 17 of the aircraft so that the pilot can observe the pull up acceleration required to safely pull up on any heading across the line.
If processing power is limited, the ladder can be restricted to a small portion displaying only the lines immediately above and immediately below the current trajectory 17 on the display means 15. Alternatively, only a section of the lines immediately above and immediately below the current trajectory 17 can be displayed on the display means 15, for example in the form of an icon. The current trajectory 17 need not be displayed in this instance as it will lie between the lines above and below the current trajectory and can be followed with the change from one vertical acceleration level to another on the ladder.
The display may be any suitable display or instrument that is capable of indicating to a pilot or operator the current trajectory of the aircraft with respect to a line, for instance a head up display, head down display, visor projected display or retina projected display.
The display may also be remote from the aircraft for use by an operator.
In an alternative embodiment an audible means may be operably connected to the processor to receive the pull-up signal and the trajectory signal and arranged to generate a series of audible signals corresponding to the position of the trajectory signal with respect to the pull-up signal.
Claims (14)
1. to receive the navigational information and the parameter information,
2. to access and receive the height information for a terrain area ahead of
the aircraft dependant on the navigational information and to generate
future terrain clearance level signals representing predetermined
clearance heights above terrain heights within the terrain area which
must not be violated when the aircraft overflies the terrain area,
3. to generate a pull-up signal representing a notional pull-up trajectory
that the aircraft can perform without exceeding a maximum
predetermined acceleration of the aircraft determined from the
parameter information and without violating the predetermined
clearance heights determined from the terrain clearance level signals,
4. to generate from the parameter information and the navigational
information a trajectory signal representing current trajectory of the
aircraft.
2. An aircraft terrain advisory system, as in Claim 1, wherein a display means is
operably connected to the processor and arranged to receive the pull-up signal and the
trajectory signal,
the display means arranged to display a line corresponding to the pull-up signal,
and the display means also arranged to display the trajectory signal with respect to the
line.
3. An aircraft terrain advisory system, as in Claim 2, wherein the line is constructed
from a boundary region between a plurality of possible aircraft pull up trajectories
which avoid the predetermined clearance heights and a plurality of possible aircraft
pull up trajectories which do not avoid the predetermined clearance heights for the
maximum predetermined acceleration of the aircraft.
4. An aircraft terrain advisory system, as in any preceding claim, wherein the navigation
means comprises an Inertial Navigation System operably connected to a Terrain
Referenced Navigation System and arranged to receive corrections from the Terrain
Referenced Navigation System.
5. An aircraft terrain advisory system, as in any of Claims 1 to 3, wherein the navigation
means comprises a Global Positioning System Receiver.
6. An aircraft terrain advisory system, as in any of Claims 2 to 5, wherein the processor
is arranged to generate a set of pull-up signals for each of a plurality of maximum
predetermined accelerations of the aircraft and the display means is further arranged
to display a line corresponding to each set of pull-up signals.
7. An aircraft terrain advisory system, as in any of Claims 2 to 5, wherein the processor
is arranged to generate pull-up signals, corresponding to lines immediately above and
immediately below the trajectory signals and the display means is further arranged to
display each line.
8. An aircraft terrain advisory system, as in any of Claims 2 to 5, wherein the processor
is arranged to generate pull-up signals corresponding to truncated lines immediately
above and immediately below the trajectory signals and the display means is further
arranged to display each truncated line.
9. An aircraft terrain advisory system, as in Claim 1, wherein an audible means is
operably connected to the processor and arranged to receive the pull-up signal and the
trajectory signal, and the audible means arranged to generate a plurality of audible
signals which correspond to the position of the trajectory signal with respect to the
pull-up signal.
10. An aircraft terrain advisory system substantially as illustrated in and/or described
with reference to the accompanying drawings.
11. A method of indicating current aircraft trajectory with respect to terrain clearance
level, comprising
generating navigational information in respect of an aircraft,
accessing height information for a terrain area ahead of the aircraft depending on the
navigational information and generating future terrain clearance level signals
representing predetermined clearance heights above terrain heights within the terrain
area which must not be violated when the aircraft overflies the terrain area,
generating a pull-up signal dependant on flight parameters of the aircraft and the
terrain clearance level signals, the pull-up signal representing a notional pull-up
trajectory that the aircraft can perform without exceeding a maximum predetermined
acceleration of the aircraft and without violating the predetermined clearance heights,
and generating a trajectory signal using the parameter information and the
navigational information, the trajectory signal representing current trajectory of the
aircraft.
12. A method, as in Claim 11, further comprising displaying a line corresponding to the
pull-up signal, and displaying the trajectory signal with respect to the line.
13. A method, as in Claim 12, further comprising constructing the line by determining
the line as a boundary region between a plurality of possible aircraft pull-up
trajectories which avoid the predetermined clearance heights, and a plurality of
possible aircraft pull-up trajectories which do not avoid the predetermined clearance
heights for a maximum predetermined acceleration of the aircraft.
14. A method of indicating current aircraft trajectory with respect to terrain clearance
level substantially as illustrated in and/or described with reference to the
accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9703393A GB2310184B (en) | 1996-02-19 | 1997-02-19 | Aircraft terrain advisory system |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GBGB9603459.0A GB9603459D0 (en) | 1996-02-19 | 1996-02-19 | Terrain Advisory System |
| GBGB9616435.5A GB9616435D0 (en) | 1996-02-19 | 1996-08-05 | Terrain advisory system |
| GB9703393A GB2310184B (en) | 1996-02-19 | 1997-02-19 | Aircraft terrain advisory system |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9703393D0 GB9703393D0 (en) | 1997-04-09 |
| GB2310184A true GB2310184A (en) | 1997-08-20 |
| GB2310184B GB2310184B (en) | 2000-10-11 |
Family
ID=27268135
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9703393A Revoked GB2310184B (en) | 1996-02-19 | 1997-02-19 | Aircraft terrain advisory system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2310184B (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0928952A1 (en) * | 1998-01-12 | 1999-07-14 | Dassault Electronique | Aircraft terrain collision avoidance method and device |
| US6502015B1 (en) | 1999-11-19 | 2002-12-31 | Bae Systems Plc | Terrain following apparatus for a vehicle |
| EP1598720A1 (en) * | 2004-05-18 | 2005-11-23 | Airbus France | Piloting indicator determining the maximum slope for piloting an aircraft during terrain following flight |
| WO2006097592A1 (en) * | 2005-03-17 | 2006-09-21 | Airbus France | Terrain avoidance method and system for an aircraft |
| FR2893146A1 (en) * | 2005-11-10 | 2007-05-11 | Thales Sa | TERRAIN AVOIDANCE SYSTEM FOR AIRCRAFT AIRCRAFT |
| US9870000B2 (en) | 2011-03-28 | 2018-01-16 | Honeywell International Inc. | Methods and systems for translating an emergency system alert signal to an automated flight system maneuver |
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|---|---|---|---|---|
| GB1062530A (en) * | 1958-02-07 | 1967-03-22 | Sperry Gyroscope Co Ltd | Aircraft control arrangements |
| EP0453327A1 (en) * | 1990-02-22 | 1991-10-23 | Sextant Avionique S.A. | Method of guiding an airborne vehicle on a very low altitude flight path |
| WO1992021077A1 (en) * | 1991-05-22 | 1992-11-26 | Gec-Marconi Limited | Aircraft terrain and obstacle avoidance systems |
| GB2266286A (en) * | 1992-04-24 | 1993-10-27 | Sagem | Method of piloting an aircraft to avoid its colliding with the ground. |
| GB1605407A (en) * | 1975-01-28 | 1996-04-03 | Secr Defence | Improvements in or relating to terrain following systems |
| US5526000A (en) * | 1984-07-13 | 1996-06-11 | Electronique Serge Dassault | Procedure and automatic control device for an airborne vehicle in low altitude overflight |
-
1997
- 1997-02-19 GB GB9703393A patent/GB2310184B/en not_active Revoked
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1062530A (en) * | 1958-02-07 | 1967-03-22 | Sperry Gyroscope Co Ltd | Aircraft control arrangements |
| GB1605407A (en) * | 1975-01-28 | 1996-04-03 | Secr Defence | Improvements in or relating to terrain following systems |
| US5526000A (en) * | 1984-07-13 | 1996-06-11 | Electronique Serge Dassault | Procedure and automatic control device for an airborne vehicle in low altitude overflight |
| EP0453327A1 (en) * | 1990-02-22 | 1991-10-23 | Sextant Avionique S.A. | Method of guiding an airborne vehicle on a very low altitude flight path |
| WO1992021077A1 (en) * | 1991-05-22 | 1992-11-26 | Gec-Marconi Limited | Aircraft terrain and obstacle avoidance systems |
| GB2266286A (en) * | 1992-04-24 | 1993-10-27 | Sagem | Method of piloting an aircraft to avoid its colliding with the ground. |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0928952A1 (en) * | 1998-01-12 | 1999-07-14 | Dassault Electronique | Aircraft terrain collision avoidance method and device |
| FR2773609A1 (en) * | 1998-01-12 | 1999-07-16 | Dassault Electronique | TERRAIN ANTI-COLLISION PROCESS AND DEVICE FOR AIRCRAFT, WITH PERFECTED VISUALIZATION |
| US6088654A (en) * | 1998-01-12 | 2000-07-11 | Dassault Electronique | Terrain anti-collision process and device for aircraft, with improved display |
| US6502015B1 (en) | 1999-11-19 | 2002-12-31 | Bae Systems Plc | Terrain following apparatus for a vehicle |
| US7089090B2 (en) | 2004-05-18 | 2006-08-08 | Airbus France | Flight control indicator determining the maximum slope for the flight control of an aircraft by terrain following |
| FR2870514A1 (en) * | 2004-05-18 | 2005-11-25 | Airbus France Sas | PILOTAGE INDICATOR DETERMINING THE MAXIMUM SLOPE FOR THE CONTROL OF AN AIRCRAFT IN FOLLOW-UP OF TERRAIN |
| EP1598720A1 (en) * | 2004-05-18 | 2005-11-23 | Airbus France | Piloting indicator determining the maximum slope for piloting an aircraft during terrain following flight |
| WO2006097592A1 (en) * | 2005-03-17 | 2006-09-21 | Airbus France | Terrain avoidance method and system for an aircraft |
| FR2883403A1 (en) * | 2005-03-17 | 2006-09-22 | Airbus France Sas | METHOD AND SYSTEM FOR FIELD ENJOYMENT FOR AN AIRCRAFT |
| CN101176133B (en) * | 2005-03-17 | 2010-05-26 | 法国空中巴士公司 | Terrain avoidance method and system for an aircraft |
| US7899620B2 (en) | 2005-03-17 | 2011-03-01 | Airbus France | Terrain avoidance method and system for an aircraft |
| FR2893146A1 (en) * | 2005-11-10 | 2007-05-11 | Thales Sa | TERRAIN AVOIDANCE SYSTEM FOR AIRCRAFT AIRCRAFT |
| WO2007054448A1 (en) * | 2005-11-10 | 2007-05-18 | Thales | Terrain avoidance system for transport aircraft |
| US8280622B2 (en) | 2005-11-10 | 2012-10-02 | Thales | Terrain avoidance system for transport aircraft |
| US9870000B2 (en) | 2011-03-28 | 2018-01-16 | Honeywell International Inc. | Methods and systems for translating an emergency system alert signal to an automated flight system maneuver |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9703393D0 (en) | 1997-04-09 |
| GB2310184B (en) | 2000-10-11 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| 773K | Patent revoked under sect. 73(2)/1977 |
Free format text: PATENT REVOKED ON 20040525. |