GB1602477A - Take-off director system - Google Patents
Take-off director system Download PDFInfo
- Publication number
- GB1602477A GB1602477A GB25538/78A GB2553878A GB1602477A GB 1602477 A GB1602477 A GB 1602477A GB 25538/78 A GB25538/78 A GB 25538/78A GB 2553878 A GB2553878 A GB 2553878A GB 1602477 A GB1602477 A GB 1602477A
- Authority
- GB
- United Kingdom
- Prior art keywords
- aircraft
- take
- pilot
- speed
- acceleration
- 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.)
- Expired
Links
Classifications
-
- 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
- G05D1/0083—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots to help an aircraft pilot in the rolling phase
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Traffic Control Systems (AREA)
Description
(54) TAKE-OFF DIRECTOR SYSTEM
(71) We, COMPANIE DE TRANSPORT AERIAN TAROM, a company organised and existing under the laws of Romania, of Bucharest, Romania, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:
This invention covers a system intended to calculate, control and monitor the aircraft take-off.
The methodologies provided by the aircraft manufacturers to get the take-off parameters are well known. Such methodologies include instructions and nomograms used by the crew to calculate the main elements of a take-off.
The instructions and nomograms, as those included in the aircraft flight manual, call for the performance of certain complex operations by the crew, in order to calculate the following take-off basic parameters:
- stabiliser position
- maximum take-off runway length
- maximum take-off weight
- obstacle clearance limit
- V1, VR, V2 speeds.
To calculate these parameters, the pilot uses some data specific to each airport, such as:
- temperature
- pressure
- wind direction and speed
- take-off runway slope
- take-off runway length
- take-off runway surface condition
- height of obstacles placed close to or away from the airport.
Even when the calculations are correctly made, there is still a possibility for an accident to occur due to the following factors:
- modification of temperature, pressure, wind and runway condition between the moment the take-off data are calculated and the moment the take-off actually takes place; this is the case of the crowded airports with unstable meteorological conditions;
- occurance of certain failures of transient conditions during the take-off, leading to an increase of the drag and consequently to a longer time required to reach V1;
- payload is higher than the figure recorded in the load sheet;
- gravity center is outside of limits due to wrong balance.
When one or more of the above factors are cumulated, V1 (the speed at which the pilot must decide whether to continue or to abort the take-off) is reached too late and the aircraft runs too long on the runway.
In such cases the aircraft could take-off if everything is operating normally; but, when some special circumstances appear, such as fire or engine failure, requiring the take-off abortion, the pilot will not be able to stop the aircraft within the remaining distance, and the aircraft will overrun the end of the runway.
The passenger and cargo aircraft operated now are not provided with automatic or semi-automatic systems which could calculate and indicate to the pilot the safest take-off process.
According to the present invention there is provided a take-off director system for an aircraft, comprising:
a flight director indicator on said aircraft adapted to form a display representing pitch angle and an orientation of the aircraft relative to the pitch angle;
an accelerometer mounted along the longitudinal axis of the aircraft providing a signal representing the acceleration of said aircraft;
a plurality of hydraulic-pressure/electrical transducers mounted on respective landinggear struts of the aircraft for producing signals representing the load on said struts;;
means for registering data constituting parameters of operation of the aircraft and including available engine power, aircraft weight and airport data including runway length, obstacle height and ambient temperature and pressure conditions for producing a signal representing the aircraft optimal acceleration necessary to reach a decision speed V1 within a runway length sufficient to allow a pilot of the aircraft to stop the same within a remaining length of runway;
means for comparing the output of said accelerometer with said signal representing said optimal acceleration, for displaying same on said flight director indicator, said registering means establishing a value of a time from inception of take-off to V1 at the optimal acceleration;;
means for monitoring the actual speed of said aircraft and comparing the same at a plurality of sequential instants with calculated airspeed values over the interval represented by said time and determining the number of instances at which the comparison shows the actual speed of the aircraft to be less than the calculated values; and
means responsive to said monitoring means for providing a visual and an acoustic signal instructing the pilot to abort the take-off upon detection of at least three such instances.
Therefore there is provided a take-off director system in which the above mentioned disadvantages are eliminated.
In one embodiment by the use of a specialized computer, nomograms provided by the aircraft manufacturer, actual airport data and aircraft weight and balance data, the system determinates the longitudinal acceleration required by the aircraft to reach the decision speed (V1) within a distance so calculated as to stop the aircraft before the runway end, when the take-off is aborted.
The V1 speed is calculated automatically by the system after the input of airport data.
Based on the resulting V1, the system calculates the braking distance required to abort the take-off and to stop the aircraft.
Knowing the take-off runway length and the distance required to brake the aircraft from Vl to 0 speed, one can get the distance required for the aircraft to start from 0 and to reach
V1 speed. Along this part of the take-off runway, the aircraft moves uniformly accelerated, the acceleration value depending on speed and space. The difference between the calculated acceleration and the true acceleration is fed into the pitch channel of the "V" bars.
In order to monitor the take-off and particularly the aircraft performance before reaching V1 the system calculates the time required by the aircraft to reach Vl within the distance intended for this purpose.
An embodiment of the present invention will now be described by way of example with reference to the accompanying drawings, in which,
Figure 1 is a schemmatic block diagram of a take-off director system according to the invention,
Figure 2 illustrates a control and display device,
Figure 3 is a schemmatic diagram of an electric diagram of the flight director system indicator control bars,
Figure 4 is a block schemmatic diagram of the pitch control module of the "V" bars,
Figure 5 is a block schemmatic diagram of the roll control module of the "V" bars, and
Figure 6 is a schemmatic diagram illustrating the functions of the take-off monitoring module.
The system of the present invention includes a specialized electronic computer (A), a control display unit (B), an accelerometer (C) fitted parallel with the aircraft longitudinal axis, a logic module (D) which together with a visual and aural warning device (E) advises the pilot of the moment to abort the take-off, a module (I) which through an amplifier block (G) controls the pitch movement of the control bars in the flight director indicator (H), and a module (F) which controls the roll movement of the same bars.
The system of this invention receives pressure inputs from the three aircraft landing gear struts through the pressure transducers J1 J2 and J3, aircraft pitch and roll angle inputs from the aircraft vertical gyro (K) and vertical speed and altitude inputs from the air data central computer (L).
Using the data received from the transducers J1 J2 and J3, the central computer (A) computes the center of gravity position and the gross weight of the aircraft.
The computer (A) calculates also the acceleration required to reach V1 within a runway length sufficient to stop the aircraft when an abortion is decided.
In order to allow the pilot to adjust correctly the engine power, the computer (A) gives to module (I) a take-off acceleration value corrected continuously, taking into account the pitch angle of the aircraft.
According to the invention, the system uses a visual and aural warning device to advise the pilot when he should abort the take-off.
The control display unit of the system of the present invention uses a selector (Sl) which allows the pilot to accomplish the following actions:
In selector position 1, the pilot inserts airport local temperature and pressure. After the first insertion of the data in the computer, the previously displayed indications of aircraft type and program number disappear, and the display will show the temperature on the left (D1-D6) and the pressure on the right (D7-D12) of the display. The aircraft type and the program number displayed on the right and respectively on the left hand, allows the pilot to check if the system is correctly programmed according to the technical handbook.
In selector position 2, the pilot inserts the take-off runway total length on the left of the display, and the system will display on the right during the take-off, the remaining distance of the runway.
In selector position 3, the pilot inserts the wind speed (the component parallel with the take-off runway) on the left, and the take-off runway slope on the right of the display.
In selector position 4, the system displays on the left the aircraft gross weight and on the right the maximum take-off weight, as calculated by the system for the airport actual conditions.
In selector position 5, before the take-off is started, the display shows successively the calculated values V1, VR, V2, Vl. VR, V2,... at intervals of three seconds, on the left.
During the take-off process, the V1 is displayed as long as the aircraft ground speed (displayed on the right) is less or equal to V1, the VR is displayed as long as the aircraft ground speed is less or equal to VR and the V2 is displayed as long as the aircraft ground speed is less or equal to V2; the indications are changed automatically from V1 to VR and then to V2.
In selector position 6, the system displays automatically the longitudinal position of the aircraft center of gravity on the left, and the lateral deviation of the aircraft center of gravity on the right of the display.
In selector position 7, the pilot inserts on the left display the heights of the obstacles close to the airport, and on the right display he inserts successively the number of turbocompressors (engines) in operation, the runway condition data and the wing deicing condition (i.e. ON/OFF).
In selector position 8, the system displays on the left the engine pressure ratio required to take-off, and on the right the corresponding angle of the stabilizer.
In selector position 9, an automatic test is carried out in order to check the correct operation of the system. All warning lights (L1 through Lg) are ON and all alphanumeric characters (Dl through D12) are displayed.
Before the take-off, the system is switched on and the green light L1 "SYSTEM ON" goes on indicating the system has been connected to monitor the take-off process.
If, according to the automatic calculations no limits are exceeded, the take-off is permitted and the green light L2 "TAKE-OFF PERMITTED" goes on; if the limits are exceeded. the red light L3 "TAKE-OFF PROHIBITED" goes on.
When VR is reached, the pilot receives a visual warning from the orange light L4 "PULL
UP" which goes on blinking, and an aural warning in the headset to pull the stick ("Pull up", "Pull up",...)
When the take-off must be aborted, the pilot receives also a visual and an aural warning, i.e. the red light L5 "ABORT TAKE-OFF" goes on and the "Abort take-off signal is heared in the headset.
To insert data into the computer (A), the pilot uses the keys T1 through T13. The keys T1 through Tlo contain the figures 1,2,3,4,5,6,7,8,9,0 and the key T11 contains the decimal sign. The key T12 "CLEAR" provides the cancellation of the data in the event of a mistake.
The key T13 "INSERT" provides the insertion of the data from the display buffer store into the computer memory. The keys T2,T4,T5,T6,T8 have a sign meaning besides the numeric meaning. For instance, when inserting the runway slope only, T2 indicates a positive value and T8 a negative one, and additionally, T2 will show "UP" indication and T8 "DN"indication. Using the keys T4 and T6, after insertion of the wind speed only, the system will indicate whether it is a headwind ("H" is indicated on T4) or a tailwind ("T" is indicated on T6).To insert negative data, the first function of the key T5 is to indicate minus
If, for example, the Sl selector is set in position 3, the pilot must insert into the left display (D-D6) the wind speed value and in the right display (D7-D12) the runway slope (e.g. tailwind, 25 knots and slope, positive, 1.5 degrees). In this case the pilot selects position 3 on S1 and presses key T6. The left display goes off, the letter T appears in D1 and key T13 goes on indicating the pilot he can start inserting data. The keys T2,T5 are pressed and then the key T13, which inserts this numerical value into the computer, T25 appears on the left display, the lights D4, D5 and D6 being off.
To insert the runway slope "UP 1.5 ", the key T2 is pressed and the key T13 comes on, and on the right display the letters "UP" appear in D7 and D8; The keys T1,T11 and T5 are further pressed in this sequence. If the correct values are shown, key T13 is pressed again to insert this value into the computer.
To clear the eventual mistakes made while pressing the keys, the key T12 is pressed and the system goes back to its initial position before the insertion of the last value.
The DC input at (M) and (N) in the amplifier block (Figure 3) comes from the take-off director system and controls the pitch and roll movement of the control bars (indicated by letters "BA") through the amplifier block (G).
Two AC tacho-generators (TG) together with two servomotors (SM), two servoamplifiers (A1,A2), several electronic relays (RE), a logic circuit (CL) and two modulators (M1) form the amplifier indicator block of the take-off director system. When the system is
OFF, the logic condition W has the value "1".
If the DC input to (M) and (N) is null, the bars "BA" are perfectly overlapped on the aircraft indicator (MA); this position is considered as being the most favourable in the take-off process. If the control signal becomes positive or negative, the bars "BA" will move from the central position proportionally with the control signal magnitude and polarity.
The pitch control module diagram (Figure 4) contains a modulator (M3), two points of summarization (PS1 and PS2) and three electronic relays (RE1, RE2, Rue). The input signal (SA) is directly proportional to the true value of the longitudinal acceleration, adjusted by the pitch angle of the aircraft. Another signal (SB) is calculated by the specialized digital computer so that the aircraft reaches V1 within the calculated length of runway. A third signal (SC) is calculated in the digital computer proportionally to the pitch value imposed to the aircraft after the VR speed is reached. The fourth (SC) signal is proportional to the real pitch of the aircraft.
The pitch indication operates in two distinct conditions: before reaching the VR speed, when only the aircraft acceleration is taken into account (SA + SB), and after reaching the
VR speed, when the aircraft pitch angle value is taken into consideration, too. The electronic computer achieves the two above mentioned conditions through the relays RE1,
RE2, RE3.
The pilot will operate the engine thrust immediately after the brakes are released, from the beginning of the take-off runway, until the bars "BA" are perfectly overlapped on the aircraft indicator (MA). This means that the aircraft true acceleration is equal to that calculated and imposed by the digital computer. Any difference between (SA) and (SB) signals is shown by an upward deviation when SA > SB or downward when SA < SB.
The roll control module (Figure 5) contains only one modulator (M2) which converts the
AC input signal which is proportional to the difference between the computed roll angle and the aircraft roll angle, into a DC signal and applies it to the input of the module (G).
The system contains an electronic module (D) used to monitor the take-off and to decide its abortion.
The operation of the module (D) is actuated when the aircraft acceleration exceeds one third of the calculated acceleration.
To have a correct reference available for comparing the actual take-off process. it was considered that during the whole take-off, the pilot maintains the bars overlapped on the aircraft indicator (MA), meaning that before reaching VR speed, the aircraft movement is an uniform accelerated one.
Thus, knowing the values of the V1 and SP (the difference between the total take-off runway length and the minimum length necessary to stop the aircraft when the take-off is to be aborted , the imposed acceleration and time values are calculated as follows:
In these relations, the acceleration "awl" is calculated as being the acceleration necessary for the aircraft to reach the V1 speed within the length SP, and the time "tl" is calculated as being the time necessary for the aircraft to reach V1 after going through the length SP.
To monitor the whole take-off process, ten intermediate values of the V1 speed were calculated for ten intermediate time values t1/10,2t1/10,3t1/10,.... 10t1/10, indicated with
V1(n), so that the monitoring module (D) allows the pilot to discontinue the take-off even before reaching the V1, when the aircraft has decreasing acceleration or when the acceleration is constant but less than the imposed one. The take-off monitoring module (D) also indicates the necessity to discontinue the take-off, when reaching a V1 (10) value equal or larger than that imposed, the aircraft lift did not increase with a value "b" specific to the aircraft type concerned.In the logical diagram of the module (D) the working constants were noted with "n", "m", "i", the real time with "t", a real time submultiple of the t1/10 value with "out", and with "x" the number of checks carried out between the beginning of take-off and the moment of reaching V1.
In the logic diagram the aircraft true acceleration was indicated by an "a", the aircraft true speed "v=adt" and the lift increase with "PT".
If, during the take-off, logic conditions appear requesting to abort the take-off, a block "y" will operate the respective visual and aural warnings (E).
The take-off director system, according to the invention, offers the following advantages:
- allows the pilot, at any time during the take-off, to know the aircraft ground speed and the length of the take-off runway covered;
- indicates the pilot the optimal engine thrust for each take-off setting; calculates automatically all the take-off parameters eliminating the human error;
- warns the pilot on the moment to abort the take-off thus eliminating the danger of the aircraft overruning the end of the runway;
- indicates the pilot the optimal pitch angle to clear the obstacles;
- the system is designed to operate on any type of aircraft, its adaptation consisting in the insertion of the program specific to each type of aircraft.
WHAT WE CLAIM IS:
1. A take-off director system for an aircraft, comprising:
a flight director indicator on said aircraft adapted to form a display representing pitch
angle and an orientation of the aircraft relative to the pitch angle;
an accelerometer mounted along the longitudinal axis of the aircraft providing a signal
representing the acceleration of said aircraft;
a plurality of hydraulic-pressure/electrical transducers mounted on respective landing
gear struts of the aircraft for producing signals representing the load on said struts;;
means for registering data constituting parameters of operation of the aircraft and
including available engine power, aircraft weight and airport data including runway length,
obstacle height and ambient temperature and pressure conditions for producing a signal
representing the aircraft optimal acceleration necessary to reach a decision speed V1 within
a runway length sufficient to allow a pilot of the aircraft to stop the same within a remaining
length of runway;
means for comparing the output of said accelerometer with said signal representing said
optimal acceleration, for displaying same on said flight director indicator, said registering
means establishing a value of a time from inception of take-off to V1 at the optimal
acceleration; ;
means for monitoring the actual speed of said aircraft and comparing the same at a
plurality of sequential instants with calculated airspeed values over the interval represented
by said time and determining the number of instances at which the comparison shows the
actual speed of the aircraft to be less than the calculated values; and
means responsive to said monitoring means for providing a visual and an acoustic signal
instructing the pilot to abort the take-off upon detection of at least three such instances.
2. The system defined in claim 1 further comprising:
means for triggering said visual and acoustic signal upon the absence of a decrease in load
as represented by the signals produced by said transducers by comparison with
predetermined values of attainment of such decision speed V1.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (4)
1. A take-off director system for an aircraft, comprising:
a flight director indicator on said aircraft adapted to form a display representing pitch
angle and an orientation of the aircraft relative to the pitch angle;
an accelerometer mounted along the longitudinal axis of the aircraft providing a signal
representing the acceleration of said aircraft;
a plurality of hydraulic-pressure/electrical transducers mounted on respective landing
gear struts of the aircraft for producing signals representing the load on said struts;;
means for registering data constituting parameters of operation of the aircraft and
including available engine power, aircraft weight and airport data including runway length,
obstacle height and ambient temperature and pressure conditions for producing a signal
representing the aircraft optimal acceleration necessary to reach a decision speed V1 within
a runway length sufficient to allow a pilot of the aircraft to stop the same within a remaining
length of runway;
means for comparing the output of said accelerometer with said signal representing said
optimal acceleration, for displaying same on said flight director indicator, said registering
means establishing a value of a time from inception of take-off to V1 at the optimal
acceleration;;
means for monitoring the actual speed of said aircraft and comparing the same at a
plurality of sequential instants with calculated airspeed values over the interval represented
by said time and determining the number of instances at which the comparison shows the
actual speed of the aircraft to be less than the calculated values; and
means responsive to said monitoring means for providing a visual and an acoustic signal
instructing the pilot to abort the take-off upon detection of at least three such instances.
2. The system defined in claim 1 further comprising:
means for triggering said visual and acoustic signal upon the absence of a decrease in load
as represented by the signals produced by said transducers by comparison with
predetermined values of attainment of such decision speed V1.
3. The system defined in claim 1 or 2 further comprising:
a display and input device connected with the means for registering data, said device displaying said decision speed V1, a lift-off speed VR and a further speed V2 representing a condition for take-off, and
means for sequentially displaying V1, VR and V2 during the start of take-off and thereafter discontinuing the display of them as the respective speeds are reached.
4. A take-off director system substantially as hereinbefore described with reference to, and as illustrated in, the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB25538/78A GB1602477A (en) | 1978-05-31 | 1978-05-31 | Take-off director system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB25538/78A GB1602477A (en) | 1978-05-31 | 1978-05-31 | Take-off director system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1602477A true GB1602477A (en) | 1981-11-11 |
Family
ID=10229302
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB25538/78A Expired GB1602477A (en) | 1978-05-31 | 1978-05-31 | Take-off director system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB1602477A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0156911A4 (en) * | 1983-09-12 | 1987-02-19 | Robert C Scott | Critical runway margin warning system. |
| GB2189448A (en) * | 1986-04-08 | 1987-10-28 | William Lewis Horsley | Balanced risk director |
| EP0404606A1 (en) * | 1989-06-20 | 1990-12-27 | AEROSPATIALE Société Nationale Industrielle | System for elaborating an alarm signal aboard an aircraft if an anomaly occured during take-off |
| EP2328054A1 (en) * | 2009-11-19 | 2011-06-01 | Honeywell International Inc. | Systems and methods of detecting low takeoff performance due to incorrect weight information |
| US11440515B2 (en) | 2017-10-06 | 2022-09-13 | Rockwell Collins, Inc. | Automated takeoff system for an aircraft |
-
1978
- 1978-05-31 GB GB25538/78A patent/GB1602477A/en not_active Expired
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0156911A4 (en) * | 1983-09-12 | 1987-02-19 | Robert C Scott | Critical runway margin warning system. |
| GB2189448A (en) * | 1986-04-08 | 1987-10-28 | William Lewis Horsley | Balanced risk director |
| GB2189448B (en) * | 1986-04-08 | 1989-11-22 | William Lewis Horsley | Balanced risk director |
| EP0404606A1 (en) * | 1989-06-20 | 1990-12-27 | AEROSPATIALE Société Nationale Industrielle | System for elaborating an alarm signal aboard an aircraft if an anomaly occured during take-off |
| FR2650101A1 (en) * | 1989-06-20 | 1991-01-25 | Aerospatiale | SYSTEM FOR PRODUCING AN AIRCRAFT ON AN AIRCRAFT OF AN INFORMATION SIGNAL DURING THE TAKE-OFF WITH ALERT OR ALARM IN CASE OF ANOMALY |
| US5124700A (en) * | 1989-06-20 | 1992-06-23 | Aerospatiale Societe Nationale Industrielle | System for generating on board an aircraft an alarm signal should any anomaly occur during take-off |
| EP2328054A1 (en) * | 2009-11-19 | 2011-06-01 | Honeywell International Inc. | Systems and methods of detecting low takeoff performance due to incorrect weight information |
| US11440515B2 (en) | 2017-10-06 | 2022-09-13 | Rockwell Collins, Inc. | Automated takeoff system for an aircraft |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4251868A (en) | Take-off director system | |
| US4837695A (en) | Method and apparatus for predicting and monitoring aircraft takeoff performance | |
| US4843554A (en) | Airplane takeoff and landing performance monitoring system | |
| US4463428A (en) | Aircraft weight and center of gravity cockpit readout system | |
| US4939513A (en) | System for alerting a pilot of a dangerous flight profile during low level maneuvering | |
| US6181987B1 (en) | Method of assistance in the piloting of an aerodyne | |
| US4551723A (en) | Excessive descent rate warning system for rotary wing aircraft | |
| US6195598B1 (en) | Power margin indicator for a rotary-wing aircraft, especially a helicopter | |
| US5739769A (en) | Method of intelligence support of aircraft crew | |
| US5225829A (en) | Independent low airspeed alert | |
| US5103224A (en) | Aircraft takeoff monitoring system | |
| US5695157A (en) | Device for assistance in the piloting of an aircraft at the landing stage | |
| EP3528080B1 (en) | Optimizing climb performance during takeoff using variable initial pitch angle target | |
| US20020036573A1 (en) | Aircraft display with potential thrust indicator | |
| EP0166487A2 (en) | Aircraft performance margin indicator | |
| US3128445A (en) | Aircraft take-off monitoring | |
| US10831198B2 (en) | Process and machine for making a runway extension speed for an aircraft | |
| CN108646785B (en) | Flight guidance system of airplane and improvement method | |
| US20090125168A1 (en) | Takeoff and landing performance indicator for fixed wing aircraft | |
| US20050248470A1 (en) | Aircraft navigation assistance device and method | |
| US8477048B2 (en) | Method and device for preventing an anti-collision system on board an airplane from emitting alarms, during an altitude capture maneuver | |
| US3504335A (en) | Aircraft take-off monitoring system | |
| EP3002214B1 (en) | Electric taxi motive control system and method of an aircraft | |
| GB1602477A (en) | Take-off director system | |
| US4281383A (en) | Process and system for the rapid detection of a wind gradient |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed [section 19, patents act 1949] | ||
| PCNP | Patent ceased through non-payment of renewal fee |