Ingrassia, Fisher & Lorenz UK Ltd

A degraded visual environment (DVE) system for a vehicle includes a display device, a plurality of degraded visual environment (DVE) sensors, and a processing system. The DVE sensors are disposed at different locations on the vehicle, and each has a field-of-view and is configured to sense objects in its field-of-view and supply sensor data representative of the sensed objects. The processing system is coupled to receive the sensor data from each of the DVE sensors and is configured to process the sensor data to determine positions of the sensed objects relative to the vehicle, generate image data representative of a single display image that depicts the positions of the sensed objects relative to the vehicle, and supply image rendering display commands, based on the image data, that cause the display device to render the single display image that depicts the positions of the sensed objects relative to the vehicle.

Systems and methods are provided for low altitude authorization and notification capability (LAANC) data management. LAANC data associated with a first plurality of unmanned aerial vehicles (UAV) is published in a LAANC data database. The LAANC data for each of the first plurality of UAVs includes a UAV identifier and a UAV flight path. A query for LAANC data associated with an aircraft flight path of an aircraft is received from a computing system onboard the aircraft. At least one of the first plurality of UAVs having at least a portion of an associated UAV flight path within a pre-defined distance of the aircraft flight path is identified. The UAV identifier and the UAV flight path associated with each of the at least one of the first plurality of UAVs is transmitted to the computing system onboard the aircraft for display on a cockpit display.

A degraded visual environment (DVE) mitigation system for a vehicle includes a DVE sensor, an actuator, and an actuator controller. The DVE sensor has a field-of-view and is configured to sense objects in the field-of-view and supply sensor data representative of the sensed objects. The actuator is coupled to the vehicle and to the DVE sensor. The actuator is coupled to receive actuator commands and is configured, in response to the actuator commands, to move the DVE sensor relative to the vehicle. The actuator controller is in operable communication with the actuator. The actuator controller is coupled to receive position commands from a user input and is configured, upon receipt of the position commands, to generate and supply the actuator commands to the actuator.

Ozone converters (100) for an aircraft and methods of producing the same are provided. The ozone converters (100) include a header assembly (110) configured to receive a gas in an inlet (112) thereof and expel the gas at an outlet (114) thereof, and a core disposed therein. The core includes a network structure having passage walls that define passages configured to receive the gas. A catalyst material is disposed on surfaces of the passage walls configured to react to reduce a concentration of ozone in the gas. The core is produced by an additive manufacturing process that deposits a material layer-by-layer to form the passage walls have a three-dimensional (3D) self-supporting geometry. The passage walls include concentric primary walls disposed about a common central axis of the core. Adjacent pairs of the primary walls define a fluid domain therebetween. The primary walls have varying diameters between ends of the network structure.

A fluid dispenser system including a pump having a pump body that defines a chamber, a pump mechanism movable relative to the chamber and a pump valve connector. The fluid dispenser system further comprises a container having a fluid reservoir and a sleeve disposed within the fluid reservoir, the sleeve fluidically isolating the sleeve interior volume from the reservoir volume. The sleeve includes a sleeve connector valve switchable between an open position and a closed position. The pump is releasably connectable to the container. When the pump is connected to the container, the pump body is at least partially disposed within the sleeve and the pump valve connector is configured to engage with the sleeve connector valve so as to switch the sleeve connector valve to an open position to allow for fluid within the reservoir volume to be drawn, upon movement of the pump mechanism, from the reservoir volume into the chamber through the first and second valve connectors without fluid contacting the exterior surface of the chamber or the sleeve interior volume.

A system for protecting a controller area network (CAN) aircraft bus from a flight control module failure has been developed. Multiple CAN bus systems serve multiple connected components located onboard an aircraft. Flight control modules located onboard the aircraft are connected to multiple the CAN bus systems. An electronic isolator/repeater that is located between each connection of a flight control module and a CAN bus system. The isolator/repeater serves to isolate the CAN bus system from a failure of the connected flight control module.

A method for reducing fuel use by aircraft includes piloting the aircraft along a current path including a scheduled arrival time; measuring actual wind conditions experienced by the aircraft at a current location, including wind direction and speed; calculating current expected fuel consumption based on the actual conditions, the scheduled arrival time, and the planned distance; obtaining a measured condition from another aircraft, including wind direction and speed; providing the measured condition to the processor; calculating for each location in a group of possible locations, a plurality of modified paths to the destination, wherein each includes a respective location and a modified distance, and the scheduled arrival time; calculating for each modified path, a modified expected fuel consumption based on the respective condition and modified distance, and the scheduled arrival time; and identifying a preferred path based on the current expected fuel consumption and the modified expected fuel consumptions.

A method in an aircraft during a mission, includes: predicting a turbulence region along a flight path (e.g., from radar measurements); prior to the aircraft entering the predicted turbulence region, changing a visual property (e.g., font and/or color) of a strategic entry field displayed by an HMI (human machine interface) that is predicted to need an entry while the aircraft travels through the predicted turbulence region; alerting flight crew to enter the entry to the strategic entry field displayed by the HMI prior to the aircraft entering the predicted turbulence region; preventing user input to the strategic entry field and other non-tactical field while the aerial vehicle travels through the predicted turbulence region; and allow the user input mechanism to accept an entry to a tactical entry field displayed on the display device that is predicted to need an entry while the aerial vehicle travels through the predicted turbulence region.

A self-locking mechanism for a removable component includes a base structure, at least one detent ball, a lock ring, and a detent button. The base structure has a detent ball recess, which has a detent ball disposed therein. The lock ring surrounds the base structure and rotates, relative to the base structure, between a locked position and an unlocked position. The detent button extends through lock ring, surrounds the base structure, and has an outer surface that engages the lock ring and the inner surface that has axial ball grooves and a radial ball groove formed therein. The detent button selectively rotates with the lock ring and translates, relative to the lock ring, between at least a first position, in which the detent ball is partially disposed within the axial ball groove, and a second position, in which the detent ball is partially disposed within the radial ball groove.

A method includes receiving data of an automation index factoring non-real time feasibility factors and including individual tasks to operate a vehicle and assignments of the individual tasks each to one of multiple available automation levels. Each automation level is associated with a different involvement of a user to perform the individual task to operate the vehicle. The method includes generating a first checklist of the tasks including factoring vehicle real-time context factors including a current state of the vehicle, a workload of at least one vehicle operator, a current phase of a mission of the vehicle, and an environment near the vehicle or to be near the vehicle. The method includes displaying the first checklist and at least one graphical user interface (GUI), and providing options of selectable automation levels including fully automated, semi-automated, and manual to be selected by a vehicle operator for tasks on the first checklist.