The Boeing Company

Itt Manufacturing Enterprises, Inc.

Exelis Inc.

Harris Corporation

Eagle Technology, LLC

Harris International, Inc.

Brian D Kelly

Emma Romig

Thomas Herman Chyba

John Wiedemann

Robert James Myers

Wayne Armstrong

Patrick Louis Ponsardin

James E Veitengruber

Scott L Pelton

Dale Allen Richter

Edward W Gillette

Mark A Gluskin

Clarence Theodore Lobb, Iii

David Michael Sanchez

Noah Scott Higdon

Quang Duy Bui

Robert D Babnick

Waverly Dickson Marsh

Craig Loges

Alan R Mulally

Arthur D Bernstein

Paul Stemer

Edward Specht

James M Baker

Karl Quackenbush

Systems and methods for operating, particularly in the field, a Raman spectroscopy device that includes a laser, a spectrograph, an intensified charge coupled device (ICCD), and an autofocus subsystem. Before spectral data acquisition commences a series of ancillary data checks is performed to monitor operating conditions of at least the laser, the ICCD, and the autofocus subsystem. Further, after each Raman spectrum acquisition, a series of data quality checks is performed to enhance confidence in the just collected data. Only spectral data that passes the data quality checks are further processed. However, all spectral data are stored in a log file. When the log file reaches a predetermined capacity, the log file is closed, and a new round of ancillary data checks is performed to again monitor the status of the Raman spectroscopy device.

Data quality and ancillary data checking for Raman sensor

Methods and systems for providing an electrically dimmable combiner optics for head-up displays are disclosed. In one embodiment, a dimmable head-up display includes a display portion configured to provide head-up display information to an operator. Additionally, a dimmable portion is coupled to the display portion configured to change a transmissivity of the display portion from a first transmissivity level to a second transmissivity level.

Electrically dimmable combiner optics for head-up display

Systems and methods for controlling windows with variable light transmission are disclosed. In one embodiment, a system includes a sensor adapted to receive a light intensity, a user input device adapted to receive a user input value, a window having a variable transmissivity portion, and a control system. The control system is operatively coupled to the sensor, the user input device, and the window, and is adapted to receive the light intensity and user input value and to adjust a transmission level of the variable transmissivity portion of the window based on at least one of the light intensity and the user input value. The sensor includes a sensor adapted to receive a light intensity, a temperature, a humidity, or other environmental variables. In other embodiments, the system also includes a ventilation system, an air conditioning system, or a humidity control system.

Systems and methods for controlling windows with variable light transmission

An apparatus for laser interrogation of surface agents moving relative to the apparatus. A receiver telescope includes a secondary reflector that may compensate for variations in distance from a target to the laser. The secondary reflector relies on a distance to target signal that may be collected at a point substantially away from the target, in the direction of relative motion, to allow a focusing mechanism time to react.

Laser interrogation of surface agents

An airplane pitch guidance control law and display symbol for a Traffic alert and Collision Avoidance System (TCAS) is disclosed. The control law converts a TCAS computer-generated vertical air speed command into a pitch guidance command. The pitch guidance command controls the location of a symbol (51) on the pitch axis of an electronic attitude display (21) that guides a pilot toward a pitch attitude that will result in a vertical speed that eliminates a collision threat. The preferred symbol is a pitch axis leg (53) and a pair of outwardly diverging legs (55a, 55b). The pitch axis leg (53) defines the minimum climb or descent attitude required to achieve a safe climb or descent angle. The pitch axis leg (53) and the diverging legs (55a, 55b) combine to define a climb or descent attitude range to avoid. The distance between the pitch axis leg 53 and the boresight 39 of the airplane symbol of the display is controlled by a RA.sub.CMD signal produced by: subtractively combining the vertical speed command (V.sub.STCAS ) produced by a TCAS II computer and the vertical speed of the airplane (V.sub.SIND); multiplying the result by a sensitivity factor K whose value is related to the true air speed of the airplane and 57.3 to approximate the arc tangent of the quotient; and subtracting a factor that compensates for the fact that flight path angle changes lag pitch attitude changes.

TCAS II pitch guidance control law and display symbol

A flight path angle symbol is positioned on an aircraft attitude display indicator as a function of either a measured flight path angle or a flight path angle commanded by the pilot. When the aircraft is operating within a selected airspeed, angle of attack, pitch attitude or load factor range, or the difference between measured flight path angle and commanded flight path angle is within a selected range, the symbol is positioned on the display as a function of commanded flight path angle. However when the aircraft is operating outside any of these ranges, the symbols is positioned on the display as a function of the measured flight path angle. To avoid a rapid jump in symbol position when transitioning between measured and commanded flight path angle displays, a phase lag filter is used to attenuate and lag the symbol positioning signal.

Apparatus and method for displaying aircraft flight path angle on an

A pitch limit symbol is generated at an aircraft attitude indicator which provides a pilot with display of a stall warning angle of attack margin which is referenced to an airplane symbol on the primary attitude indicator. The position of the pitch limit symbol relative to the aircraft symbol is a function of the difference in angle of attack between the current angle of attack at the aircraft, and a predetermined angle of attack at which the onset of stall warning occurs. Additional information is provided on the attitude indicator by a flight path angle symbol. The pitch limit symbol together with the flight path angle symbol provides the pilot with information to achieve a positive rate of climb during a pitch up maneuver while adjusting the pitch attitude of the aircraft to avoid a stall situation. The position of the pitch limit symbol may be compensated by various means to decrease the distance between the aircraft symbol and the pitch limit symbol.

Apparatus and methods for generating a stall warning margin on an

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Redmond, WA, United States of America

Brian D Kelly