Purpose: This paper aims to present a vision-based method for determination of the position of a fixed-wing aircraft that is approaching a runway.Design methodology/approach: The method determines the location of an aircraft based on positions of precision approach path indicator lights and approach light system with sequenced flashing lights in the image captured by an on-board camera.Findings: As the relation of the lighting systems to the touchdown area on the considered runway is known in advance, the detected lights, seen as glowing lines or highlighted areas, in the image can be mapped onto the real-world coordinates and then used to estimate the position of the aircraft. Furthermore, the colours of lights are detected and can be used as auxiliary information.Practical implications: The presented method can be considered as a potential source of flight data for autonomous approach and for augmentation of manual approach.Originality/value: In this paper, a feasibility study of this concept is presented and primarily validated.

The paper presents automatic control of an aircraft in the longitudinal channel during automatic landing. There are two crucial components of the system presented in the paper: a vision system and an automatic landing system. The vision system processes pictures of dedicated on-ground signs which appear to an on-board video camera to determine a glide path. Image processing algorithms used by the system were implemented into an embedded system and tested under laboratory conditions according to the hardware-in-the-loop method. An output from the vision system was used as one of the input signals to an automatic landing system. The major components are control algorithms based on the fuzzy logic expert system. They were created to imitate pilot actions while landing the aircraft. Both systems were connected with one another for cooperation and to control an aircraft model in a simulation environment. Selected results of tests presenting control efficiency and precision are shown in the final section of the paper.

The article presents a measurement system for a micro UAV designed at the Department of Avionics and Control Systems of Rzeszów University of Technology. Since the project is based on earlier projects, e.g.[[[[1[[[1, the introduction begins with their short presentation [they are mentioned in the introduction firs. Then, the current project is discussed. The major objective of the project is to create a miniature autopilot cooperating with navigation units, data transmission units and measurement units. The system is based on Polish technological solutions. The autopilot is designed as a single unit, however the system is open and it allows you to use different elements. The system development is also possible. In-flight testing will be realized with the use of two unmanned flying platforms equipped with an electrical engine and a piston engine. The total mass of the platforms is 5 kg and 25 kg respectively. The article presents the structure of the control and navigation system and then, the structure of the measurement system. The measurement units consist of a GPS receiver, an attitude and heading reference system (AHRS) and an air data computer (ADC). Similar configuration is used in other micro UAV solutions, such as Micropilot or Kestrel. Then, algorithms of the measurement system are described. Navigation is based on GPS data with a DGPS (Differential GPS) advanced module. If the measurement information is complete, GPS data are used to correct measurements from other units. The system estimates wind disturbances and calculates accelerometers errors. In the case of missing GPS signals implementation of low-cost sensors may lead to significant measurement errors, and hence navigation only by means of the INS is impossible. In such a case, navigation is realized with the use of an inertial navigation system (INS), the magnetic heading measurement and ADC. AHRS unit algorithms use quaternion algebra for attitude calculation. For correction, complementary filtering is implemented [, [. The correction signal for the attitude (pitch and roll angles) is calculated with the use of acceleration measurements. Measurements of accelerations and yaw rates are used for the correction switching mechanism, since in dynamic states signals calculated from accelerations cannot be used for correction. Heading is corrected by means of magnetic heading measurement. ADC algorithms are based on typical aerodynamic dependences.

Purpose: The purpose of this paper is to describe the general idea, design, and implementation of control system for general aviation aircraft which reduces pilot workload.Design/methodology/approach: Proposed indirect flight control system framework is intended to simplify piloting, reduce pilot workload, and allow low‐end general aviation aircraft to operate under deteriorated meteorological conditions. Classical control theory is used for the design of the flight control laws. Although not inherently robust, controllers with classical control logic are made sufficiently stable using a correct and updated controller structure.Findings: Despite controversies between perception of a modern manned aerial vehicle and limitations imposed by legacy airworthiness codes it is shown that a pilot workload reducing system can be successfully implemented onboard of a low‐end general aviation aircraft.Research limitations/implications: Hi‐level control laws and optimization of handling qualities can lead to unfavourable and unpredictable forms of man‐machine interactions, e.g. pilot‐induced oscillations.Practical implications: General aviation aircraft are mostly flown by a single pilot, who could benefit from an intelligent system or “virtual copilot” assisting in or supervising the aircraft's safe operation under any conditions. Aircraft with this capability represents a next step in the evolution that might ultimately lead to trajectory‐based free‐flight concept of aircraft operations.Originality/value: The paper introduces a safety enhanced digital flight control system on board small general aviation aircraft.

During the AIM (advanced in-flight measurement techniques) and AIM² projects, innovative modern techniques were developed. The purpose of the AIM project was to develop optical measurement techniques dedicated for flight tests. Such methods give information about aircraft elements deformation, thermal loads or pressure distribution, etc. In AIM² the development of optical methods for flight testing was continued. In particular, this project aimed at the development of methods that could be easily applied in flight tests in an industrial setting. Another equally important task was to guarantee the synchronization of the classical measuring system with cameras. The PW-6U glider used in flight tests was provided by the Rzeszów University of Technology. The glider had all the equipment necessary for testing the IPCT (image pattern correlation technique) and IRT (infrared thermometry) methods. Additionally, equipment adequate for the measurement of typical flight parameters, registration and analysis has been developed. This article describes the designed system, as well as presenting the system's application during flight tests. Additionally, the results obtained in flight tests show certain limitations of the IRT method as applied.

The paper presents a methodology enabling the detection of aircraft touchdowns based on data obtained from accelerometers attached to the structural parts of the airframe in the cockpit or passenger compartment. Precise determination of the moment and place of touchdown of the main landing gear is challenging when analysing parameters such as height, flight speed and rate of descent. During the tests of the I-31T aircraft, it turned out that vibrations of the aircraft structure caused by the contact of the front and main landing gear with the ground have a repetitive character. In particular, this applies to longitudinal acceleration. The use of continuous wavelet analysis (CWT) allowed finding unique periodic features of the landing phenomenon that distinguish it from other forms of vibration occurring in individual flight phases. Ground and flight observations of experimental aeroplane MP-02 Czajka verified the proposed method of virtual touchdown detection. The results presented in this paper justify that this method may find broader application, especially for the light aircraft class.