Saab Automobile AB, better known as Saab, is a Swedish car manufacturer currently under receivership. It was formed in 1945 out of Saab AB, "Svenska Aeroplan AB " , a Swedish aerospace and defence company, when Saab AB started a project to design a small automobile. The Saab 92, Saab's first production model, was launched in 1949. Wikipedia.
Saab | Date: 2017-05-03
The present disclosure relates to an optical fibre sensor system (10) arranged to detect a temperature change in a zone (2, 3, 4) in an aircraft (1) having at least one zone (2, 3, 4). The optical fibre sensor system (10) comprises at least one optical fibre (11, 21, 31, 41) comprising a plurality of Fibre Bragg Gratings (20, 30, 40) for detecting a temperature change. Each of the Fibre Bragg Gratings (20, 30, 40) is reflecting radiation within a predetermined wavelength range. A radiation source unit (13) is arranged to emit radiation into the at least one optical fibre (11, 21, 31, 41). A radiation detector unit (14) is arranged to receive radiation from the at least one optical fibre (11, 21, 31, 41). A processing unit (15) is configured to identify a spectral response (22, 32, 42) of the received radiation and to determine a temperature change from the spectral response (22, 32, 42) of the received radiation in a predetermined wavelength range. Each of the at least one zone (2, 3, 4) solely has Fibre Bragg Gratings (20, 30, 40) which are reflecting radiation within the same predetermined wavelength range. The disclosure further relates to method for detecting a temperature change in a zone in an aircraft having at least one zone, by means of the optical fibre sensor system. Yet further the disclosure relates to an aircraft (1) comprising the optical fibre sensor system(10).
Saab | Date: 2017-01-18
An antenna system (100) comprising a single antenna element having first (111) and second (112) antenna ports arranged to pass a respective first and second antenna signal. The first and second antenna signals being derived from a first common antenna signal (J1 ) and arranged to be essentially equal in envelope. An antenna pattern of the system being arranged to be selectable between a first antenna pattern having a first polarization and a second antenna pattern having a second polarization substantially orthogonal to the first polarization. The first antenna pattern being selected by setting the first and second antenna signal to have the same polarity on first (111) and second (112) antenna ports, the second antenna pattern being selected by setting the first and second antenna signal to have substantially opposite polarities on first (111) and second (112) antenna ports.
Saab | Date: 2017-03-22
The present invention regards a line-of-sight apparatus locking arrangement (3) for demountable securing a line-of-sight apparatus (1, 1, 5) to said arrangement (3). The arrangement (3) comprises a first and second locking device (11, 11, 12, 12), each of which comprising a handle member (15) ) adapted for attachment to a rotation mechanism (17) coupled to a translation mechanism (25) adapted for, during manoeuvre of the locking device (11,11, 12, 12), converting rotational motion into translator motion, each translation mechanism (25) comprises a pressing portion (27) provided for abutment against an abutment area (AA) of the apparatus (1, 1, 5).
Saab | Date: 2017-01-25
An optical fiber capable of measuring pressure or pressure difference with high sensitivity is disclosed. The optical fiber (1) comprises a core (2) having a Bragg grating (4) and an internal closed cavity (5), wherein the Bragg grating is associated with the internal closed cavity. By means of the optical fiber, there is no need for external components for mechanically imparting the optical fiber to enable measurement of pressure by means of the optical fiber.
Saab | Date: 2017-06-14
The present invention relates to a system for attaching a device to an object, comprising: means for attaching the device to an object; a trigger mechanism for triggering activation of the attaching means; and means for releasably coupling the device to a deployment system, comprising: a first configuration in which the device is rigidly coupled to the deployment system; a second configuration in which the device is flexibly coupled to the deployment system; and means for controllably changing the configuration of the coupling means from the first configuration to the second configuration, wherein, the trigger mechanism is activated upon changing the configuration of the coupling means from the first configuration to the second configuration. The invention further relates to a charge deployment system.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-17-2015 | Award Amount: 45.29M | Year: 2016
The PJ 14 CNS aims to specify and develop the future Technologies coming from the Communication, Navigation and Surveillance domains in order to support and manage the Operational Services, like the 4D Trajectory Management, in the future ATM System. Performance requirements for CNS systems are becoming increasingly complex and demanding and need to be considered as part of an integrated and holistic System of Systems, which includes air and ground CNS solutions considering convergence towards a common infrastructure, and a unified concept of operations, where possible. In parallel, CNS systems and infrastructure for both airborne and ground must take a more business- and performance oriented approach with efficient use of resources delivering the required capability in a cost-effective and spectrum efficient manner. All the activities performed in the PJ 14 CNS will be developed at European Level in order to avoid a fragmented approach and to ensure the interoperability as depicted in the ICAO Global Air Navigation Plan (GANP). The CNS technologies support the GANP in terms of: Airport Operations Globally Interoperable System Data Optimum capacity and flexible flights The PJ 14 aims to develop and improve solution, not already available, from the technological point of view to support the future ATM global system, according the timeframe addressed by the ATM Master Plan, mainly in: Surface Data Sharing to let a huge data exchange for an effective and efficient airport operations and awareness New Data Communications infrastructure to reduce the ATCo Workload avoiding misunderstandings and improve the efficiency Collaborative Air Traffic Management to support the ATCos, pilots, airport operators to improve the situation awareness Optimisation of Capacity, Flexible Use of Airspace and Turn-around operations to avoid congestion in ATM domain In the PJ14 all the main stakeholders are involved to ensure that all the operational needs are well considered.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-14-2015 | Award Amount: 43.25M | Year: 2016
Single European Sky the vision is clearly described in the ATM Masterplan. Reaching the goals for the European Airspace is only possible with focused technical developments on European level. The air traffic controller is the main player in the traffic management at tactical level. This project aims at providing the air traffic controller with more automated tools, thus freeing capacity for situations where human intervention is crucial. This provides even safer service for an increasing amount of traffic and with lower costs, as required by airspace users. This project is a part of the SESAR programme and addresses separation management. It will not only improve current conflict detection tools, but also develop new tools aiding the air traffic controller with resolution advisory and monitoring of flight trajectory. The project also addresses new ways of working together. Air traffic controllers traditionally work in pairs and in specific airspace. Could we change this to multi-planner setup, sector less airspace and seamless cross-border operations? Our project will ensure the research is developed to a stage where it can be used in operational air traffic management systems in Europe. This ensures that anyone can fly safer, cheaper and quicker in Europe in 10 years. Another really important issue is the integration of Remotely Piloted Aircraft Systems drones. Drones are new to European Air Traffic Management, and it is urgent to address concepts and technological developments needed to handle this kind of traffic safely. The companies involved in this project are the only ones that can deliver this kind of result. Not on their own but as the unique cooperation between air navigation service providers and air and ground industry. The capabilities to provide sustainable results usable throughout Europe by fast-time, real-time simulations and live trials ensures that developed prototypes are working in the context of future traffic and ATM systems.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-11-2015 | Award Amount: 30.94M | Year: 2016
The S2020 project PJ09 Advanced DCB evolves the existing DCB process to a powerful distributed network management function which takes full advantage from the SESAR Layered Collaborative Planning, Trajectory Management principles and SWIM Technology to improve the effectiveness of ATM resource planning and the network performance of the ATM system in Europe. Solution 1 develops shared situation awareness with respect to demand, capacity and performance impacts. Traffic and demand forecast have improved reliability based on complexity assessment and the computation of confidence indexes. Network Operations will be continuously monitored through Network Performance KPA/KPI. Network impact assessment will analyse trade-offs and facilitate collaborative decision making processes. Solution 2 forms the core functionality of the INAP process (everything which can and should be decided locally. Solution PJ09-02 is the logical follow-up of the SESAR1 Local DCB toolset. It includes: INAP management, ASM integrated into DCB, reconciliation of DCB measures with local complexity management, ATC and Arrival Management. The solution addresses the integration of Local Network Management with extended ATC planning and arrival management activities in the short-term to execution in a seamless process. Solution 3 delivers subsidiary Network Management facilitated by a rolling NOP planning environment (including weather, demand pattern and capacity bottlenecks). Network Operations planning and Execution is managed by an agreed set of rules and procedures, guiding subsidiary DCB and UDPP measures under consideration of trade-offs and network performance targets. Collaborative 4D constraints management integrates AUs priorities and reconciles DCB measures with Airports, ACCs, AU and NM.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-04-2015 | Award Amount: 36.90M | Year: 2016
EUROCONTROLs 2013 Challenges of Growth Report by 2035 more than 20 airports are operating at 80% or more of capacity for 6 or more hours per day drives ATFCM airport delay up from around 1 minute/flight in 2012 to 5-6 minutes in 2035. Whereas social, economic and environmental constraints impede building new runways, secondary airports are hindered by technical, infrastructure and meteorological limitations from absorbing additional traffic. EARTH unites key European aviation partners combining the right expertise and investment to address issues and drive deployment of operational and technical improvements to enhance infrastructure, increase traffic throughput whilst preserving safety and environment. Aligned with the ATM-Masterplan, EARTH focuses on separation and procedures to improve runway and airport throughput considering wake-vortex, weather, environment and noise whilst taking account of different traffic demand, future aircraft capability and airport configurations. Partners validate reduction of arrival/departure separations delivered through optimised runway delivery support tools and study new procedures designed to reduce environmental and noise impact whilst confirming increased runway throughput enabled by ground and on-board space-based augmented navigation systems including GBAS and SBAS. Partners investigate independent rotorcraft operations, fixed-wing and helicopter non-interfering simultaneous approaches, on-board and low-cost ground technology improving access to secondary airports in low visibility, optimising single and multi-runway operations in mixed-mode and dependent runway configurations and enhanced terminal airspace operations through curved approaches. EARTH supports the SESAR Deployment regulation and addresses European concerns on environmental sustainability, reduction of noise and fuel consumption and brings low cost improved access to regional airports making regions economically attractive with potential for new jobs.
Agency: European Commission | Branch: H2020 | Program: SESAR-IA | Phase: SESAR.IR-VLD.Wave1-27-2015 | Award Amount: 27.80M | Year: 2016
DIGITS will contribute to reinforce the Enabling Aviation infrastructure key feature of SESAR 2020 by demonstrating the ATM benefits that can be realized through the use of downlinked 4D trajectory data in ground systems. The project proposes, in a close to operational environment and in fully representative operational conditions, a set of tightly coordinated development and demonstration actions of key airborne and ground stakeholders in Europe. The airborne industry will develop up to certification the worldwide first airborne unit capable of downlinking ADS-C data according to ATN Baseline 2 standard in compliance with PCP AF#6 (Initial Trajectory Information Sharing). The ANSPs and ground industry will build up pre-operational system platforms capable of receiving and processing ADS-C data including the Extended Projected Profile (EPP). These platforms will e.g. display the shared trajectory data to controllers on their working positions and integrate it in the Flight data Processing systems for the enhancement of the ground Trajectory Prediction. DIGITS plans to have revenue flights becoming available gradually as from mid 2018. These commercial flights will downlink ADS-C data to be processed in ATM ground systems of four participating ANSPs, covering together a substantial part of European airspace and air traffic under a variety of operational conditions. Demonstrations will be done in a shadow mode system set-up, supported by further offline analysis and post-processing. Project partners will make significant efforts to assess together with operational experts the benefits of initial trajectory sharing, its system impacts, potential human performance impacts and opportunities for further ATM performance improvements. DIGITS will bridge the gap between the early validation of the Trajectory Based Operations concept achieved in SESAR 1, also known as initial 4D, with successful flight trials in 2012 and 2014, and the deployment of PCP AF#6.