Safeauto.com Landing
Suppose a user, Alice, uses a password manager to save her passwords for these sites At some point later, Alice connects to a rogue WiFi router at a coffee shop. Her browser is directed to a landing page that asks her to agree to the terms of service, as is common in free WiFi hotspots. Unbeknownst to Alice, the landing page contains multiple invisible iFrames pointing to the login pages of the websites for which Alice has saved passwords. When the browser loads these iFrames, the rogue router injects JavaScript into each page and extracts the passwords auto-filled by the password manager.
safeauto.com landing
Autoland describes a system that fully automates the landing phase of an aircraft's flight, with the human crew supervising the process. The pilots assume a monitoring role during the final stages of the approach and will only intervene in the event of a system failure or emergency and, after landing, to taxi the aircraft off of the runway and to the parking location.
Some autoland systems require the pilot to steer the aircraft during the rollout phase on the runway after landing, among them Boeings fail passive system on the BOEING 737-700 NG, as the autopilot is not connected to the rudder.
The autoland system incorporates numerous aircraft components and systems such as the autopilot(s), autothrust, radio altimeters and nose wheel steering. Although not an integral component of the autoland system, the autobrake system is often used in conjunction with an automatic landing.
The pilots must program the FMS (or tune the appropriate radio aids), configure the aircraft for landing and engage the autopilot and autothrust systems in the normal fashion. The Autoland system then provide inputs to the aircraft flight controls and adjusts the engine power settings in order to maintain the required approach profile and land the aircraft safely without pilot intervention. Some systems require the pilot to reduce thrust to idle when performing autoland. The Airbus requires the pilot to move the thrust levers to the idle positon when the autocallout calls "RETARD" at 10' RA. HOWEVER, the autothrust has already reduced the thrust to idle before this point - the retard call is to remind the pilot to match the thrust levers to the demanded thrust requirement. In all cases, the pilot must select reverse thrust settings. The autopilots will be disengaged after landing to taxi clear of the runway.
A320, vicinity Muscat Oman, 2019On 28 January 2019, an Airbus A320 became unstabilised below 1000 feet when continuation of an ILS approach at Muscat with insufficient thrust resulted in increasing pitch which eventually triggered an automatic thrust intervention which facilitated completion of a normal landing. The Investigation found that having temporarily taken control from the First Officer due to failure to follow radar vectors to the ILS, the Captain had then handed control back with the First Officer unaware that the autothrust had been disconnected. The context for this was identified as a comprehensive failure to follow multiple operational procedures and practice meaningful CRM.
On 20 August 2011, a First Air Boeing 737-200 making an ILS approach to Resolute Bay struck a hill east of the designated landing runway in IMC and was destroyed. An off-track approach was attributed to the aircraft commander s failure to recognise the effects of his inadvertent interference with the AP ILS capture mode and the subsequent loss of shared situational awareness on the flight deck. The approach was also continued when unstabilised and the Investigation concluded that the poor CRM and SOP compliance demonstrated on the accident flight were representative of a wider problem at the operator.
On 3 August 2016 a Boeing 777-300 rejected a landing at Dubai from the runway following a late touchdown after floating in the flare. It then became airborne without either pilot noticing that the A/T had not responded to TO/GA switch selection and without thrust, control was soon lost and the aircraft hit the runway and slid to a stop. The Investigation found that the crew were unfamiliar with the initiation of a go around after touchdown and had failed to follow several required procedures which could have supported early recovery of control and completion of the intended go around.
The IMBALS project (IMage BAsed Landing Solutions) aims to develop, validate and verify a certifiable Image Processing Platform (IPP) and demonstrate it in a Vision Landing System (VLS) that is capable of autolanding the Large Passenger Aircraft (LPA) based on images supplied by a camera system and without support of ground based precision instrument landing aids. The VLS will additionally enhance the situational awareness for the crew during any autolanding by supporting a Combined Vision System (CVS) based HMI in the Disruptive Cockpit.
The approach and landing phases are the most critical flight phases in commercial aircraft operations. Roughly 50% of commercial aircraft accidents occur in approach or landing. Next to that, many aircraft accidents have a significant contribution from human error. Hence, we believe that flight safety will increase if we automate the entire approach and landing procedure. And increased flight safety comes at the benefit of the entire society.
Although proven systems already support fully automated landing of commercial aircraft today, only 1% of the landings today are entirely automated. ScioTeq and its partners have the ambition to turn this figure around: let 99% of the approach and landings be performed without the need of manual flying and the accident rate during approach and landing should decrease.
The current methods for automated landing depend on radio signals provided by expensive ground infrastructure on the airport or by satellites in space. These radio signals are not always available with the quality that is required for safe auto-landing. Independence from these radio signals would drastically increase the number of entirely automated landings.
The ultimate goal of the IMBALS project is to demonstrate a system that guides an aircraft through the approach and landing phases based on images that are captured with an on-board camera system, making auto-landing independent from radio signals.
Image based landing solutions may benefit from sensors with better performance than the human eye (e.g. Infra-Red sensor better see at night and through fog). This would reduce the likelihood that a flight needs to divert due to low visibility conditions at a destination airport without the adequate ground infrastructure. Infra-Red (IR) sensors are already used for so called Enhanced Flight Vision Systems (EFVS). With EFVS, the pilot has to fly the aircraft based on the camera images being presented on a display. The IMBALS project will go one step further: the computer will interpret the images and steer aircraft, reducing the training requirements for the pilot.
The fast growing demand for pilots will create a pilot shortage in the future. This drives the industry to reduce the required flight crew from 2 pilots to 1 pilot per cockpit. One challenge for this relates to lowering the cockpit workload. Note that the approach and landing phases today still incur the highest workloads of the whole flight. Another challenge relates to the risks associated with incapacitation of the sole pilot on board. In this case, the aircraft must be able to land autonomously. Both challenges are being addressed by the IMBALS project.
As explained above, advanced sensors will help to reduce the likelihood for a diversion. Additionally, the current way of auto-landing based on radio signals requires increased separation between aircraft. This negatively impacts the airport throughput, causing arriving aircraft to circle in holding patterns while waiting for their turn to land or causing diversion to other airports. Both waiting and diverting aircraft consume more fuel, resulting in economic losses and higher emissions. Since image based landing will help to reduce the likelihood for holding and diversion, it will help to reduce the environmental footprint of commercial aviation.
The IMBALS project mainly focuses on the definition of the avionics computer that extracts the position information from camera images. This computer is called the Image Processing Platform (IPP) and will process images from a visual wavelength camera and an IR camera. The IPP prototypes will be initially tested in lab environment. At a later stage, it will be integrated with other aircraft systems of the DISCO concept to realize together the image based landing function. Near the end of the project, the IPP will also be tested in flight by Airbus. The IMBALS project started in March 2018 and will last till August 2022.
Dronee software automatically, and accurately lands the drone to the selected landing spot. Select your landing spot on the map and the angle. The Drone will then calculate the selected angle of descent at a distance of 350m (1150ft) from the desired landing spot, from an altitude of 50m (164ft). It will then glide safely to the ground and land within 5m (16ft) of the programmed landing spot.
Your planned mission may often exceed what can be achieved on a single battery. The last thing you want is for your Drone to abort the flight when the battery runs flat. The estimated flight time of 55-minutes is calculated at 60% of the battery capacity, leaving 40% for a safe return. When the computer detects low battery standby time, it will record the current position and proceed on the shortest path to the predefined landing spot with the preselected angle. You can then replace the battery and the DRONE will return to the position where it left off and continue the mission as planned.
DRONEE comes with Geofence capability to limit your flight in extreme emergency cases,or there might also be regulation to use geofence in your flights,All you have to set is maximum flight altitude and the radius of the Geofence which Dronee will set a boundary circle around your mission.If the drone exceeds the Geofence settings, it will end the mission and return to the predetermined landing spot. 041b061a72