In the last decade, the research topic of automatic analysis of facial expressions has become a central topic in machine vision research.Nonetheless, there is a glaring lack of a comprehensive, readily accessible reference set of face images that could be used as a basis for benchmarks for efforts in the field. This lack of easily accessible, suitable, commonn testing resource forms the major impediment to comparing and extending the issues concerned with automatic facial expression analysis. In this paper, we discuss a nuumber of issues that make the problem of creating a benchmark facial expression database difficult. We then present the MMI Facial Expression Database, which includes more than 1500 samples of both static images and image sequences of faces in frontal and in profile view displaying various expressions of emotion, single and imultiple facial imnuscle activation. It has been built as a web-based direct-manipulation application, allowing easy access and easy search of the available images. This database represents the most comprehensive reference set of images for studies on facial expression analysis to date.

To maintain separation with other traffic, terrain, threats and special use airspace independent of control link availability, UAVs require the capability of autonomous conflict detection and resolution. In previous research it has been illustrated how conflict probing provides the basis for a framework to integrate the results from multiple conflict prediction functions and how conflict probing can be used to find two-dimensional resolution maneuvers.Conflict resolution should be able to use the full performance capabilities of the UAV, rather than command standard resolution maneuvers designed to accommodate the worst performing class of UAVs. The available 3D space for conflict resolution can be maximized by combining vertical and lateral maneuvers. This requires integrated control authority allocation and envelope protection functionality, taking into account the effect of lateral maneuvering on the vertical performance and load factor margin. The maximum safe maneuvering space should also utilize the ability to convert the available speed margin relative to V min or V max (excess kinetic energy) into altitude (potential energy). For humans it is almost impossible to maximize the maneuvering performance in this way without violating one or more maneuvering constraints such as angle of attack, stall speed, load factor and bank angle.The goal of the current research is to develop an autonomous conflict resolution system which uses (well) balanced lateral and vertical maneuver authorities, and if needed, can safely utilize the most aggressive possible vehicle maneuver capability. This paper discusses an approach to provide integrated vertical and lateral airplane maneuver authority allocation and envelope protection functions. These functions have been implemented in the Total Energy Control System / Total Heading Control System (TECS/THCS) design to generate example time responses of single and combined vertical and lateral maneuvers, including energy exchange ("zoom") maneuvers. The methodology also provides for 3D end-state prediction and display on an enhanced SVS PFD. It is also illustrated how information about the maximum safe maneuvering authority is integrated into the conflict prevention/resolution function.

In the current generation electronic primary flight displays, all variables are scaled and displayed without regard to the inherent relationship between airplane flight path and speed related variables, and without regard how the controls of thrust and elevator should be used. This leaves the pilot to solely rely on his experience and skills to realize the desired state of aircraft speed and flight path. The goal of the ecological Energy Management Primary Flight Display, is to make constraints and complex relationships between various flight dynamics display variables visible and directly actionable to the pilot. In this context, the energy domain is identified as a means to normalize and visualize the relationships between speed and altitude targets, acceleration, vertical speed and flight path angle and to bring out control guidance cues for the efficient use of elevator and throttle control. The feasibility of such an ecological primary flight display is addressed through an analysis of the scaling dependencies. Following an overview of the design issues and required design decisions, the practicality is addressed through an example implementation and a comparison with existing display formats and design recommendations. Finally, recommendations for research are provided to assess the suitability and effectiveness of such a display in improving pilot control performance and workload.

4-Dimensional (4D) Trajectory-Based Operations (TBO) are viewed as a key enabler for future air operations by both SESAR 1 and NextGen 2 . The European Commission project NUP 2+ 3 has created a unique infrastructure that provides the networking of real-time 4D Trajectory (4DT

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