A generation method of a sequence (Ot1, OT2 . . . 0Tn) of arrival times at the IAF of a plurality of aircrafts (A1, A2 . . . An) which must arrive at a specific airport (IC) is described, said method comprising:—Establishing (B1, B2 . . . Bn) at least one first (LT1, LT2 . . . LTn) and a second (ET1, ET2 . . . ETn) estimate arrival times at the IAF as a function of the minimum (Vmin1, Vmin2 . . . Vminn) and the maximum (Vmax1, Vmax2 . . . Vmaxn) cruise speed of each aircraft and as a function of the cruise altitude (H1, H2 . . . Hn) and the descendent angle (ANG1, ANG2 . . . ANGn) of the aircraft by means of a first device (1) arranged inside each aircraft of the plurality of aircrafts;—Sending (C1, C2 . . . Cn) said first and second estimate arrival times at the IAF of each aircraft from the first device (1) arranged inside each aircraft of the plurality of aircrafts to a second device (2) arranged inside said specific airport (IC) when each aircraft of the plurality of aircraft (A1 . . . An) is in flight towards the specific airport (IC);—Defining (F2) a sequence (BS, NS) of arrival times at the IAF for each single aircraft of said plurality of aircrafts as a function of said first and second estimate arrival times at the IAF and at least the wake turbulence data (WT1, WT2 . . . WTn) of each aircraft and the airport receptivity (RA) of said specific airport (IC), said defining step comprising:—Extracting (F21, F41) from a database (DWT) said wake turbulence data (WT1, WT2 . . . WTn) of the plurality of aircrafts (A1, A2 . . . An); Grouping (F22, F42) the aircrafts having the same wake turbulence category and the arrival time at the IAF of which is inside a time window comprised between the first and second estimate arrival times at the IAF and considering as time distance among the different arrival times at the IAF the time distance (DS) due to the wake turbulence of the preceding aircraft in the sequence of arrival times at the IAF or the airport receptivity (RA) in the case wherein said airport receptivity (RA) is larger than said time distance (DS), said method comprising successively:—Sending (F3) the defined arrival time at the IAF (OT1, OT2 . . . 0Tn) for each single aircraft which is defined by said second device with the definition of the defined sequence of arrival times at the IAF to each first device of the single aircraft of the plurality of aircrafts for the arrival at

In order for a mobile terminal to land at an appropriate landing point in reaction to a change of an incident that may occur while the mobile terminal flies along a flight path, a control apparatus 100 includes: an information acquisition section 131 configured to acquire, according to a flight of a first mobile terminal (mobile terminal 200a) performed based on a flight path to a first landing point, information on one or more second landing points associated with the flight path to the first landing point; and a first communication processing section 133 configured to transmit the information on the one or more second landing points to the first mobile terminal (mobile terminal 200a) via a mobile communication network 300.

In order for a mobile terminal to land at an appropriate landing point in reaction to a change of an incident that may occur while the mobile terminal flies along a flight path, a control apparatus 100 includes: an information acquisition section 131 configured to acquire, according to a flight of a first mobile terminal (mobile terminal 200a) performed based on a flight path to a first landing point, information on one or more second landing points associated with the flight path to the first landing point; and a first communication processing section 133 configured to transmit the information on the one or more second landing points to the first mobile terminal (mobile terminal 200a) via a mobile communication network 300.

Disclosed are methods, systems, and computer-readable medium for ground-based automated flight management of urban air mobility vehicles. For instance, the method may include: determining whether the ground control system is connected to an UAM vehicle; in response to determining the ground control system is connected to the UAM vehicle, exchanging data with UAM vehicle; automatically and remotely controlling the UAM vehicle using localized temporal data including the data; determining whether further control is necessary; and in response to determining further control is not necessary, releasing the UAM vehicle.

Disclosed are methods, systems, and computer-readable medium for ground-based automated flight management of urban air mobility vehicles. For instance, the method may include: determining whether the ground control system is connected to an UAM vehicle; in response to determining the ground control system is connected to the UAM vehicle, exchanging data with UAM vehicle; automatically and remotely controlling the UAM vehicle using localized temporal data including the data; determining whether further control is necessary; and in response to determining further control is not necessary, releasing the UAM vehicle.

An onboard aircraft landing system includes one or more event-based cameras disposed at known locations to capture the runway and visible surrounding features such as lights and runway markings. The event-based cameras produce a continuous stream of event data that may be quickly processed to identify both light and dark features contemporaneously, and calculate an aircraft pose relative to the runway based on the identified features and the known locations of the event-based cameras. Composite features are identified via the relative location of individual features corresponding to pixel events.

The present disclosure provides systems and methods for guiding a vertical takeoff and landing, VTOL, vehicle to an emergency landing zone. The systems and methods include determining, via at least one processor, candidate landing zone data by interrogating an emergency landing zone database based at least on VTOL vehicle location, the candidate landing zone data representing a list of candidate emergency landing zones. A target emergency landing zone is selected from the list of candidate emergency landing zones based at least on VTOL vehicle related issues including at least one of unanticipated yaw issues, ground effect issues and modified trend vector issues, thereby providing target emergency landing zone data. Guidance for the VTOL vehicle is determined based on the target emergency landing zone data.

Systems and methods for lag optimization of pilot intervention is provided. A critical event may be identified while an electric aircraft is in an autopilot mode and operating primarily under autonomous functions; as a result, a flight controller of the system may switch from an autopilot mode to a manual mode, allowing pilot intervention. System made determine a lag duration as a function of the critical event and a phase of operation of the electric aircraft to determine a lag duration before pilot intervention occurs.

Systems and methods for lag optimization of pilot intervention is provided. A critical event may be identified while an electric aircraft is in an autopilot mode and operating primarily under autonomous functions; as a result, a flight controller of the system may switch from an autopilot mode to a manual mode, allowing pilot intervention. System made determine a lag duration as a function of the critical event and a phase of operation of the electric aircraft to determine a lag duration before pilot intervention occurs.

A graphical user interface (GUI) system for facilitating aircraft approaching and landing includes a database for storing airfields information and associated one or more approach patterns. The system also includes a display screen with user input interface configured for selecting a pattern for an aircraft to approach and land on an airfield, displaying the selected pattern in an overhead graphical view of the airfield according to the related information stored in the database. The system further includes a processing unit in signal communication with the database, one or more aircraft position sensors, and the display screen. The processing unit is configured to receive aircraft location and movement information from one or more aircraft sensors, airfield information from the database, and user input from the user input interface to determine display content and format of the display content on the display screen.