A user device and transportation entity, such as a transport vehicle or transport server, perform information exchanges for a transportation service using Device-to-Device (D2D) communications, such as dedicated short-range communication (DSRC), a cellular Vehicle-to-Everything (C-V2X), or a 5G New Radio (NR). The information exchanges, for example, are related to, e.g., logistics and delivery of transportation services. For example, the user device may transmit a transportation request message that includes information elements, such as an identifier, a type of transport device requested, a number of users, requested destination, etc. The transportation entity may transmit a transportation response message accepting or rejecting the request. Additional messages, such as a status request and status of the transportation, as well as messages related to completing the transportation service may be exchanged.

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

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

A control device communicates with a mobile station installed in a train, existing in a base station zone as a reception area of a signal transmitted from a base station and traveling on a railroad, via the base station. The control device includes an acquisition unit that acquires branch information indicating that a branch point on the railroad exists in the base station zone and information indicating base stations existing one base station ahead of the base station and a control unit that transmits the same voice signal to the base station and the base stations when existence of the branch point in the base station zone is detected based on the branch information.

A control device communicates with a mobile station installed in a train, existing in a base station zone as a reception area of a signal transmitted from a base station and traveling on a railroad, via the base station. The control device includes an acquisition unit that acquires branch information indicating that a branch point on the railroad exists in the base station zone and information indicating base stations existing one base station ahead of the base station and a control unit that transmits the same voice signal to the base station and the base stations when existence of the branch point in the base station zone is detected based on the branch information.

A processing system deployed in a carrier transport vehicle may establish a wireless communication session with a mobile device of a user, assign a zone of the carrier transport vehicle to the user, the zone including a plurality of network-connected devices, obtain a user profile from the mobile device of the user, determine at least one biometric sensor accessible via the mobile device of the user, obtain biometric data of the user from the at least one biometric sensor accessible via the mobile device of the user, determine a condition of the user based upon the biometric data, identify at least one adjustment to at least one of the plurality of network-connected devices in response to the condition of the user that is determined and the user profile, and apply the at least one adjustment to the at least one of the plurality of network-connected devices.

A processing system deployed in a carrier transport vehicle may establish a wireless communication session with a mobile device of a user, assign a zone of the carrier transport vehicle to the user, the zone including a plurality of network-connected devices, obtain a user profile from the mobile device of the user, determine at least one biometric sensor accessible via the mobile device of the user, obtain biometric data of the user from the at least one biometric sensor accessible via the mobile device of the user, determine a condition of the user based upon the biometric data, identify at least one adjustment to at least one of the plurality of network-connected devices in response to the condition of the user that is determined and the user profile, and apply the at least one adjustment to the at least one of the plurality of network-connected devices.

An in-flight safety enhancing system including: a combined automatic dependent surveillance broadcast (ADS-B) and carbon monoxide (CO) detecting device configured to receive an ADS-B transmission and obtain a CO reading; and a flight application executing on an aircraft crew computing device separate from the combined ADS-B and CO detecting device, and configured to: receive the ADS-B transmission and the CO reading; augment the flight application with information extracted from the ADS-B transmission; and provide a CO status notification when the CO reading exceeds a CO threshold value.

An in-flight safety enhancing system including: a combined automatic dependent surveillance broadcast (ADS-B) and carbon monoxide (CO) detecting device configured to receive an ADS-B transmission and obtain a CO reading; and a flight application executing on an aircraft crew computing device separate from the combined ADS-B and CO detecting device, and configured to: receive the ADS-B transmission and the CO reading; augment the flight application with information extracted from the ADS-B transmission; and provide a CO status notification when the CO reading exceeds a CO threshold value.

A host aircraft includes a flight data system, the latter including a mobile device, central data server, and transceiver. The mobile device has a processor, memory programmed with a method embodied as computer-readable instructions, and a radio frequency (RF) communications circuit, GPS receiver, and sensor suite. The sensor suite collects raw flight data. Execution of the instructions by the processor causes the mobile device to process the raw flight data into synthesized data, and filter out human-induced motion of the mobile device from the synthesized data using a filtering model, and thereby generate time-stamped filtered flight data. The central data server is in wireless communication with the RF communications circuit, and receives the time-stamped filtered flight data therefrom. The transceiver, which is communicatively coupled to the central data server, disseminates the time-stamped filtered flight data to a user located remotely from the host aircraft.