A route planning device includes a memory and one or more processors coupled to the memory. The one or more processors are configured to: calculate a tentative route passing through a plurality of tour points disposed in a virtual space that is acquired by removing an obstacle from a space including the obstacle; and derive a route with one or more via points added around an interference point between the obstacle included in the space and the tentative route with a calculation accuracy corresponding to a precision of via point calculation.

There is provided an aircraft flight control system comprising: a computing arrangement including an input interface and an output interface; wherein in operation the computing arrangement executes instructions to provide indications related to an estimated atmospheric contamination risk to at least one aircraft at selected locations and altitudes or pressures, by (i) receiving at least one aircraft flight plan data from the input interface; wherein at least one aircraft flight plan data includes at least one of time, a pressure or an altitude, a trajectory and a location representing at least one aircraft flight; (ii) determining the estimated atmospheric contamination risk using a measure of the at least one atmospheric contaminant for the at least one aircraft flight based upon a location, an altitude or pressure, a trajectory and a time information extracted from the at least one aircraft flight plan data; and (iii) providing, via the output interface, a resultant indication related to the estimated atmospheric contamination risk to the at least one aircraft.

There is provided an aircraft flight control system comprising: a computing arrangement including an input interface and an output interface; wherein in operation the computing arrangement executes instructions to provide indications related to an estimated atmospheric contamination risk to at least one aircraft at selected locations and altitudes or pressures, by (i) receiving at least one aircraft flight plan data from the input interface; wherein at least one aircraft flight plan data includes at least one of time, a pressure or an altitude, a trajectory and a location representing at least one aircraft flight; (ii) determining the estimated atmospheric contamination risk using a measure of the at least one atmospheric contaminant for the at least one aircraft flight based upon a location, an altitude or pressure, a trajectory and a time information extracted from the at least one aircraft flight plan data; and (iii) providing, via the output interface, a resultant indication related to the estimated atmospheric contamination risk to the at least one aircraft.

Systems and methods for the modification of an aircraft landing pattern through a graphical user interface. The graphical user interface provides buttons associated with flight maneuvers that, when selected, trigger an autopilot of the aircraft to perform the corresponding maneuver. The maneuvers may include a loitering maneuver such as a 360 degree maneuver, a downwind extension maneuver and a turn to base maneuver.

Systems and methods for the modification of an aircraft landing pattern through a graphical user interface. The graphical user interface provides buttons associated with flight maneuvers that, when selected, trigger an autopilot of the aircraft to perform the corresponding maneuver. The maneuvers may include a loitering maneuver such as a 360 degree maneuver, a downwind extension maneuver and a turn to base maneuver.

Various embodiments of the present disclosure provide techniques for avoiding wake turbulence during flight take-off operations and during flight landing operations. The techniques may include receiving first flight take-off operational data associated with a first flight take-off operation, the first flight take-off operational data comprising departure path data and take-off location data for the first flight take-off operation; determining, based on one or more of the departure path data or take-off location data for the first flight take-off operation, optimal flight take-off operational data for a second flight take-off operation following the first flight take-off operation, the optimal flight take-off operational data for the second flight take-off operation comprising one or more of (i) predicted departure path data or (ii) predicted take-off location data for the second flight take-off operation; and providing the optimal flight take-off operational data for performance of the second flight take-off operation.

Various embodiments of the present disclosure provide techniques for avoiding wake turbulence during flight take-off operations and during flight landing operations. The techniques may include receiving first flight take-off operational data associated with a first flight take-off operation, the first flight take-off operational data comprising departure path data and take-off location data for the first flight take-off operation; determining, based on one or more of the departure path data or take-off location data for the first flight take-off operation, optimal flight take-off operational data for a second flight take-off operation following the first flight take-off operation, the optimal flight take-off operational data for the second flight take-off operation comprising one or more of (i) predicted departure path data or (ii) predicted take-off location data for the second flight take-off operation; and providing the optimal flight take-off operational data for performance of the second flight take-off operation.

A system and method include a communication device, and a control unit is communication with the communication device. The control unit is configured to receive, via the communication device, an issue signal including information regarding an issue in relation to a flight plan for an aircraft, compare the issue with data from one or more flight information sources to automatically validate the issue, and, in response to the issue being automatically validated, automatically update the flight plan based on the issue to provide an updated flight plan.

In some aspects, the techniques described herein relate to a method including: receiving, by a processor, blocked airspace description data; converting, by a processor, a flight path into a plurality of latitude-longitude pairs; expanding, by the processor, the blocked airspace description data into a plurality of potential blocked airspace sub-regions, each of the potential blocked airspace sub-regions including a geographical area; identifying, by the processor, a subset of the potential blocked airspace sub-regions based on comparing flight steps between respective latitude-longitude pairs and geographic areas of the potential blocked airspace sub-regions; and using, by the processor, the subset of the potential block airspace sub-regions to adjust the flight path.

In some aspects, the techniques described herein relate to a method including: receiving, by a processor, blocked airspace description data; converting, by a processor, a flight path into a plurality of latitude-longitude pairs; expanding, by the processor, the blocked airspace description data into a plurality of potential blocked airspace sub-regions, each of the potential blocked airspace sub-regions including a geographical area; identifying, by the processor, a subset of the potential blocked airspace sub-regions based on comparing flight steps between respective latitude-longitude pairs and geographic areas of the potential blocked airspace sub-regions; and using, by the processor, the subset of the potential block airspace sub-regions to adjust the flight path.