A variety of applications can include a system having a speech recognition system responsive to the speech input, where the speech recognition system can be configured to recognize the speech input using an aviation vocabulary including words extracted using state information of an aircraft or intent information of the aircraft associated with the received speech input. A control system can be implemented to automatically perform an action in the system in response to analysis of the recognized speech input, where the action is associated with flight of the aircraft.

A variety of applications can include a system having a speech recognition system responsive to the speech input, where the speech recognition system can be configured to recognize the speech input using an aviation vocabulary including words extracted using state information of an aircraft or intent information of the aircraft associated with the received speech input. A control system can be implemented to automatically perform an action in the system in response to analysis of the recognized speech input, where the action is associated with flight of the aircraft.

The present disclosure provides a turbulence management system for providing suggestions to a pilot that mitigate the effects of turbulence. These suggestions can be output to the pilot using an EFB. As mentioned above, an EFB can be communicatively coupled to a FMS such that the EFB has access to the data in the FMS. From the pilot's interactions with the FMS, the EFB can identify the pilot's intent such as landing, taking off, plotting a course change, changing altitude, maintaining a cruising altitude, etc. Once the intent is known, the EFB can output a suggestion to the pilot that satisfies the intent, but mitigates the harmful effects of turbulence. In one aspect, this suggestion is generated using the flight plant and aircraft metrics available from the FMS.

The present disclosure provides a turbulence management system for providing suggestions to a pilot that mitigate the effects of turbulence. These suggestions can be output to the pilot using an EFB. As mentioned above, an EFB can be communicatively coupled to a FMS such that the EFB has access to the data in the FMS. From the pilot's interactions with the FMS, the EFB can identify the pilot's intent such as landing, taking off, plotting a course change, changing altitude, maintaining a cruising altitude, etc. Once the intent is known, the EFB can output a suggestion to the pilot that satisfies the intent, but mitigates the harmful effects of turbulence. In one aspect, this suggestion is generated using the flight plant and aircraft metrics available from the FMS.

Systems and methods for limiting facilitating a multi-modal transportation itinerary are provided. The system includes a service entity computing system and a vehicle provider computing system that collaborate to create and facilitate an end-to-end multi-modal transportation itinerary. This can include creating a flight schedule during a time window based on multi-modal transportation service data supplied by the service entity. The service entity can generate multi-modal transportation itineraries based on a request and the flight schedule. A rider can select an itinerary and, in response, the service entity can initiate and monitor a first ground leg of the itinerary. Deviations from the first ground leg can be provided to the vehicle provider which can delay or advance a flight based on the deviation. Likewise, deviations from an aerial transportation leg can be provided to the service entity which can delay or advance a second ground leg based on the deviation.

Systems and methods for limiting facilitating a multi-modal transportation itinerary are provided. The system includes a service entity computing system and a vehicle provider computing system that collaborate to create and facilitate an end-to-end multi-modal transportation itinerary. This can include creating a flight schedule during a time window based on multi-modal transportation service data supplied by the service entity. The service entity can generate multi-modal transportation itineraries based on a request and the flight schedule. A rider can select an itinerary and, in response, the service entity can initiate and monitor a first ground leg of the itinerary. Deviations from the first ground leg can be provided to the vehicle provider which can delay or advance a flight based on the deviation. Likewise, deviations from an aerial transportation leg can be provided to the service entity which can delay or advance a second ground leg based on the deviation.

A method of migrating unmanned aerial vehicle (UAV) operations between geographic survey areas, including: uploading a first plurality of flight missions into a first UAV pod; deploying the UAV pod; autonomously launching the UAV from the UAV pod a plurality of times to perform the first plurality of flight missions; providing first survey data from the UAV to the UAV pod; autonomously migrating the UAV from the first UAV pod to a second UAV pod; receiving a second plurality of flight missions in a second UAV pod; providing the UAV with one of the second plurality of flight missions from the second UAV pod; autonomously launching the UAV from the second UAV pod a plurality of times to perform the second plurality of flight missions; and providing a second survey data from the UAV to the second UAV pod; where the autonomous migrating of the UAV to accomplish the first and second survey data happens autonomously and without active human intervention.

A method of migrating unmanned aerial vehicle (UAV) operations between geographic survey areas, including: uploading a first plurality of flight missions into a first UAV pod; deploying the UAV pod; autonomously launching the UAV from the UAV pod a plurality of times to perform the first plurality of flight missions; providing first survey data from the UAV to the UAV pod; autonomously migrating the UAV from the first UAV pod to a second UAV pod; receiving a second plurality of flight missions in a second UAV pod; providing the UAV with one of the second plurality of flight missions from the second UAV pod; autonomously launching the UAV from the second UAV pod a plurality of times to perform the second plurality of flight missions; and providing a second survey data from the UAV to the second UAV pod; where the autonomous migrating of the UAV to accomplish the first and second survey data happens autonomously and without active human intervention.

Flight guidance methods, systems, and aircraft systems providing assist-to-land and emergency land (EL) functions. The method includes generating a visual indication of the availability and status of an assist-to-land function and an EL function when the current altitude of the aircraft exceeds an altitude threshold. When in assist-to-land, visual and audible flight guidance can be generated to guide the pilot to a safe landing at a selected runway or at a best runway for the conditions. Functions can be activated by user manipulations of interface objects and/or by software determinations. Software determinations to enter the EL function can automatically control the flying of the aircraft along an approach profile to a safe landing at a nearest suitable airport. EL determinations can be made based on pilot incapacitation.

A system and a method include a control unit configured to determine one or more fuel levels for an aircraft at one or more arrival airports for one or more alternate flight plans that divert from an original flight plan. The control unit is configured to determine the one or more fuel levels based on traffic at the one or more arrival airports, and performance data for the aircraft.