Described herein relates to a system and method of optimizing a flight path of an aerial vehicle within an urban air environment. As such, the flight planning system may be configured to provide management and traffic management services to multiple Urban Air Mobility (hereinafter UAM) operators. Additionally, the flight planning system may comprise Low-Altitude Airspace Management Subsystem (hereinafter LAMS), which may generate a nodal network of flyable airspace, routing and/or intersection information for all vertiport pairs, and a Low-Altitude Traffic Management Subsystem (hereinafter LTMS), which may detect and/or may resolve potential conflicts of flight operations and/or may generate at least one conflict-free 4D trajectory. Additionally, the flight planning system may be configured to input at least one flight operation request (e.g., origin vertiport, destination vertiport, departure time, and/or arrival time), such that the flight planning system may generate conflict-free 4D trajectories while evaluating system costs and/or equity among operators.

A method for generating an air traffic control (ATC) request is provided. The method includes receiving input on at least one of an onboard graphical display avionics device or an offboard avionics device to request a change to a current flight parameter based on an active state of the aircraft, generating an air traffic control request, on one of the onboard graphical display avionics device or the offboard avionics device, based on the input using an air traffic control interface application, presenting, on one of the onboard graphical display avionics device or the offboard avionics device, the generated air traffic control request; and when the air traffic control request is approved to be sent, passing the generated air traffic control request to an air traffic control application on a communications management unit (CMU), Communications Management Function (CMF) or a flight management system (FMS).

A method for generating an air traffic control (ATC) request is provided. The method includes receiving input on at least one of an onboard graphical display avionics device or an offboard avionics device to request a change to a current flight parameter based on an active state of the aircraft, generating an air traffic control request, on one of the onboard graphical display avionics device or the offboard avionics device, based on the input using an air traffic control interface application, presenting, on one of the onboard graphical display avionics device or the offboard avionics device, the generated air traffic control request; and when the air traffic control request is approved to be sent, passing the generated air traffic control request to an air traffic control application on a communications management unit (CMU), Communications Management Function (CMF) or a flight management system (FMS).

A mobility route control system includes an open diagnostic trouble code (DTC) module configured to convert a first DTC code generated within a first mobility vehicle into a first open DTC code. The mobility route control system also includes a wireless communication module configured to transmit the first open DTC code to one or more external devices and receive a second open DTC code transmitted from a second mobility vehicle. The mobility route control system additionally includes a route change control module configured to evaluate an impact of the second mobility vehicle on a route of the first mobility vehicle based on the second open DTC code and determine whether to change or maintain the route of the first mobility vehicle based on evaluation of the impact.

A mobility route control system includes an open diagnostic trouble code (DTC) module configured to convert a first DTC code generated within a first mobility vehicle into a first open DTC code. The mobility route control system also includes a wireless communication module configured to transmit the first open DTC code to one or more external devices and receive a second open DTC code transmitted from a second mobility vehicle. The mobility route control system additionally includes a route change control module configured to evaluate an impact of the second mobility vehicle on a route of the first mobility vehicle based on the second open DTC code and determine whether to change or maintain the route of the first mobility vehicle based on evaluation of the impact.

An airspace flow prediction method and device based on an ensemble learning algorithm are provided. The method includes the steps: collecting historical airspace flow data and related spatial structure data, and preprocessing; constructing a GNN model, and calculating an influence degree of each node and an influence degree between the nodes in an airspace network by using the GNN model, the node being any airport or any waypoint; performing, by the GNN model, feature conversion and attention fusion on the influence degree of the node, the influence degree between the nodes and time series data to acquire a fused feature vector; inputting the fused feature vector into an LSTM model to acquire a predicted airspace flow of the node; and applying the predicted airspace flow of the node to manage navigation of traffic in the airspace network.

An airspace flow prediction method and device based on an ensemble learning algorithm are provided. The method includes the steps: collecting historical airspace flow data and related spatial structure data, and preprocessing; constructing a GNN model, and calculating an influence degree of each node and an influence degree between the nodes in an airspace network by using the GNN model, the node being any airport or any waypoint; performing, by the GNN model, feature conversion and attention fusion on the influence degree of the node, the influence degree between the nodes and time series data to acquire a fused feature vector; inputting the fused feature vector into an LSTM model to acquire a predicted airspace flow of the node; and applying the predicted airspace flow of the node to manage navigation of traffic in the airspace network.

Systems, devices, methods, and computer-readable media provide improved flight path selections. A system includes a graph representation operator configured to generate a graph of potential flight paths and actual obstacles in the potential flight paths, the potential flight paths extending from a takeoff location to a destination location, a predictive analysis model configured to receive the graph and environmental data and generate predictions of future environmental conditions based on the graph and the environmental data, a cost function and heuristic estimate operator configured to determine costs associated with flight paths of the potential flight paths based on the future environmental conditions, and a predictive pathfinding model configured to identify a flight path of the potential paths based on the costs, aircraft specific performance data, air traffic control constraints, current environmental conditions, and the future environmental conditions.

Systems, devices, methods, and computer-readable media provide improved flight path selections. A system includes a graph representation operator configured to generate a graph of potential flight paths and actual obstacles in the potential flight paths, the potential flight paths extending from a takeoff location to a destination location, a predictive analysis model configured to receive the graph and environmental data and generate predictions of future environmental conditions based on the graph and the environmental data, a cost function and heuristic estimate operator configured to determine costs associated with flight paths of the potential flight paths based on the future environmental conditions, and a predictive pathfinding model configured to identify a flight path of the potential paths based on the costs, aircraft specific performance data, air traffic control constraints, current environmental conditions, and the future environmental conditions.

A system and apparatus for determining the best course of action at any particular point inflight. The system determines current aircraft configuration against an expected aircraft configuration to detect configuration errors, and then utilizes configuration errors and error trends to manage aircraft configuration and mission operation. The system may divert the aircraft to the best available landing sites or reconfigure the aircraft to resolve configuration errors. In an emergency the system may safely land the aircraft.