A navigation aid method for an aircraft flying a reference trajectory between a point of departure and a point of arrival subject to a field of wind vectors comprises: decomposing the reference trajectory into a plurality of discrete waypoints Pi, loading meteorological data comprising the field of wind vectors, iterating the following steps N times, to generate an improved trajectory: for each waypoint Pi named current point, determining a reference plane, determining an orthonormal reference frame, determining a wind curl ((W).sub.Pi), determining a sign of the projection of the wind curl on axis zi ((W).sub.zi .sub.Pi), determining a direction of displacement from the current point Pi to a new current waypoint Pi, determining a line of displacement, determining a displacement distance, determining the new current waypoint, determining a new trajectory, assigning the new waypoints Pi determined in the preceding iteration to the waypoints Pi for the next iteration.

A method for collecting drone data at a crash site using an autonomous or semi-autonomous drone may include determining or receiving a crash GPS location associated with a crash location of a crash scene, and may further include generating a pre-generated flight path for an autonomous or semi-autonomous drone based upon the crash GPS location. The autonomous or semi-autonomous drone may be mounted, or held securely in place, on an emergency response vehicle traveling to the crash location. The method may further include autonomously or semi-autonomously flying the autonomous or semi-autonomous drone in accordance with the pre-generated flight path at the crash GPS location to generate or collect drone data associated with the crash scene. The drone data may be used for one or more insurance-related purposes, such as handling, adjusting, or generating auto or homeowners insurance claims; crash reconstruction; fault determination; damaged vehicle repair; and/or buildup identification.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft may be noisy. To accommodate this, the aircraft may utilize onboard sensors, offboard sensing, network, and predictive temporal data for noise signature mitigation. By building a composite understanding of real data offboard the aircraft, the aircraft can make adjustments to the way it is flying and verify this against a predicted noise signature (via computational methods) to reduce environmental impact. This might be realized via a change in translative speed, propeller speed, or choices in propulsor usage (e.g., a quiet propulsor vs. a high thrust, noisier propulsor). These noise mitigation actions may also be decided at the network level rather than the vehicle level to balance concerns across a city and relieve computing constraints on the aircraft.

A method, an apparatus and a non-transitory computer-readable storage medium for flight route planning for an aerial vehicle are provided, which generates a plurality of flight routes based on a starting position, an ending position, a total mileage limit, and a minimum network coverage rate. A feature score is given to the total mileage and the network coverage rate of each flight route. A total score is then calculated by using a mathematical relationship between the feature scores for total mileage and network coverage rate. The flight route with the highest total score is determined as the optimal flight route.

A control method of a movable object, includes obtaining a parameter of a restriction region, and controlling the movable object to execute a response measure associated with the restriction region according to the parameter of the restriction region. The response measure is for controlling an operation of the movable object. The response measure includes at least one of: controlling whether the movable object takes off within the restriction region; controlling whether the movable object lands within the restriction region; controlling whether the movable object flies above a specific altitude or below a specific altitude within the restriction region; or controlling whether the movable object is able to be confined in a space within the restriction region.

An automated image capturing and processing system and method may allow a field user to operate a UAV via a mobile computing device to capture images of a structure area of interest (AOI). The mobile computing device receives user and/or third party data and creates UAV control data and a flight plan. The mobile computing device executes a flight plan by issuing commands to the UAV's flight and camera controller that allows for complete coverage of the structure AOI.

After data acquisition, the mobile computing device then transmits the UAV output data to a server for further processing. At the server, the UAV output data can be used for a three-dimensional reconstruction process. The server then generates a vector model from the images that precisely represents the dimensions of the structure. The server can then generate a report for inspection and construction estimation.

In a flight path search device, storage stores map information and enemy force range information. A grid divider divides the map information into cells in grid form. A score calculator calculates, for each cell, a score about an attack avoidance degree. A cell calculator calculates a second cell that is on an extension of a line connecting the enemy forces point and a first cell within the enemy region and is outside the enemy region. A searcher searches for an optimal cell to which to move from the first cell when moving toward the second cell, based on the calculated score. An updater updates the first cell when the optimal cell disagrees with the second cell. The cell of the predetermined point is set as the first cell, and the process is repeated until the optimal cell agrees with the second cell.

A flight management system with core and supplementary modules is proposed. The core module may include generic applications that implement generic functionalities related to a flight management of the aircraft. The supplementary module may include supplementary applications that implement supplementary functionalities specific to an entity to which the aircraft belongs. The supplementary module may be divided into principal and auxiliary partitions (or entities), and the supplementary applications, also referred to as principal applications, may be implemented in the principal partition. One or more auxiliary applications may be implemented in the auxiliary partition. Each auxiliary application may be associated with one or more principal applications such that the execution of the principal application requires the associated auxiliary application to be executed.

A preexisting FMS system may be upgraded to increase its functionality by optimizing the control of autopilot and auto-throttle functions and replacing other preexisting components with different components for enhancing the functionality of the FMS system. The preexisting IRU, CADC, DME receiver and DFGC in the upgraded FMS system are in communication with the legacy AFMC but, instead of employing the legacy EFIS, the EFIS is replaced by a data concentrator unit as well as the display control panel and integrated flat panel display, and a GPS receiver. The upgraded FMS system is capable of iteratively controlling the autopilot and auto-throttle during all phases of flight and of such increased functionality as increased navigation database storage capacity, RNP, VNAV, LPV and RNAV capability utilizing a GPS based navigation solution, and RTA capability, while still enabling the legacy AFMC to exploit its aircraft performance capabilities throughout the flight.

A method, a device and a system for processing a flight task are provided. The method comprises receiving a loading request for flight data, searching for corresponding flight data according to the loading request, processing located flight data in response to the loading request, and loading the located flight data to control a corresponding aerial vehicle to perform a corresponding flight task.