A signal from a mobile communication device (102) of an unmanned aerial vehicle (103) is received, via cellular network communication, by each of a plurality of cellular network base stations (106, 107, 108). A position of the unmanned aerial vehicle (103) is determined based on a triangulation operation performed using the signal received by the cellular network base stations (106, 107, 108). Vehicle navigational data derived from the position determination is used to determine that a navigation assistance notification should be communicated to a notification receiver (102, 114) and, in response, communication of the navigation assistance notification to the notification receiver (102, 114) is initiated.

A mobile communication device (102) of a vehicle (103) is associated with a navigation system (202). Vehicle navigational data derived from the navigation system (202) is received, via cellular network communication, from the mobile communication device (102) of a vehicle (103). The vehicle navigational data is used to determine that a navigation assistance notification should be communicated to the mobile communication device (102) and, in response, communication of the navigation assistance notification to the mobile communication device (102) is initiated.

A system and corresponding method are presented. The system comprising a primary radar system comprising one or more phased array antenna systems, a sensor arrangement, and a control system. The sensor arrangement comprises one or more sensors configured for collecting sensing data indicative of presence and location of one or more unmanned aerial vehicles (UAV's) within a predetermined region, and to provide said sensing data to the control system. The control system comprises at least one processor configured for processing the sensing data, determining a need to deactivate score for the one or more UAV's, and generating operational instructions to the primary radar system for generating deactivation beam directed toward location of said one or more UAV's, thereby deactivating said one or more UAV's.

The present disclosure provides for informed de-icing by identifying a travel time range for an aircraft from a de-icing station to a runway; identifying a holdover window based on predicted weather conditions during the travel time range; estimating a takeoff time for the aircraft based on a takeoff queue for the runway and the travel time range; and in response to the holdover window expiring before the estimated takeoff time, delaying the aircraft from de-icing. In some aspects, informed de-icing includes, in response to identifying an aircraft scheduled for de-icing within a caution threshold of a scheduled takeoff time and to determining that a push time cannot be delayed: evaluating an effect of repeating a de-icing operation for the aircraft on flight operations; and in response to the effect exceeding an impact threshold: rescheduling the de-icing operation for the aircraft based on a new takeoff time.

An aircraft analysis application retrieves transponder data that is output by a transponder mounted on an aircraft. The transponder data is indicative of locations of the aircraft over a period of time. The aircraft analysis application maps the locations of the aircraft indicated by the transponder to a jurisdictional map identifying boundaries of a plurality of jurisdictions. The aircraft analysis application computes a fractional portion of time spent by the aircraft in a first jurisdiction in the plurality of jurisdictions based upon the locations of the aircraft indicated by the transponder and the jurisdictional map. The aircraft analysis application generates a jurisdictional status report that comprises a graphical indication of the fractional portion of time spent by the aircraft in the first jurisdiction.

Embodiments of the disclosure provide for handover or roaming of unmanned vehicles and missions between ground control stations (GCSs) of the same or different ground control centers (GCCs). Some embodiments receive a control change indication indicative of reassignment of a vehicle associated with a first GCS that is associated with a first GCC. Some embodiments reassign the vehicle from a first GCS to a second GCS associated with the GCC to enable the second GCS to newly access data corresponding to the vehicle via the master control system to enable control of the vehicle. Some embodiments reassign the vehicle from a first GCC to a second GCC by copying data corresponding to the vehicle from the master control system of the first GCC to a second master control system of a second GCC to enable control of the vehicle via at least one GCS of the second GCC.

A navigation system for one or more vehicles includes: a first camera configured to observe the vehicle(s) and first and second reference points within a first field of view, wherein the first and second reference points have first and second known spatial positions, respectively, the first camera being further configured to produce a first output signal from observation of the observed vehicle(s) and reference points; a second camera configured to observe the vehicle(s) and reference points within a second field of view, the second camera being further configured to produce a second output signal from observation of the observed vehicle(s) and reference points; and a processor operatively connected with the first and second cameras and configured to determine a respective spatial position for each vehicle(s) from the first and second output signals and from known first and second camera spatial positions of the first and second cameras.

An aviation advisory module may include processing circuitry configured to receive data indicative of internal factors and external factors related to route optimization of an aircraft. At least some of the external factors may include dynamic parameters that are changeable while the aircraft is in-flight. The processing circuitry may also be configured to generate a guidance output associated with a route of the aircraft based on integration of the internal factors and the external factors to optimize the route for a user-selected cost parameter, and provide a graphical representation of the guidance output along with comparative data or context information associated with the user-selected cost parameter.

A system includes a first dataset of vehicle trajectories including individual vehicle tracks forming a first track density, a desired vehicle track density profile, a spatio-temporal coverage metric, and a track model including Heaviside functions encoding track time origins and durations for the individual vehicle tracks and including locations for the plurality of individual vehicle tracks. Approximations of the Heaviside functions are minimized as a function of the spatio-temporal coverage metric. The first dataset of vehicle trajectories is manipulated to satisfy the desired vehicle track density profile through minimizing an approximation of the Heaviside functions. Each individual vehicle track in the first dataset of vehicle trajectories is shifted as a result of the optimization, thereby generating a second dataset of vehicle trajectories having a second track density.

A method of managing identification information of a drone may include: generating an access message, wherein the access message includes an identifier for the ground identification device, which is a transmitter, an identifier for a receiver, an execution function command for classifying and defining a function to be performed, a serial number for transmitting information sequentially and retransmitting the information when transmission fails, data size information for informing a size of data to be transmitted, and transmission data; and transmitting the access message to an integrated management system corresponding to the identifier for the receiver.