A system for providing integrated detection and countermeasures against unmanned aerial vehicles include a detecting element, a location determining element and an interdiction element. The detecting element detects an unmanned aerial vehicle in flight in the region of, or approaching, a property, place, event or very important person. The location determining element determines the exact location of the unmanned aerial vehicle. The interdiction element can either direct the unmanned aerial vehicle away from the property, place, event or very important person in a non-destructive manner, or can cause disable the unmanned aerial vehicle in a destructive manner.

Methods, systems, and devices are disclosed for providing conditional access for a drone for accessing a restricted area. Conditional access information associated with conditional access restrictions for the restricted area may be received by the drone. The drone may compare the received conditional access information to one or more access parameters for the drone. The drone may access the restricted area based on the comparison of the received conditional access information and the access parameter. A drone may take corrective action when the received conditional access information does not permit access to the restricted area based on the access parameter for the drone.

Aspects include a method, system and computer program product for monitoring a fence about an ad-hoc perimeter. The method includes defining an ad-hoc perimeter to be monitored. A number of autonomous drones are determined for creating a monitoring fence arrangement of the ad-hoc perimeter, each of the autonomous drones including a movement detection mechanism. A position is determined for each of the determined number of autonomous drones. The position is transmitted to each of the autonomous drones. A status of the autonomous drones is monitored. A signal is transmitted in response to at least one of the autonomous drones detecting a breach of the ad-hoc perimeter with the movement detection mechanism.

The DYNAMIC AIRCRAFT THREAT CONTROLLER MANAGER APPARATUSES, METHODS AND SYSTEMS (DATCM) transforms flight profile information, terrain, weather/atmospheric data and flight parameter data via DATCM components into comprehensive hazard avoidance optimized flight plans. Comprehensive hazard avoidance includes synergistic comprehensive turbulence and airfoil-specific icing data. In one implementation, the DATCM comprises a processor and a memory disposed in communication with the processor and storing processor-issuable instructions to receive anticipated flight plan parameter data, obtain weather data based on the flight plan parameter data, obtain atmospheric data based on the flight plan parameter data, and determine a plurality of four-dimensional grid points based on the flight plan parameter data. The DATCM may then determine comprehensive hazards mappings. With (near) real-time comprehensive hazard information and/or predictive turbulence/icing forecast specific to airfoil type and/or profile parameters, the DATCM may allow aircraft to avoid areas where comprehensive hazard is greater than a predetermined threshold and/or avoid areas where turbulence/icing may occur.

Methods, systems and apparatus, including computer programs encoded on computer storage media for unmanned aerial vehicle visual line of sight flight operations. A UAV computer system may be configured to ensure the UAV is operating in visual line of sight of one or more ground operators. The UAV may confirm that it has a visual line of sight with the one or more user devices, such as a ground control station, or the UAV may ensure that the UAV does not fly behind or below a structure such that the ground operator would not be able to visually spot the UAV. The UAV computer system may be configured in such a way that UAV operation will maintain the UAV in visual line of sight of a base location.

One example includes a terrain profile system. A data store stores map data of a geographic region of interest and DTED. A route input system facilitates user inputs associated with defining a planned flight path of an aircraft between two points on a map associated with the map data and with defining flight characteristic data of the aircraft. A terrain profile controller defines a terrain signature associated with a topography of terrain features of the geographic region of interest along the planned flight path based on the DTED and a planned altitude of the aircraft along the planned flight path based on the flight characteristic data. A display system displays a terrain profile comprising the terrain signature, the planned altitude relative to the terrain signature, and a real-time location of the aircraft superimposed on the planned altitude based on real-time location data associated with the aircraft.

A system (100) for providing an integrated multi-sensor detection and countermeasure against commercial unmanned aerial systems/vehicles (44) and includes a detecting element (103, 104, 105), a tracking element (103,104, 105) an identification element (103, 104, 105) and an interdiction element (102). The detecting element detects an unmanned aerial vehicle in flight in the region of, or approaching, a property, place, event or very important person. The tracking element determines the exact location of the unmanned aerial vehicle. The identification/classification element utilizing data from the other elements generates the identification and threat assessment of the UAS. The interdiction element, based on automated algorithms can either direct the unmanned aerial vehicle away from the property, place, event or very important person in a non-destructive manner, or can disable the unmanned aerial vehicle in a destructive manner. The interdiction process may be over ridden by intervention by a System Operator/HiL.

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.

A transfer unit generates a transferred image by transferring a whole or part of a determination target closed curve, which represents an outline of an airspace and is formed of one or more line segments on a spherical surface, from its original position to another position on the spherical surface in such a manner that the transferred image has no intersection point with the determination target closed curve. A line segment generation unit generates, from the line segments forming the determination target closed curve, a determination line segment an intersection point with the transferred image and having no intersection point with other line segments forming the determination target closed curve. An airspace recognition unit recognizes, as the airspace, a region in which the determination line segment is not present, the region being one of two regions on the spherical surface that are defined by the determination target closed curve.

A method implemented by computer for calculating a lateral approach trajectory of an aircraft, comprises the steps of receiving selection of a landing runway; determining a zone Z1, the zone defining trajectory limits to carry out a last turn with a view to landing on the indicated runway; receiving indication of a trajectory point FF defining a point of alignment of the aircraft; determining a joining trajectory bound for a point FAF2, the joining trajectory going from the aircraft to the point FAF2 and then to the point FF and then to the indicated landing runway without passing through the zone Z1. Developments describe the use of a zone Z2 associated with visibility conditions, the calculation of the energy to be dissipated, the use of a predefined descent profile, the emission of alerts and trajectory adaptations by increasing the length of the joining trajectory or use of the airbrakes.