A property is identified for inspection based on a determination of a weather event impacting the property. A flight plan usable by an unmanned aerial vehicle (UAV) in identifying an extent of damage to the property caused by the weather event is determined. A user interface is presented at a user device. The user interface includes user interface controls configured for toggling layers of the user interface. The layers include a first layer that includes a geofence, a second layer that includes an inspection area of the property, a third layer that includes one of a launch location or a landing location of the UAV, and a fourth layer that includes a base map layer of an area that includes the property. A modification to the flight plan is received via the user interface.

A method for processing data generated by an event management device determining mission adaptation suggestions from current or future mission data sources, the method comprising the following steps of: receiving at least one suggestion comprising an item of information and a datum related to its construction; generating a notification for each received suggestion; storing the notification in a notifications memory. The method further comprises at least one iteration of the following steps: applying a classification operation to the notification; applying processing to the notification as a function of the classification operation, the processing comprising a step of rendering the notification on a Human-Machine interface in response to a display condition, the rendering using a display form and display dynamics.

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.

An on-board navigation system for an unmanned aircraft system (UAS) operating in an unknown environment. A point-cloud sensor system generates point cloud data representing the unknown environment. An on-board processing system processes the point cloud data to generate both a 2-D occupancy grid and a 3-D voxel map, with the 2-D occupancy grid having cells with known (seen) and unknown data. Additional processing determines an amount of known-to-unknown (transitional) data in each cell, thereby determining unexplored regions. A cost is assigned to each unexplored region, based at least in part on the amount of transitional data in cells of the region. The unexplored regions are then sorted based on their costs, thereby determining an optimal region to explore. The 3-D voxel map is used to find a safe area within the optimal region where the UAS may fly. A flight path to the optimal region is then calculated.

A flight route generation device is configured to generate a plurality of flight routes for a flight vehicle to fly over a plurality of working areas in a one-time flight. The flight route generation device includes an acquisition unit configured to acquire the working-area information for designating a plurality of working areas intended for a plurality of operations to be performed by a flight vehicle during its flight and the interregional information for determining a plurality of interregional flight routes along which the flight vehicle is permitted to fly over a plurality of working areas, and a generator configured to generate a plurality of intraregional flight routes for the flight vehicle to fly through the plurality of working areas based on the working-area information and a plurality of interregional flight routes based on the interregional information to prevent the flight vehicle from entering into a flight-prohibited area.

Methods, systems, and apparatus, including computer programs encoded on computer storage media, for unmanned aerial vehicle authorization and geofence envelope determination. One of the methods includes determining, by an electronic system in an Unmanned Aerial Vehicle (UAV), an estimated fuel remaining in the UAV. An estimated fuel consumption of the UAV is determined. Estimated information associated with wind affecting the UAV is determined using information obtained from sensors included in the UAV. Estimated flights times remaining for a current path, and one or more alternative flight paths, are determined using the determined estimated fuel remaining, determined estimated fuel consumption, determined information associated wind, and information describing each flight path. In response to the electronic system determining that the estimated fuel remaining, after completion of the current flight path, would be below a first threshold, an alternative flight path is selected.

The aircraft control systems and methods disclosed herein are configured to detect a residual error associated with a flight control computer of an aircraft and mitigate the effect(s) of such residual error in order to maintain safe operation of the aircraft. In some embodiments, the systems and methods are configured to detect an out-of-flight-envelope situation of the aircraft and determine whether or not the flight control computer is attempting to recover the aircraft from the out-of-flight-envelope situation. If the flight control computer is perceived as attempting to recover the aircraft from the out-of-flight-envelope situation, the flight control computer is permitted to continue controlling the aircraft. Otherwise, the excursion outside of the normal flight envelope is perceives as potentially having been caused by a residual error and the flight control computer is prevented from continuing to control the aircraft.

A flight route information acquisition module acquires flight route information indicating a flight route of an unmanned aerial vehicle in a real space. A real space position/direction identifier identifies a visually recognized position and a visually recognized direction in the real space. A flight route image generator generates a flight route image representing the flight route viewed from the visually recognized position in the visually recognized direction based on the flight route information. A display controller displays the flight route image under a state in which a position of the flight route image is matched with a situation viewed from the visually recognized position in the visually recognized direction in the real space on a display.

A system and method for deploying multiple unmanned aerial vehicles (UAVs) from a single landing site is presented. The method includes: generating a hovering perimeter for a landing site, the hovering perimeter including a plurality of hovering points and a plurality of approach vectors, each hovering point having spatial coordinates and being uniquely associated with one of the plurality of approach vectors, wherein a flight path based on a first approach vector of the plurality of approach vectors does not overlap with a flight path based on a second approach vector of the plurality of approach vectors; and configuring a first UAV of a plurality of UAVs to: navigate to a first hovering point of the plurality of hovering points; hover at the first hovering point; and navigate from the first hovering point to the landing site when the first UAV is authorized to land at the landing site.

A device for controlling an aerial vehicle, includes a memory storing a computer program, and a processor configured to execute the computer program to: receive a data file indicating a flight restriction level and a flight restriction range of an airport area in an airport, parse the data file to obtain the flight restriction level and the flight restriction range of the airport area, and control the aerial vehicle to execute a flight restriction strategy according to the flight restriction level and the flight restriction range of the airport area. The flight restriction range of the airport area is determined based at least on a risk level of the airport. The risk level of the airport is determined based on an airport traffic volume of the airport.