WO2025194269A1 - Systems and methods for control of horizontal take-off and vertical landing unmanned aerial vehicles - Google Patents

Abstract

Systems and methods for the delivery of payloads to a destination are described utilizing horizontal take-off and vertical landing unmanned aerial vehicles (UAVs). The systems and methods described are particularly suited for delivery of liquid payloads to a fire including wildfires that involve the overall control and management of multiple airborne UAVs.

Description

SYSTEMS AND METHODS FOR CONTROL OF HORIZONTAL TAKE-OFF AND VERTICAL LANDING UNMANNED AERIAL VEHICLES

FIELD

[0001] Systems and methods for the delivery of payloads to a destination are described utilizing horizontal take-off and vertical landing unmanned aerial vehicles (UAVs). The systems and methods described are particularly suited for delivery of liquid payloads to a fire including wildfires that involve the overall control and management of multiple airborne UAVs.

BACKGROUND

[0002] Wildfires are a major problem in many places around the world. Each year, millions of acres of land burn that requires enormous and costly efforts to control these fires and reduce or minimize damage to human infrastructure. Wildfires may start naturally or may be accidentally or purposefully started by humans. While fires can be part of the normal fire cycle within forests and grasslands, fires occurring near human infrastructure often cause enormous costs to be incurred. These costs include direct fire suppression costs to control and protect humans and human infrastructure but also the costs resulting from the impact fires can have on the lives of people. These include injury, personal property damage and economic losses associated with the disruption to people’s lives.

[0003] Wildfires present many challenges in their management given the complexity of variables associated with wildfires. Such variables can include the number of fires in a region, remoteness, terrain involved, vegetation, current and projected weather conditions, resource availability, and many other variables.

[0004] Given the impact of wildfires, governments and associated agencies will implement a wide range of strategies available to them to manage wildfires in a given season. Practically, this includes hiring thousands of personnel and mobilizing many resources to manage what can be a highly challenging and complex series of problems across a region.

[0005] Given the number of variables involved, effective wildfire management often requires that decision makers triage possible outcomes within an area through a combination of risk assessment and risk management over the course of a fire season. [0006] The resources involved in fighting wildfires are numerous and typically involve the use of land-based and aerial-based equipment. Aerial equipment is deployed to fires when the location, size, speed of progression and proximity to infrastructure and people necessitates the use of these forms of equipment to reduce risk. The use of aerial-borne water and fire-suppression agents can be a highly effective means of containing, suppressing and/or extinguishing many fires. Typically, aerial carriers including water-bombers and helicopters are an effective means of delivering large volumes of water to a fire particularly if ground routes to the fire do not exist and/or time-considerations are critical.

[0007] However, such aerial carriers are enormously expensive, costing thousands to tens-of-thousands of dollars per hour to operate a single aircraft. While the costs of these firesuppressing aircraft are typical for aviation and generally are not more expensive to operate than in other areas of aviation, given the number of aircraft required and the time they may be required for, the overall costs of fighting a fire can be very high. As is known, the costs of such aircraft include capital costs, maintenance costs, personnel costs and fuel costs required to run the aircraft. As is known, such aircraft are easily each worth over $1M and can be worth up to $30M+ for the two main types of aircraft used in fire-fighting, namely water-bombers and helicopters.

[0008] Water-bombers are specialized aircraft that are designed to efficiently collect and deploy water and/or retardant to a fire. They are advantaged by the high volume of water that can be carried, their speed, their range and the relatively efficient cost/gallon(liter) of water delivered. They are disadvantaged by the need for the availability of nearby water bodies that are sufficiently large to enable the aircraft to descend, skim the water surface to collect water and safely take off. They are further disadvantaged by their operational envelope in terms of times they can be operated, high capital and maintenance costs, and the need for specialized, highly trained personnel including pilots and ground crew.

[0009] Helicopters are advantaged by their ability to take-off vertically, their ability to access water sources not available to water-bombers and their superior ability to target areas with greater precision than can be achieved by water bombers in various situations. They are disadvantaged by their relatively expensive cost/gallon(liter) of water delivered, high capital and maintenance costs, range, speed, small operational envelope (e.g. VFR flight rules) and the need for specialized, highly trained personnel including both pilots and ground crew. [00010] Given the high costs of these aircraft, there is inherently a limit on the number of aircraft that may be available in a given region at a given time.

[00011] Urban fires are also an important and costly type of fire. Fire-fighting within an urban area is usually well managed with jurisdictions having multi-faceted fire-fighting forces in permanent operation. However, within an urban environment, aerial attack of residential, commercial and/or industrial fires with any form of permanent station is typically not a cost- effective approach given the high infrastructure and operational costs of aerial vehicles. However, in many areas if the cost of aerial delivery of water to fight an urban fire was reasonable, aerial attack of an urban fiber could be desirable in a number of situations.

[00012] Recently, horizontal take-off and vertical landing unmanned aerial vehicle (UAV) systems have been proposed for delivery of payloads to wildfires. These UAVs and associated equipment (referred to generally as a fire-fighting system (FFS)) are designed to enable multiple UAVs to be airborne at the same time through specialized launch, payload delivery, landing and ground operations. Within such systems, there has been a need for improved control systems.

SUMMARY

[00013] In accordance with various embodiments of the disclosure, multi-aircraft flight control system (FCS) for monitoring and controlling multiple aircraft operating within a real- world flight envelope are described, the FCS comprising: a computer system and computer display system configured to: overlay a two-dimensional (2D) geographic boundary over a digital map, the 2D geographic boundary defining an outer limit of flight operations corresponding to the real-world envelope; and, identify and mark features within or adjacent to the 2D geographic boundary, the features being any one of or a combination of no-fly zones and fly-zones; wherein the computer system and computer display system are configured to receive operational data from one or more aircraft operating within the real-world flight envelope and provide control commands to the one or more aircraft.

[00014] In various embodiments: the computer system and computer display system are further configured to loft the 2D geographic boundary features and the fly-zones and no-fly zones into a virtual 3D space to define an upper altitude limit and a 3D flight operations volume (FOV) and 3D fly-zones (FZs) and 3D no-fly zones (NFZs) with 3D boundary coordinates.

• the computer system defines real-world GPS coordinates.

• real-world coordinates are defined for each of the 3D flight operations volume (FOV), 3D fly-zones (FZs) and 3D no-fly zones (NFZs).

• the computer system and computer display system are further configured to graphically display each of the FOV, FZs and NFZs.

• the computer system and computer display system are configured to design one or more individual missions (IMs) for multiple aircraft operating within the FOV, and where an IM includes launch, outbound flight, payload delivery, inbound flight and landing segments.

• the computer system and computer display system are further configured to define an IM with flight corridors (FCs) within the FOV, wherein FCs define a FC route within the FOV extending from a take-off location to a landing location within the FOV, the FCs having FC route coordinates.

• the computer system and computer display system are further configured to define and display FCs as launch, climb, outbound, payload delivery, inbound and descent and landing FCs.

• the computer system and computer display system are further configured to define and display a reconnaissance FC at a higher altitude to the outbound and inbound FCs.

• the computer system is further configured to define a FC boundary having FC boundary coordinates, the FC boundary coordinates defining a boundary between inside the FCs and outside the FCs.

• the computer system and computer display system are further configured to enable adjustment of the FOV, FZs and NFZ 3D boundary coordinates and the FC route coordinates. • the computer system and computer display system are configured to receive realtime position data of multiple unmanned aerial vehicles (UAVs) operating within the FOV and display real-time position of the multiple UAVs within the FOV.

• the computer system and computer display system are configured to display UAV boundary violations and display warnings of any UAV exceeding the FC boundary.

• the computer system and computer display system are further configured to display one or more fire positions within the FOV, the fire positions having real- world fire coordinates.

• the computer system is configured to receive real-world fire coordinates from a reconnaissance UAV and update fire position on the computer display system.

• the computer system and computer display system are configured to receive wind data and display wind direction on the computer display system.

• the computer system and computer display system are configured to define and display a home zone (HZ) and HZ coordinates within the FOV.

• the computer system and computer display system are configured to define and display a launch system within the HZ.

• the computer system is configured to receive and display launch system operational data from a real-world launch system.

• The computer system is configured to upload FC route coordinates to each of the multiple aircraft within the real-world flight envelope.

• the computer system is configured to launch an aircraft from the launch system and the aircraft is configured to follow each of the FC route coordinates and land.

• the computer system is configured to define a payload delivery coordinate and upload the payload delivery coordinate to the aircraft. the computer system is configured to provide aircraft separation commands to multiple airborne aircraft within the FCs when multiple aircraft are airborne and operating within one or more FCs. the computer system is configured to receive aircraft operational data from multiple communications networks selected from at least two of satellite, VHF radio, cellular and wired internet.

• the computer system is configured to receive fire location data from a reconnaissance aircraft.

[00015] In another aspect of the disclosure, an unmanned aerial vehicle (UAV) control system enabling autonomous flight of a UAV within a multi-UAV flight operation is described, the system comprising: an onboard computer configured to control a flight mission from launch to landing within defined flight corridors (FCs) and delivery of a payload to a defined payload coordinate within a FC of the defined FCs; and where the UAV is a horizontal launch and vertical landing UAV and the onboard computer is configured to transition the UAV from horizontal to vertical flight within a landing zone FC.

[00016] In various embodiments:

• the onboard computer is configured to upload individual mission data from a multiaircraft flight control system (FCS).

• the onboard computer is configured to receive UAV position data or calculate UAV proximity from one or more adjacent UAVs and the onboard computer is configured to maintain a separation threshold to the one or more adjacent UAVs.

• the onboard computer is configured to report payload delivery position data to the FCS.

• the onboard computer is configured to execute an IM as a route progression based on calculated GPS coordinates.

[00017] In a further aspect, an operations control system (CCS) is described for planning and execution of unmanned aerial vehicle (UAV) missions to deliver payload to a wildfire, the CCS comprising: a deployment mission planning system configured to overlay a two-dimensional (2D) geographic boundary over a digital map, the 2D geographic boundary defining an outer limit of flight operations corresponding to a real- world flight envelope; an individual mission (IM) planning system configured to design flight corridors for UAV missions and receive payload delivery coordinates for delivery of payload to a wildfire; a launch control system configured to monitor and control individual launches of UAV missions; an airborne UAV control and monitoring system configured to receive position data from multiple UAVs operating within the real-world flight envelope; and, a fire boss control system configured to receive fire data within the 2D geographic boundary and provide payload delivery coordinates to the IM planning system.

[00018] In various embodiments:

• the OCS is configured to receive operational data from multiple aircraft operating within the real-world flight envelope and provide control commands to the multiple aircraft.

• the OCS is configured to communicate with the multiple aircraft operating within the real-world flight envelope via a combination of communications networks selected from at least two of satellite, VHF radio, cellular and wired internet.

DESCRIPTION OF THE DRAWINGS

[00019] With reference to the drawings, embodiments of unmanned aerial vehicles, (UAVs) configured for horizontal take-off and vertical landing together with associated launch, landing, loading and control systems are described in which:

Figure 1 is a schematic plan view of a deployment mission (DM) envelope showing parameters that may be considered in designing a DM in accordance with the disclosure.

Figure 1A is a schematic plan view of flight corridors (FCs) of a DM envelope that may be designed within a DM in accordance with the disclosure.

Figure 1B is a schematic side view of flight corridors (FCs) of a DM that may be designed within a DM envelope in accordance with the disclosure.

Figures 1C and 1D are schematic 3D views of a DM envelope and FCs that may be designed in accordance with the disclosure.

Figure 1 E is a representation of primary input parameters for a DM envelope in accordance with the disclosure.

Figure 1 F is a representation of input parameters for designing a DM and individual missions (IMs) in accordance with the disclosure.

Figure 1G is a representation of input parameters for designing an IM in accordance with the disclosure. Figure 2 is a schematic plan view of an operations center in accordance with the disclosure.

Figures 3, 3A and 3B are schematic cross-sectional, side and plan views of a FC showing UAV separations in accordance with the disclosure.

Figures 4 and 4A are schematic drawings of an operations control system and computer and computer display systems for designing a DM and executing IMs in accordance with the disclosure.

Figure 5 is a schematic high-level overview of a pre-launch protocol in accordance with the disclosure.

Figure 5A is a schematic high-level overview of an airborne protocol in accordance with the disclosure.

Figure 6 is a schematic diagram of a communications network in accordance with one embodiment of the disclosure.

DESCRIPTION

[00020] Within this description and with reference to the figures, various embodiments of control systems (CSs) for unmanned aerial vehicles (UAVs) are described, together with launch and landing systems (LLSs) and operational control and support systems (OCSSs). Collectively, UAVs, the LLS and the OCSS are referred to as a fire-fighting system (FFS).

1. Scope of Language

[00021] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. [00022] Spatially relative terms may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations devices in use or operation in addition to the orientation depicted in the figures. For example, if a feature in the figures is inverted, elements described as “under” or “beneath” other elements or features would then be oriented “over” the other elements or features. Thus, the exemplary term “under” can encompass both an orientation of over and under. A feature may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. Similarly, the terms “upwardly”, “downwardly”, “vertical”, “horizontal” and the like are used herein for the purpose of general explanation only unless specifically indicated otherwise.

[00023] It will be understood that when an element is referred to as being “on”, “attached” to, “connected” to, “coupled” with, “contacting”, etc., another element, it can be directly on, attached to, connected to, coupled with or contacting the other element or intervening elements may also be present. In contrast, when an element is referred to as being, for example, “directly on”, “directly attached” to, “directly connected” to, “directly coupled” with or “directly contacting” another element, there are no intervening elements present.

[00024] It will be understood that, although the terms “first”, “second”, etc. may be used herein to describe various elements, components, etc., these elements, components, etc. should not be limited by these terms. These terms are only used to distinguish one element, component, etc. from another element, component. Thus, a “first” element, or component discussed herein could also be termed a “second” element or component without departing from the teachings of the present disclosure. In addition, the sequence of operations (or steps) is not limited to the order presented in the claims or figures unless specifically indicated otherwise.

[00025] Other than described herein, or unless otherwise expressly specified, all of the numerical ranges, amounts, values and percentages, such as those for amounts of materials, elemental contents, times and temperatures, ratios of amounts, and others, in the following portion of the specification and attached claims may be read as if prefaced by the word “about” even though the term “about” may not expressly appear with the value, amount, or range. Accordingly, unless indicated to the contrary, the numerical parameters set forth in the following specification and attached claims are approximations that may vary depending upon the desired properties sought to be obtained by the present disclosure. At the very least, and not as an attempt to limit the application of the doctrine of equivalents to the scope of the claims, each numerical parameter should at least be construed in light of the number of reported significant digits and by applying ordinary rounding techniques.

[00026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.

2. Overview

[00027] For the purposes of initial description and providing an overview, the FFS is described as having component UAVs 10, at least one LLS 12 and an OCSS. The FFS is described with reference to a deployment scenario, namely the delivery of liquid payload to a wildfire and as described in Applicant’s co-pending patent application 63/535,482, filed August 30, 2023 and incorporated herein by reference. While the FFS is described as a system for fighting wildfires, and is described as being portable, it is understood that the FFS can also be designed as permanent or semi-permanent installations. In addition, the system can be deployed to deliver other payloads in other applications not related to wildfires.

[00028] In a wildfire deployment scenario, as shown in Figure 1 , a wildfire F has ignited in remote hills and is burning towards an inhabited area H3. The fire was first detected at about 1 pm and monitored over the next few hours as being a potential threat to the inhabited area. A portable FFS is located 100 km away and is put on alert for a potential mobilization. The area near the fire has road access R to within 10 km of the fire front and a river water source W approximately 100m from a relatively flat and cleared area about 100m long and 50m wide. By about 5 pm, authorities have decided to deploy a FFS to this area to fight the fire and initiate an order to mobilize the FFS. The FFS is mobilized and is ready by 9 pm to initiate aerial bombardment of the fire.

[00029] In order to meet these requirements, in one embodiment, each of the various subsystems of the FFS are designed to be transportable to an operations site O close to the wildfire and deployed such that the LLS and OCSS can be set-up and thereafter enable multiple UAVs 10 to be launched, deliver a payload, return to the operations site O, be reloaded with new payload and relaunched. As described herein, each UAV is configured for horizontal take-off and vertical landing via the LLS with the UAV in horizontal flight between launch and descent that transitions to vertical flight at landing. As will be explained in greater detail below and in Applicant’s co-pending application, this configuration enables a relatively high take-off weight and low landing weight, enables rapid turnaround of UAVs for repetitive flight missions and enables the delivery of significant volumes of liquid payload to a fire with each mission. In addition, the FFS is able to initiate and maintain operations over a 24-hour time period subject to various weather and/or safety considerations.

3. Control System Overview

[00030] At a first level, the control system (CS) operates to design and manage a deployment mission (DM) within a local area when the FFS is activated and deployed to fight a fire. A DM is defined as the overall operation of the FFS including planning, deployment, execution and shutting down (also referred to as “tear down” or “standing down”) of a firefighting operation with an inventory of FFS equipment.

[00031] As such, a DM will operate within a defined 3D space (referred to as a DM envelope) having perimeter and altitude boundaries. Within a DM, the CS enables the control and interoperability of each of the various subsystems of the FFS including each UAV, the launch and landing system(s) (LLS) as well as other systems including a payload loading system(s) (PLS), fuel loading system(s) (FLS), and surveillance (SD) or reconnaissance UAV(s) (RLIAV) that cooperatively operate to ensure safe operation of multiple UAVs within the DM envelope.

[00032] A typical DM includes: a. Planning-Defining boundary parameters of a DM and refinement of boundary parameters. b. Deployment-Moving FFS equipment into the DM Envelope and setting-up FFS equipment. c. Mission Execution- Running one or more individual missions (IMs). d. Tear Down-Moving FFS equipment out of the DM Envelope.

4. Deployment Mission (DM)

4.1. Planning Phase

[00033] The planning phase is triggered upon a decision to execute a DM. With reference to Figures 1 , 1 A and 2, the control system enables initial boundaries for the DM envelope to be established and subsequently refined within a geographic area. Generally, with preliminary knowledge of the location and movement of a fire F, preliminary knowledge of a suitable operations center location O, water source W, access road R and potentially other factors, the control system enables the DM envelope to be defined.

[00034] Initially, the control system is accessed to establish potential operational boundaries of an operational perimeter P1 in which a DM may operate. Initially, the operational perimeter P1 may be established as a basic 2D shape represented as a shape such as a rectangle, triangle or circle that incorporates the land geography that may potentially be involved. For example, a fire F may be located 10km away from a possible operations center O and water source W, with the system initially defining a ground perimeter P1 around the location of the fire F, and the planned operations center O and water source W.

[00035] Once a rough perimeter P1 has been defined, the boundary will typically be refined to take into account various hazards (e.g. H1-H3) that may exist within the perimeter P1 , such as radio towers RT, mountains/hills H1 , H2 populated areas/towers/buildings H3 and other factors that could be a hazard to I Ms. It should be noted that ground crew (GCs) may be deployed and/or be operating in the area.

[00036] In addition, other factors such as fire progression risks may also be considered. For example, weather forecasts may assess a 70% probability that the fire will progress in the direction shown by FP1 in Figure 1 , a 20% probability of progressing in direction FP2 and a 10% probability of progressing in direction FP3. As a result, it may be required that the perimeter be expanded to accommodate the potential FP2/FP3 expansions and also reduced and/or refined to accommodate the H1-H3 hazards. It should be noted, and as explained below, the DM envelope may evolve over time as new data is received about the fire and/or weather and other relevant data.

[00037] In other words, the DM envelope may be adjusted to become area P2 if hazards are identified, fire progression is potentially predicted to expand beyond original boundaries, the need to establish abort zones (AB) in particular locations and/or the need to establish various no-fly zones within a perimeter that subtract/add area/volume to/from the DM envelop.

[00038] Once the ground-based perimeter is defined, one or more upper altitude limits may also be defined as shown in Figure 1 B. Depending on the location, the upper altitude limit may typically be about 1000-2000 feet above ground level but may be as high as 3000-5000+ feet above ground level in particular locations and/or situations. Local/Regional air traffic control authorities may provide input to assist in defining altitude limits and/or boundary conditions. [00039] As noted, other factors such as suitable abort zones AB may also be taken into account to define a working DM perimeter P2F as shown in Figure 1.

[00040] As noted above, a DM envelope can change relatively rapidly given the variables involved in fighting fires. Hence, a DM envelope may change over weeks, days and hours depending on factors including terrain, weather, access, personnel movements (e.g ground crew GC), and other hazards that may come into play if the perimeter changes. As such, the control system is generally configured to be dynamic (as described below) enabling various control parameters such as the DM boundary conditions to be readily adjusted and to enable I Ms to be rapidly developed and executed and changed as the DM envelope changes.

[00041] In various embodiments, the DM perimeter may also include a “soft” outer perimeter P3, that is an outer perimeter, that is defined as potentially being important during the course of a DM.

[00042] The DM and DM envelope may be planned and developed remotely, that is prior to the deployment of FFS equipment to the operations center O and/or in parallel to a deployment utilizing known maps and geographical data of an area. In addition, a DM may be modified at any time, based on information received over the course of a DM.

5. Individual Mission (IM)

5.1. IM Planning Phase

[00043] Prior to or during deployment of FFS equipment, IMs may be planned. That is, in various circumstances, initial planning of an IM may be conducted in parallel with a deployment. In the scenario above, where the FFS equipment is initially located 100km from the fire, DM and IM planning may be conducted remotely prior to or concurrently with a deployment decision.

[00044] Regardless of timing, and as shown in Figure 1 , after the operational perimeter P2/P2F is defined, the flight envelope for IM’s may be initially defined. As with the DM envelope, various factors will be taken into account including the perimeter and any no-fly zones in the DM envelope as well as weather data, wind direction, wildfire location and its direction of movement and other factors. 5.1.1. Flight Corridors/Zones (FCs) Overview

[00045] After the perimeter P2F has been defined as well as the flight altitudes ranges, flight corridors within the DM envelope can be defined shown as in Figure 1A. Generally, as shown in Figures 1A-1 D, various flight corridors/zones are defined including: a. Home 10a; b. Launch and Climb 10b; c. Outbound 10c; d. Delivery 10d; e. Inbound 10e; f. Descent 10f; g. Landing 10h; h. Abort AB; and, i. Surveillance 10g.

[00046] As shown in Figures 1A-1 D, each flight corridor is a volume in 3D space through which IMs are flown and that provide flight boundaries for IMs. That is, during an IM and in various embodiments, UAVs will be operated to remain within each flight corridor wherein deviation towards the boundaries and/or departure from the corridors is a flight anomaly that will trigger various actions as explained below. The creation of all corridors will take into account various safety factors.

5.1.1.1. Home Zone

[00047] The home zone 10a is a no-fly zone where the operations center O is located where personnel and equipment will be located and where no airborne equipment should be operating within.

5.1.1.2. Launch and Climb Zone

[00048] The launch and climb zone 10b is an inclined volume positioned at the edge of the home zone where UAVs are launched and climb within. The launch and climb zone defines at least a minimum altitude that must be maintained by UAVs upon launch to safely clear nearby hazards to reach an outbound altitude. The incline of the launch and climb zone will be determined by flight performance parameters of the UAVs, prevailing weather conditions and various safety factors that the CS will consider including air temperature and altitude to calculate air density.

5.1.1.3. Outbound, Delivery and Inbound Zones

[00049] The outbound 10c, delivery 10d and inbound 10e zones are corridors that each UAV will fly to reach the fire F, deliver the payload and return. The outbound zone 10c may be lower than the inbound zone 10e for flight separation and fuel management considerations. As payload is released and the UAV becomes lighter, each UAV may ascend to reach the inbound corridor although this is not necessarily required.

5.1.1.4. Descent and Landing Zones

[00050] The descent and landing zones 10f, 10h are similar to the launch and climb zones typically leading towards but not entering the home zone. The descent and landing zones will typically be substantially steeper (i.e. more inclined) than the launch and climb zones as the UAVs are lighter and will be transitioning to vertical flight in these zones. Depending on location, the descent zone may be shallow to enable the UAVs to glide towards the landing zone and thus reduce fuel consumption.

5.1.1.5. Abort Zones

[00051] One or more abort zones AB may also be identified as areas where IMs may potentially be aborted to in the event of severe flight anomalies. As take-off is generally the riskiest phase of flight, ideally abort zones are located within or adjacent the climb flight corridor. Any suitable area that may minimize risk of UAV damage in the event of an unplanned landing and/or property damage may be programmed into the DM, although of course the system is designed to operate safely, ideally without unplanned landings.

5.1.1.6. Surveillance Zone

[00052] Surveillance zone 10g is typically a flight corridor above and over the outbound, delivery and inbound zones where surveillance/reconnaissance UAVs (RUAVs) may operate. RUAVs will also have appropriate ascent and descent zones that may partially overlap with the IM ascent, descent and landing zones. RUAVs may also take off and land at other locations. 6. DM Envelope Display, IM Display and Boundary Definitions

[00053] In various embodiments, the DM envelope will be defined and graphically displayed on a computer system, providing a 3D overview of the DM envelope and terrain inside and an amount of terrain outside the envelope. In various embodiments, defining the DM envelope can be completed utilizing a background framework of 3D land-mapping images and enabling volumes to be created that are overlain 2D land coordinates (e.g. lat/long) as shown in Figures 1C and 1 D. That is, a user may access relevant 3D terrain files for a location, mark the fire F and/or hot spots as shown in Figure 1 (HS1-HS3) and then initially define a box (e.g.15 km by15 km) centered over the fire and control center location. Relevant or hazardous terrain can then be identified within the box and subtracted from the volume to create the various flight corridor volumes within the DM envelope. In other embodiments, a RLIAV may be rapidly deployed from a more distant location, be directed to the site and conduct aerial scanning of the area to develop a 3D terrain image.

[00054] In various embodiments, development and refinement of the DM and IM flight corridors can be sketched within a computer system. For ease and speed of development and refinement, each action may involve initially sketching each parameter as an overlay on a 2D map as shown in Figure 1 A. The “volumes” of each corridor are subsequently lifted or lofted to a desired altitude as shown in Figure 1 B and in a manner that takes into account various hazards and other factors. That is, the plan view of the FCs may be sketched as a FC line over a map which is initially calculated to have 2D coordinates. The FC line is then lifted/lofted to a desired height/altitude where the act of lifting or lofting automatically defines a series of coordinates of the FC in 3D space.

[00055] In one embodiment, a FC volume may be defined as a FC “tube boundary” at a particular radius from the FC line. In other embodiments, multiple offset FCs may be defined that are to be utilized by different UAVs as shown by dotted line IM2 in Figure 1.

[00056] Each named FC may be defined to include junctions J as shown in Figure 1A between adjacent corridors such that the lifting/lofting a junction or FC will correspondingly lift/loft the FC/junction of the “line” to the desired altitude location such the FCs can be rapidly defined in 3D space.

[00057] The construction of FCs may be performed automatically by computer systems configured to optimize FCs within a particular DM envelope based on safety and/or operational rules and/or using artificial intelligence (Al) that has learned from past missions. That is, zones such as the ascent zone will consider the maximum rate of ascent of a fully laden UAV at a given altitude and temperature and wind direction which would be checked against the desired outbound flight altitude and hazards. If an insufficient safety margin is revealed, the system will alert controllers who can then provide additional input to create safe flight corridors.

[00058] Typically, if global navigation satellite systems (GNSS; e.g. GPS) are used, the FCs are further defined with a plurality of GNSS coordinates.

[00059] After sketching and/or automatic FC generation, images of each volume may be calculated for display as a 3D graphic as shown schematically and simplistically in Figures 1C and 1 D. Upon creation and display, such FCs can be refined if additional input is required. As can be appreciated, the resolution of images can be adjusted as appropriate, and the amount of data displayed can be varied as described below. In various embodiments, the computer systems showing the DM and FCs are configured to display real-time movement of UAVs within the 3D graphic space.

[00060] Such systems can enable visual verification by operators for appropriate consideration to hazards and other factors.

[00061] In various embodiments, the DM and IM design and execution algorithms will also have a range of safety checks built into the system that will ensure all safety considerations are reviewed upon completion of an initial design. Ongoing feedback based on data received from UAVs/RUAVs during IMs may also be provided to enable editing/changes to the DMs and IMs based on current data and/or evolving situations.

[00062] That is, and importantly, as time progresses, flight corridors/zones within the DM envelope may be refined as may be required based on changing weather conditions and/or fire progression and other factors.

7. DM and Flight Corridor Details

[00063] Additional details may be developed and incorporated within the system for other equipment within the DM envelope.

7.1. Home Zone

[00064] As noted above and shown in more detail in Figure 2, the home zone 14 is generally a no-fly zone that contains a command and communications center 14d and the components and area of the operations center O. These components and areas will typically include a launch system 12, fueling loading system FLS, a payload loading system PLS, restricted zone 14b and safe zone 15 as shown in Figure 2 and may be defined as having a 3D volume. For the purposes of explanation, these zones can be considered as various shapes such as cuboids or cylinders that may fully or partially overlap with one another. The operation of the home zone is explained in Applicant’s co-pending application.

[00065] Generally, each of these zones will have ground based lower surfaces and upper height surfaces. Typically, such zones may have upper heights in the range of about 5-50m above ground level (AGL).

[00066] Defining the location of each of the components of the operations center can be important in the management and movement of inventory during operations as will be explained in greater detail below.

7.2. Launch and Climb FCs

[00067] As shown in Figure 1 B, the launch FC and landing FC includes a launch zone and landing zone for UAVs.

[00068] In addition, if a reconnaissance UAV (RLIAV) is being utilized, FCs are established for the RLIAV. The RLIAV FCs will typically have different outbound, cruise, inbound and landing zones but may have fully or partially overlapping FCs such as the climb, descent and abort zones.

[00069] As described above, the launch and climb FCs are the corridors into which a UAV is launched and climbs to reach the outbound FC. The climb FC will be designed having consideration to minimum flight performance characteristics of a fully laden UAV in terms of climb speed, ground and/or air speed under different weather conditions and the anticipated/actual outbound flight corridor altitude.

[00070] Generally, an RUAV will have faster performance compared to a fully laden UAV and hence, may be able to climb faster than an UAV and thus be operating in a different FC.

[00071] A RUAV may be a horizontal take-off and horizontal landing UAV and thus may require a landing strip to land. Such a landing strip may be part of the operations center or may be separately located. RUAVs may utilize the LLS if so designed. 7.3. Outbound, Delivery and Inbound FCs

[00072] The outbound, delivery and inbound FCs are defined as the flight corridors in which multiple UAVs will operate within upon reaching a cruising altitude to travel outbound to a fire, deliver payload to the fire and return to the operations center. Each will avoid any hazards/no- fly zones that may have defined between the operations center and the fire.

[00073] As shown in Figures 1C and 1 D and Figures 3-3B, the cross-sectional dimensions of each FC have been defined to enable multiple UAVs to traverse the corridors at various separation distances including vertical, horizontal and fore/aft separations. As noted, alternate means of defining FCs may be utilized.

[00074] Figure 3 is a sketch of a cross section of an outbound flight corridor 10c having a boundary 30 and Figures 3A and 3B are side and plan views of the FC 10c each showing a number of UAVs 10 within the FC.

[00075] Generally, FCs may be defined as having an outer boundary 30 that may be defined in a number of ways depending on computing systems employed and required resolution.

[00076] For example, each FC boundary may be defined as series of nodes, 30b that are defined by specific coordinates in 3D space that can be used to define an outer surface 30 and/or wireframe boundary 30c as partially shown in Figure 1C.

[00077] In various embodiments, the boundary may include soft and hard boundaries. For example, for a FC, an inner soft boundary 30a may be set that is utilized by flight control software for taking a first category of actions whereas the hard outer boundary 30 may be utilized by flight control software for a second category of actions. Such categories may be defined in terms of relative importance of flight anomalies.

[00078] As shown in Figures 3-3B, multiple UAVs may have flight paths within the FC to maintain vertical and horizontal separation between UAVs.

[00079] Depending on UAV sensors and control systems utilized to control flight, in one embodiment, each UAV may be defined by a larger volume (referred to herein as a proximity bubble 11/11 a) that effectively defines a safe separation zone for each UAV. For example, the proximity bubble may be defined as a form of ovoid with the center being the UAV. Proximity bubbles may be defined as calculated surface boundaries having coordinates that are updated as the position of the UAV changes within a flight corridor. The size of a proximity bubble may be changed for different phases of flight.

[00080] As with the FC, the proximity bubble may have hard 11a and soft 11 boundaries that may trigger different actions as will be explained below. The proximity bubble may be defined as virtual to the extent that the boundaries are defined by relative vertical, horizontal or fore/aft separation to other UAVs or in terms of GPS coordinates surrounding a UAV that are fixed distances from the UAV and travelling at the same speed and direction as the UAV.

[00081] As introduced above, all boundaries are used to maintain safe flight distances for each UAV within the FC and maintain safe vertical, horizontal and fore/aft separation between UAVs.

[00082] In one embodiment, if a UAV soft boundary 11 (i.e. the outer boundary of the bubble) is broken (e.g. a UAV moves outside this boundary), this will initiate a first sequence of corrective measures whereas if a hard boundary 11a is broken, a second sequence of corrective measures may be initiated.

[00083] For example, as shown in Figures 3 and 3A, UAVs I, II and III are shown within FC 30 having soft inner boundary 30a. UAVs II and III are at roughly the same altitude and are horizontally separated from each other. UAV I is at a lower altitude and flying behind II and III.

[00084] Figure 3 shows bubble overlap 5 between the soft boundaries of UAVs I and II which indicates approaching a limit on vertical and/or fore/aft separation. This overlap is a first triggering event that prompts flight correction from one or both UAVs including speeding up, slowing down, altitude gain or loss or right or left course correction such that bubble overlap is broken.

[00085] Figures 3 and 3A show soft boundary overlap 5. Figure 3A also shows an example of hard boundary overlap 6 which will trigger flight correction as above but may do so at a faster rate as shown by arrow 7.

[00086] As described in greater detail below, in various embodiments, an on-board control system (OBCS) compares the true position of a UAV relative to the preferred flight corridor and/or relative to the external boundary within desired tolerances. [00087] Other means of defining flight corridors may be utilized that achieve substantially the same objectives. In one example, individual FCs are calculated that can be followed by different UAVs (e.g. IM2).

7.4. Abort Zone

[00088] The abort zones are identified ground areas that may be suitable for emergency landing in the event of severe flight anomalies. Serious flight anomalies (SFAs) are various events such as loss of communications or software anomalies that would prevent safe flight from continuing as well as severe events such as catastrophic power loss, structural failures and power plant/flight control failures that are deemed to be unrecoverable and necessitate IM abort. Depending on the nature and relative urgency of the SFA, the OBCS may be able to safely land the UAV without catastrophic loss of the UAV including controlled landing within an abort zone. Controlled landing may be with or without additional safety features such as a deployed ballistic parachute.

[00089] Abort zones are typically areas located near or on the flight path where failure is most likely to occur namely during take-off and climb. Thus, an abort zone is preferably in proximity to the take-off and climb flight path and an area having flat and cleared land that a UAV may be able to reach if an SFA is encountered that cannot be recovered from and/or safe flight cannot continue.

7.5. Descent and Landing Zones

[00090] The descent and landing zones will typically be defined in a direction to a downwind or leeward side of the home zone and generally at the same direction as the launch and climb FCs to take advantage of wind direction in slowing ground speed of UAVs as they land. In some instances, if for whatever reason, a landing zone is not ready, the landing zone may be further set up with a holding pattern zone to enable one or more UAVs to be diverted to safe airspace for a period of time.

8. Separation Parameters

[00091] For all the defined FCs, the control system will enable configuration of separation parameters to ensure safe operation of multiple UAVs within each FC.

[00092] In various embodiments, it may be desired for payload to be delivered to fire hot spots from multiple UAVs in relatively rapid succession wherein after launch, multiple UAVs adjust their speeds to enable multiple UAVs to group up into a tight formation with minimal separations.

[00093] During flight, and as introduced above, in various embodiments, each UAV will be continuously monitoring its position in 3D via GPS in order that its real-time position is known and its real-time position relative to other UAVs is known.

[00094] For example, such positions may be determined solely from GPS data but may also utilize on-board sensors as data sources to verify the relative distance to other UAVs to detect bubble triggers and correct flight paths.

[00095] As noted, separation may be adjusted during outbound flight to enable superior payload delivery timing when required. Similarly, inbound separation may be adjusted to increase landing separation to enabling ground crew to maintain safe operation of the landing area.

[00096] In various embodiments, the OBCS is configured to prioritize navigational data from GPS to effect flight control decisions with other navigational protocols initiated in the event of a loss of GPS data. Such protocols may include operators taking control of individual UAVs, and/or automatically calculated dead-reckoning vectors being followed to gain time in the event of a complex failure problem.

9. IM Flight Parameters

[00097] After the parameters of a DM and FCs have been defined, in various embodiments, these parameters are loaded into the OBCS of each UAV as the operational framework for an IM. Collectively, these DM and FC parameters are referred to as the “mission envelope” (ME). That is ME data is loaded within each UAV to operate within each phase of flight including launch, climb, outbound, delivery, inbound, descent and landing within all of the various zone boundaries whilst also being aware of all hazards/no-fly zones. Similar ME parameters for the RUAV would be loaded into one or more RUAVs.

10. UAV IM Procedures

[00098] For the purposes of general and initial description, the general process of preparing a UAV for an IM is described for a new DM and IM from an initial time after a UAV has been loaded with fuel and payload and is ready to be loaded onto the LS. [00099] Each of the following protocols/procedure may be completed in various orders depending on particulars but will typically require each of the following procedures to be completed.

10.1. Pre-launch Internal Safety Review

[000100] A prelaunch internal safety review will include internal testing of flight controls, the OBCS, verification of IM parameters, verification of onboard sensors, fuel loading, and payload loading. Weight and balance calculations may be made and verified against actual weight data if the pre-launch area is configured with a scale(s) to measure UAV take-off weight.

[000101] Flight control testing will include verification of UAV control systems, such as nozzle rotations and other flight surfaces if configured and the data readings from onboard sensors.

[000102] Power plant testing will include engine testing data relevant to the particular power plant of the UAV.

[000103] A check of the onboard communications systems will verify such parameters as GPS data being received and radio communication links to the operations center and the RUAV if airborne and as described below.

[000104] A ballistic parachute check may be made if configured.

[000105] An hours-flown check against a maintenance schedule may be made.

[000106] Upon successful completion of each check, the UAV will be placed in a go status. If a check detects an anomaly, the UAV will be placed in a no-go status.

10.2. Pre-launch FC load and Airspace Safety Review

[000107] In one embodiment, if the UAV is in go status, the OBCS will upload all FC parameters and conduct an airspace safety check. After FC parameters are loaded, the OBCS may conduct a test for accuracy and/or any errors.

[000108] The OBCS may receive situation and/or weather updates including fire data, temperature and wind data and determine if the IM plan remains safe. For example, if the RUAV reports changing wind direction or intensity, the OBCS and/or operations center may evaluate that data and make a go/no-go determination and/or recommend that IM parameters be changed. If the fire has moved to an area that could be hazardous to flight, this may be considered, for example moving to an area where one or more of outbound, delivery or inbound corridors would be affected.

[000109] In various embodiments, the status checks are reported to one or more operators in the operations center who can verify the status of each check and provide input if necessary.

11. Data Display and Operation Control System (OCS)

[000110] In various embodiments, as shown in Figures 4 and 4A, an operations control system 40 will have one or more computer systems configured to receive and display data relative to the DM and IMs to enable a streamlined and efficient DM operation to be conducted. The OCS may be configured to enable the phases of DM planning, deployment, IM planning, mission execution and tear-down.

[000111] In various embodiments, the OCS includes sub-systems for DM Planning 40a, Operations Logistics Management 40b, Communication 40c, Personnel Management and Safety 40d and IM execution including Launch Display 40e and Airborne UAV management 40f are operatively configured together to enable full planning and execution of a DM operation across local and wide-area networks that enable all components/equipment/personnel. A fire boss control system 40g may also be configured to the OCS.

[000112] The OCS may be established within one or more portable buildings such as within a trailer 42 as shown in Figure 4A. The operations control system may include multiple computer stations each configured to display relevant information for a particular operational aspect of a DM. Depending on the size of the DM and the FFS inventory involved, operators may have multiple responsibilities within the OCS.

11.1. DM Planning System

[000113] The DM planning system 40a includes a computer system configured to enable an operations team/operator(s) to conduct DM planning. The DM planning system will generally enable a DM envelope to be created and displayed as described with reference to Figures 1 and 1 A and Figure 2. The DM planning system will preferably display relevant fire/weather data (via real-time inputs receiving data from a range of sources), the DM envelope and FCs, as well as access to an editor enabling DM parameters to be entered and/or updated. 11.2. Operations Logistics System 40b

[000114] The Operations Logistics System 40b includes a computer system configured to enable operations team/operator(s) to conduct logistics planning and management for nonflight related components of a DM. The operations logistic system will generally enable operations equipment to be centrally monitored during a DM. Inventories of non-flight related equipment, for example, water tanks, pumps, retardant and foam tanks, retardant and foam pumps, fuel tanks, fuel pumps, launchers, ramps, trailers, communications equipment, computer equipment, site maps, etc. will be managed through this system. Flight-related equipment, including UAVs, will be included within this system. Generally, the operations logistics system will include a complete inventory of all equipment on site as well as an indication of the status of that equipment. For example, equipment may be marked as inactive and available, active or inactive and not-available (e.g. inventory requiring maintenance or replacement).

[000115] The operations logistics system will typically be configured with at least one display with at least a plan view of an operations center as shown in Figure 2 and be configured to enable editing of all aspects of the operations inventory.

11.3. Equipment Communications System 40c

[000116] Many individual items of system inventory equipment are configured for real-time communication with other equipment to enable a DM and IMs to be undertaken.

[000117] Typically, like the operations logistic system, the equipment communications system includes a computer system configured to enable an operations team/operator(s) to provide back-end support for equipment communication within a DM and IMs.

[000118] The equipment communication system will generally enable communications equipment to be centrally monitored during a DM. Inventories of communications equipment, for example, local and wide area network communications equipment will be managed through this system. DM equipment and their sensors and status are part of this system.

[000119] The equipment communications systems once active will monitor the ongoing status of communications between equipment such that real-time knowledge of that status is displayed to enable rapid identification of problems. [000120] Generally, the equipment communication system will include a complete inventory of all equipment on site as well as an indication of the status of that equipment. For example, equipment may be marked as inactive and available, active or inactive and not-available (e.g. inventory requiring maintenance or replacement).

[000121] Communications equipment will include a range of communications equipment that enable various forms of communication networks to be established. Data communication will typically be via both wired and wireless networks enabling various combinations of continuous, semi-continuous and batch data communication between equipment. As shown in Figure 6, wide-area communication between UAVs, RUAVs and home may be established through wide area communications including cellular and satellite networks via direct connections or by relaying communications protocols. The communications system may also be configured to receive real-time data from fire-crews operating in the area and may use radio repeaters in the area.

[000122] In various embodiments, each UAV will be enabled with multiple means of communication with priority given to the various communications channels. For example, line of sight cellular communications may be prioritized followed by relaying communication via UAVs or RUAVs followed by satellite relaying communication.

11.4. Personnel Communications System 40d

[000123] The personnel communications system 40d includes a computer system configured to enable an operations team/operator(s) to monitor personnel within an operations center for the purposes of maintaining safety to the DM and personnel.

11.5. Launch Control System 40e

[000124] The launch control system includes a computer system configured to enable an operations team/operator(s) to monitor the launch system within the operations center for the purposes of activating a launch sequence for each UAV.

[000125] The launch control system will include appropriate displays to ensure that a UAV and the launcher reach a go-status and when appropriate activate the launch-system/UAV to launch the UAV. [000126] During this phase, an operator may provide key triggering input to the launch system and UAV such as initiating throttle-up sequences for the UAV and initiating launch; however, some or all of these steps may be completed autonomously.

11.6. Airborne Control System 40f

[000127] The airborne control system includes a computer system configured to enable an operations team/operator(s) to monitor I Ms of one or more UAVs from within the operations center for the purposes of monitoring and intervening with IMs as may become necessary.

[000128] The airborne control system may track multiple UAVs in each phase of the respective IMs and display specific data from one or more UAVs.

[000129] The airborne control system may display the UAV swarm order of multiple UAVs, provide live video from one or more UAVs (e.g. a lead UAV) and/or similar data from a RUAV.

[000130] In various embodiments, the airborne control system will include a flight anomaly alarm system that is configured to display any flight anomalies that may be occurring with one or more UAVs.

[000131] In various embodiments, an operator may be able to intervene to override the OBCS depending on the nature of the anomaly and/or to take control of an IM.

[000132] Payload delivery status is displayed to the airborne control system and to the fire boss system 40g.

11.7. Fire Boss Control System 40g

[000133] The fire boss control system includes a computer system configured to enable an operations team/operator(s) (e.g. a fire boss) to monitor IMs of one or more UAVs from within the operations center primarily for evaluating progress with the fire suppression.

[000134] In various embodiments, the FBCS has access to all data of the OCS and primarily data with respect to fire suppression on payload delivery and fire progress. The FBCS may be configured to enable a fire boss to request fire data updates from any configured source including the UAVs and RUAVs as well as all personnel and external data systems and external personnel. [000135] The fire boss will typically direct the DM and I Ms and initiate decision making for adjusting the DM and IMs. The fire boss, based on communications received from ground crews, decide specific payload delivery locations and sequence for UAV swarms.

[000136] For example, RUAV data may indicate that the previous swarm payload delivery appears to have been successful in slowing advance at one hot spot and thus decide that hot spot 2 is the next location to focus payload delivery.

[000137] Effectively, the fire boss control system enables a fire boss to design attacks based on an evolving situation and provide instructions to other operators to execute the attack strategy.

12. Individual Mission Launch

[000138] As described above, and in various embodiments, a UAV progresses through preflight checks with progression being monitored via the launch control and display system. Such checks may be completed before or during loading of a UAV onto the launch system. Operators may provide input if necessary if/when anomalies are detected. Launcher checks will be similarly completed.

[000139] If all checks are passed and the UAV and launcher remains in go status, an operator will initiate launch or such a launch may be fully autonomous.

[000140] In various embodiments, after a pre-determined period (eg. 5-10 seconds), responsibility for airborne UAVs will be transferred to the airborne control system.

13. Airborne Monitoring

[000141] As introduced above, in a typical DM where a swarm of 10 UAVs may be active, the airborne control system will display in real-time the location/status of all active airborne UAVs and the status of each airborne UAV operating within the DM.

[000142] Location/status of each UAV will be visually updated as each UAV progresses through each phase of its IM.

[000143] Thus, an operator will be able to see where each UAV is in 3D space.

[000144] If changes are required to any IM including the requirement to abort an IM based on information received from other operators within the operations control system, such information will be communicated to the airborne systems operator(s) who may initiate changes for each UAV to follow.

[000145] For example, in the event of significant changes in weather and/or other data, it may be necessary to abort IMs in which case, the airborne systems operator may initiate pre-set abort protocols and/or direct flights of one or more UAVs.

14. Safety Check Protocols

[000146] In various embodiments, multiple safety check protocols will be followed during each phase of an IM. Generally, within each phase of flight, the position of the UAV will be monitored both in terms of FC boundaries and separations to other UAVs. Continuous monitoring of flight anomalies will be conducted and, if detected, abort protocols for that phase of flight will be followed. Outbound and inbound UAVs may have their separations adjusted during this phase.

[000147] Numerous parameters may be monitored including: a. Catastrophic failures of airframes b. Mechanical failures of control systems c. Flight corridor position d. UAV position deviation e. Electronics failures f. Sensor failures g. Engine parameters including all parameters derived from an engine control module (ECM), e.g. CT, EGT, RPM, fuel flow, power, fuel level, etc. h. Vibration (e.g. external or internal sources of vibration including collision with a foreign object and/or rotating components of the UAV, etc.)

[000148] As introduced above and as shown in Figures 5, a pre-launch protocol may follow a series of steps including a pre-launch internal safety review, a pre-launch airspace safety review, loading IM parameters, loading DM parameters and conducting a launcher check.

[000149] The pre-launch internal safety review will include an internal check of each parameter required for safe operation of the UAV, including payload, fuel, engine, flight controls, weight, sensors, OBCS, navigation, communications, etc. If each parameter is within acceptable operational parameters, the UAV will remain in go-status.

[000150] The pre-launch airspace safety review may include an evaluation of new hazards, such as other aircraft in the area and any changes in weather that could affect the IM.

[000151] IM parameters are loaded into each UAV including all navigational data for all aspects of launch, climb, outbound, delivery, inbound, landing and abort. Based on the IM, a further check may be made to ensure that the UAV has sufficient fuel.

[000152] Data related to other UAVs may be loaded including data related to UAV order and planned separation. That is, each UAV may be configured with data that indicates the order that UAVs will be flying in and thus which UAVs are expected to be closest and the separation to those other UAVs.

[000153] Figure 5A shows a protocol that may be followed for each airborne UAV including each phase of an IM.

[000154] During the climb phase, the OBCS will monitor the position of the UAV in the climb FC and if an anomaly is detected follow an abort protocol appropriate to the detected anomaly.

[000155] During the outbound phase, the OBCS will monitor the position of the UAV in the outbound FC and if an anomaly is detected follow an abort protocol appropriate to the detected anomaly. This phase may also adjust UAVs separations.

[000156] During the payload delivery phase, the OBCS will monitor the position of the UAV in the delivery FC and if an anomaly is detected follow an abort protocol appropriate to the detected anomaly.

[000157] During the inbound phase, the OBCS will monitor the position of the UAV in the inbound FC and if an anomaly is detected follow an abort protocol appropriate to the detected anomaly. This phase may also adjust UAVs separations.

[000158] During the descent and landing phase, the OBCS will monitor the position of the UAV in the descent and landing FCs and if an anomaly is detected follow an abort protocol appropriate to the detected anomaly. 15. Communications

[000159] As introduced above, Figure 6 shows various means of communication between various components of the FFS during an active IM.

[000160] As shown, an operations center (OC) 60a may be the main hub of communication although a central control center (CCC) 60b may also be linked to the OC. The OC will typically also be able to communicate with multiple UAVs 60c, ground crew 60d and one or more RUAVs 60e (in this instance FFS components). The communications systems will typically be sufficiently robust to enable substantially real-time communications between each FFS component including data and voice communications where appropriate.

[000161] Depending on configuration, each FFS component will be enabled with multiple means of communication to receive data, deliver onboard or crew data and in some embodiments, relay data from other FFS components.

[000162] Given the relative complexity of DM geography, the communications system may be configured to communicate through the internet cloud 60f, the cellular system 60g, VHF repeaters 60h and satellite communications channels 60i. Generally, priority may be given to the various communications channels. For example, line of sight cellular communications may be prioritized followed by relaying communication via UAVs or RUAVs followed by satellite relaying communication depending on the particular location and available networks.

[000163] Figure 6 does not show all potential communication link with it being generally understood that FFS components represented as ovals can communicate with any available network system as shown as rectangles.

Claims

1. A multi-aircraft flight control system (FCS) for monitoring and controlling multiple aircraft operating within a real-world flight envelop, the FCS comprising: a computer system and computer display system configured to: overlay a two-dimensional (2D) geographic boundary over a digital map, the 2D geographic boundary defining an outer limit of flight operations corresponding to the real-world flight envelop; and, identify and mark features within or adjacent to the 2D geographic boundary, the features being any one of or a combination of no-fly zones and fly-zones; wherein the computer system and computer display system are configured to receive operational data directly or indirectly from two or more aircraft operating within the real-world flight envelope and provide control commands to the two or more aircraft to maintain safe flight separation between the two or aircraft within the fly-zones.

2. The system of claim 1 where the computer system and computer display system are further configured to loft the 2D geographic boundary features and the fly-zones and no-fly zones into a virtual 3D space to define an upper altitude limit and a 3D flight operations volume (FOV), 3D fly-zones (FZs) and 3D no-fly zones (NFZs) with 3D boundary coordinates.

3. The system as in claim 2 wherein the computer system defines real-world latitude, longitude and altitude coordinates for each of the 3D flight operations volume (FOV), 3D fly-zones (FZs) and 3D no-fly zones (NFZs).

4. The system of claim 3 where the computer system and computer display system are further configured to graphically display each of the FOV, FZs and NFZs as volumes on the computer display.

5. The system of any one of claims 3-5 where the computer system and computer display system are configured to design one or more individual missions (IMs) for multiple aircraft operating within the FOV, and where an IM includes launch, outbound flight, payload delivery, inbound flight and landing segments.

6. The system of claim 6 where the computer system and computer display system are further configured to define an IM with flight corridors (FCs) within the FOV, wherein FCs define a FC route within the FOV extending from a take-off location to a landing location within the FOV, the FCs having FC route coordinates.

7. The system of claim 7 where the computer system and computer display system are further configured to further define and display FCs as launch, climb, outbound, payload delivery, inbound and descent and landing FCs.

8. The system of claim 8 where the computer system and computer display system are further configured to define and display a reconnaissance FC at a higher altitude to the outbound and inbound FCs.

9. The system of any one of clams 5-9 where the computer system is further configured to define a FC boundary having FC boundary coordinates, the FC boundary coordinates defining a boundary between inside the FCs and outside the FCs.

10. The system of any one of claims 1-10 where the computer system and computer display system are further configured to enable adjustment of the FOV, FZs and NFZ 3D boundary coordinates and the FC route coordinates.

11. The system as in any one of claims 1-11 where the computer system and computer display system are configured to receive real-time position data of multiple unmanned aerial vehicles (UAVs) operating within the FOV and display real-time position of the multiple UAVs within the FOV.

12. The system as in claim 12 where the computer system and computer display system are configured to display UAV boundary violations and display warnings of any UAV exceeding the FC boundary.

13. The system as in any one of claims 1-13 where the computer system and computer display system are further configured to display one or more fire positions within the FOV, the fire positions having real-world fire coordinates.

14. The system as in claim 14 where the computer system is configured to receive real- world fire coordinates from a reconnaissance UAV and update fire position on the computer display system.

15. The system as in any one of claims 1-15 where the computer system and computer display system are configured to receive wind data and display wind direction on the computer display system.

16. The system as in any one of claims 1-16 where the computer system and computer display system are configured to define and display a home zone (HZ) and HZ coordinates within the FOV.

17. The system as in claim 17 where the computer system and computer display system are configured to define and display a launch system with the HZ.

18. The system as in any one of claims 1-18 where the computer system is configured to receive and display launch system operational data from a real-world launch system.

19. The system as in any one of claims 7-19 where the computer system is configured to upload FC route coordinates to each of the multiple aircraft within the real-world flight envelope.

20. The system as in claim 19 where the computer system is configured to launch an aircraft from the launch system and the aircraft is configured to follow each of the FC route coordinates and land.

21. The system as in claim 21 where the computer system is configured to define a payload delivery coordinate and upload the payload delivery coordinate to the aircraft.

22. The system as in claim 22 where the computer system is configured to provide aircraft separation commands to multiple airborne aircraft within the FCs when multiple aircraft are airborne and operating within one or more FCs.

23. The system as in any one of claims 1-23 where the computer system is configured to receive aircraft operational data from multiple communications networks selected from at least two of satellite, VHF radio, cellular and wired internet.

24. The system as in any one of claims 1-24 where the computer system is configured to receive fire location data from a reconnaissance aircraft.

25. An unmanned aerial vehicle (UAV) control system enabling autonomous flight of a UAV within a multi-UAV flight operation, comprising: an onboard computer configured to control a flight mission from launch to landing within flight corridors (FCs) as defined in claim 1 and deliver a payload to a defined payload coordinate within a FC of the defined FCs; and where the UAV is a horizontal launch and vertical landing UAV and the onboard computer is configured to transition the UAV from horizontal to vertical flight within a landing zone FC.

26. The UAV control system as in claim 26 where the onboard computer is configured to upload individual mission data from a multi-aircraft flight control system (FCS) as defined in claim 6.

27. The UAV control system in claim 27 where the onboard computer is configured to receive UAV position data or calculate UAV proximity from one or more adjacent UAVs and the onboard computer is configured to maintain a separation threshold to the one or more adjacent UAVs.

28. The UAV control system as in claim 28 where the onboard computer is configured to report payload delivery position data to the FCS.

29. The UAV control system as in claim 28 where the onboard computer is configured to execute an IM as a route progression based on calculated GPS coordinates.

30. An operations control system (CCS) for planning and execution of unmanned aerial vehicle (UAV) missions to deliver payload to a wildfire, the CCS comprising: a deployment mission planning system configured to overlay a two- dimensional (2D) geographic boundary over a digital map, the 2D geographic boundary defining an outer limit of flight operations corresponding to a real- world flight envelope; an individual mission (IM) planning system configured to design flight corridors for UAV missions and receive payload delivery coordinates for delivery of payload to a wildfire; a launch control system configured to monitor and control individual launches of UAV missions; an airborne UAV control and monitoring system configured to receive position data from multiple UAVs operating within the real-world flight envelop; and, a fire boss control system configured to receive fire data within the 2D geographic boundary and provide payload delivery coordinates to the IM planning system.

31 . The system as in claim 31 wherein the OCS is configured to receive operational data from multiple aircraft operating within the real-world flight envelope and provide control commands to the multiple aircraft.

32. The system as in claim 32 wherein the OCS is configured to communicate with the multiple aircraft operating within the real-world flight envelope via a combination of communications networks selected from at least two of satellite, VHF radio, cellular and wired internet.