Coordination of aerial vehicles through a central server

Description

CLAIMS OF PRIORITY

This patent application is a continuation in part, claims priority from, and hereby incorporates by reference and claims priority from the entirety of the disclosures of the following cases and each of the cases on which they depend and further claim priority or incorporate by reference:

• • (1) U.S. Continuation-in-Part patent application Ser. No. 14/321,817, titled ‘NEXTDOOR NEIGHBORHOOD SOCIAL NETWORK METHOD, APPARATUS, AND SYSTEM’ filed on Jul. 2, 2014 and which itself is a Continuation-in-Part application of:
    • U.S. Continuation-in-Part patent application Ser. No. 14/203,531, titled ‘GEO-SPATIALLY CONSTRAINED PRIVATE NEIGHBORHOOD SOCIAL NETWORK’ filed on Mar. 10, 2014, and now issued as U.S. Pat. No. 8,775,328 on Jul. 8, 2014, and which further depends on:
      • a. U.S. Continuation-in-Part patent application Ser. No. 11/653,194 titled ‘LODGING AND REAL PROPERTY IN A GEO-SPATIAL MAPPING ENVIRONMENT’ filed on Jan. 12, 2007,
      • b. U.S. Utility patent application Ser. No. 11/603,442 titled ‘MAP BASED NEIGHBORHOOD SEARCH AND COMMUNITY CONTRIBUTION’ filed on Nov. 22, 2006,
      • c. U.S. Provisional patent application 60/853,499 filed on Oct. 19, 2006, and 60/854,230 filed on Oct. 25, 2006.
  • (2) U.S. Utility patent application Ser. No. 14/142,763 titled ‘AUTOMOBILE SHARING BY USERS OF A NEIGHBORHOOD SOCIAL NETWORK USING A RADIAL ALGORITHM’, filed on Dec. 28, 2013.
  • 3) U.S. Utility patent application Ser. No. 14/207,679 titled ‘PEER-TO-PEER NEIGHBORHOOD DELIVERY MULTI-COPTER AND METHOD’, filed on Mar. 13, 2014.
  • 4) U.S. Utility patent application Ser. No. 14/261,405 titled ‘SKYTEBOARD QUADCOPTER AND METHOD’, filed on Apr. 24, 2014.

FIELD OF TECHNOLOGY

This disclosure relates generally to the technical fields of communications, more particularly, to the coordination of aerial vehicles through a central server.

BACKGROUND

Aerial vehicles may be limited in what they are able to accomplish independently. It may be difficult and/or impractical to operate multiple independent aerial vehicles in the same air space and/or to attempt to have independent aerial vehicles accomplish a single task. As a result, the application of aerial vehicles may be limited and/or opportunities for advancement and/or gain may be foregone.

SUMMARY

Disclosed are a method, a device and/or a system of coordination of aerial vehicles through a central server. In one aspect, a system includes a central server and an Internet protocol network. A first aerial vehicle is communicatively coupled with the central server through the Internet protocol network. A second aerial vehicle is communicatively coupled with the first aerial vehicle when a command is transferred through the central server using the Internet protocol network. A first computing device of a first user of the first aerial vehicle operatively controls the first aerial vehicle through the first computing device through the Internet protocol network. A second computing device of a second user of the second aerial vehicle operatively controls the second aerial vehicle through the second computing device through the Internet protocol network. The first computing device of the first user and/or the second computing device of the second user communicate the command to the first aerial vehicle through the central server.

A communication logic block may communicate a current geo-spatial location and/or an altitude data of the first aerial vehicle to the central server when the first aerial vehicle is hovering at the current geo-spatial location for at least a threshold amount of time. The threshold amount of time may be approximately two seconds of time. The command communicated by the second computing device of the second user to the first aerial vehicle through the central server may be a set of instructions that instruct any of the first computing device, the first aerial vehicle, and/or the second aerial vehicle that the second aerial vehicle is to position itself in an adjacent manner in relation to the first aerial vehicle at a threshold distance away that is to a left to the first aerial vehicle, to a right of the first aerial vehicle, to a front of the first aerial vehicle, and/or to a rear of the first aerial vehicle.

The first computing device may include an undo function to maneuver the first aerial vehicle in flight to a last previously saved geo-spatial location of the first aerial vehicle based on a last previous location of the first aerial vehicle stored in the central server when the undo function is initiated. A turn-and-face logic block may maneuver the second aerial vehicle in a semicircular rotation from the first aerial vehicle such that the second aerial vehicle is facing the first aerial vehicle through first person view cameras of both the first aerial vehicle and the second aerial vehicle when the command instructs a turn-and-face operation. A back-up logic block may back the second aerial up a distance away while maintaining the altitude of the first aerial vehicle through the central server when in the semi-circularly rotated state of the second aerial vehicle.

The threshold distance away may be based on an accuracy of aerial geo-spatial coordinates of the first aerial vehicle and/or the second aerial vehicle. A no-fly logic block may create a no-fly zone between the first aerial vehicle and the second aerial vehicle based on the threshold distance. The first aerial vehicle and/or the second aerial vehicle may have an attachment through which a payload weight is transportable. A follow-the-leader logic block may designate the first aerial vehicle as a master aerial vehicle and/or the second aerial vehicle as a slave aerial vehicle, such that an aeronautical maneuver of the master aerial vehicle is mirrored by the slave aerial vehicle at an equivalent displacement in a three dimensional space while maintaining a separation in the no-fly zone between the first aerial vehicle and the second aerial vehicle.

A group of at least two aerial vehicles may carry a combined payload equivalent to proportionally an addition of the payload weight of individual aerial vehicles forming the group of at least two aerial vehicles. The combined payload may be an outdoor sign that is liftable by a tethering of individual ones of the aerial vehicles through a coupling mechanism that attach locations of the outdoor sign with each of the aerial vehicles forming the group of at least two aerial vehicles. The combined payload may be a flood lighting that is liftable by the tethering of individual ones of the group of at least two aerial vehicles through the coupling mechanism that attaches an assembly of the flood lighting with each of the aerial vehicles forming the group of at least two aerial vehicles.

The first user and/or the second user may be communicatively coupled to each other through a neighborhood social network. The first user may be connected to the second user in the neighborhood social network prior to the second computing device of the second user communicating the command to the first aerial vehicle through the central server. The first computing device and/or the second computing device may be a mobile device and/or a desktop computer. The first aerial vehicle may include an intelligent emergency function in which rotors of the first aerial vehicle shut-down power when a landing command provided by the first computing device fails to reduce altitude of the first aerial vehicle at an expected rate of descent.

A peer-to-peer logic block may enable the first aerial vehicle and/or the second aerial vehicle to also directly communicate (e.g., without use of the central server) with each other in-flight through an ad-hoc local area network formed between the first aerial vehicle and the second aerial vehicle. An assumption logic block may automatically assume a previous geo-spatial location and/or a previous altitude of the first aerial vehicle when the first aerial vehicle indicates that a remaining battery power of the first aerial vehicle is below a threshold level based on a take-over function authorized by the first user and/or communicated to the second user through the Internet protocol network using the central server and/or the ad-hoc local area network between the first aerial vehicle and/or the second aerial vehicle.

In another aspect, a method includes communicatively coupling a first aerial vehicle with a central server through an Internet protocol network and communicatively coupling a second aerial vehicle with the first aerial vehicle when a coordination command is transferred through the central server using the Internet protocol network. A first computing device of a first user of the first aerial vehicle operatively controls the first aerial vehicle through the first computing device through the Internet protocol network. A second computing device of a second user of the second aerial vehicle operatively controls the second aerial vehicle through the second computing device through the Internet protocol network. The first computing device of the first user and/or the second computing device of the second user communicate the coordination command to the first aerial vehicle through the central server.

In yet another aspect, a system includes a central server and an Internet protocol network. A first aerial vehicle is communicatively coupled with the central server through the Internet protocol network. A second aerial vehicle is communicatively coupled with the first aerial vehicle when a command is transferred through the central server using the Internet protocol network. A first computing device of a first user of the first aerial vehicle operatively controls the first aerial vehicle through the first computing device through the Internet protocol network. A second computing device of a second user of the second aerial vehicle operatively controls the second aerial vehicle through the second computing device through the Internet protocol network. The first computing device of the first user and/or the second computing device of the second user to communicate a coordination command to the first aerial vehicle through the central server. A communication logic block communicates a current geo-spatial location and an altitude data of the first aerial vehicle to the central server when the first aerial vehicle is hovering at the current geo-spatial location for at least a threshold amount of time. The threshold amount of time is at least approximately two seconds of time.

The methods and systems disclosed herein may be implemented in any means for achieving various aspects, and may be executed in a form of a non-transitory machine-readable medium embodying a set of instructions that, when executed by a machine, cause the machine to perform any of the operations disclosed herein. Other features will be apparent from the accompanying drawings and from the detailed description that follows.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments of this invention are illustrated by way of example and not limitation in the figures of the accompanying drawings, in which like references indicate similar elements and in which:

FIG. 1 is a view of an aerial vehicle organization system showing aerial vehicles communicatively coupled with a central server through an Internet protocol network, according to one embodiment.

FIG. 2 is an exploded view of the central server, the first aerial vehicle, and the second aerial vehicle, according to one embodiment.

FIG. 3A is an adjacent position top view of the second aerial vehicle of FIG. 1 occupying possible positions in relation to the first aerial vehicle of FIG. 1, according to one embodiment.

FIG. 3B is an adjacent position side view of the second aerial vehicle of FIG. 1 occupying a right position and a left position in an adjacent manner to the first aerial vehicle, according to one embodiment.

FIG. 4 is a geospatial position accuracy distribution view of the probability cut-off of two aerial vehicles, according to one embodiment.

FIG. 5 is a buffer distance establishment view of a threshold distance and a no-fly zone between two aerial vehicles, according to one embodiment.

FIG. 6 is a semicircular aeronautical maneuver view, according to one embodiment.

FIG. 7 is an aerial vehicle camera view of the first computing device 104A of FIG. 1 showing the view of the camera of the first aerial vehicle of FIG. 1, according to one embodiment.

FIG. 8 is a saved geospatial location view of an aerial vehicle returning from its current geospatial location to the last previously saved geospatial location using an undo function, according to one embodiment.

FIG. 9 is an aerial vehicle jaunt view showing previously saved geospatial locations of an aerial vehicle, according to one embodiment.

FIG. 10 is a combined payload view of two aerial vehicles sharing a combined payload, according to one embodiment.

FIG. 11 shows a neighborhood social network with two users communicatively coupled through the Internet protocol network, according to one embodiment.

Other features of the present embodiments will be apparent from the accompanying drawings and from the detailed description that follows.

DETAILED DESCRIPTION

A method, apparatus and system of coordinated aerial vehicles through a central server are disclosed. In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the various embodiments. It will be evident, however to one skilled in the art that the various embodiments may be practiced without these specific details.

Disclosed are a method, a device and/or a system of coordination of aerial vehicles through a central server 100. In one embodiment, a system includes a central server 100 and an Internet protocol network 101. A first aerial vehicle 102A is communicatively coupled with the central server 100 through the Internet protocol network 101. A second aerial vehicle 102B is communicatively coupled with the first aerial vehicle 102A when a command 108 is transferred through the central server 100 using the Internet protocol network 101. A first computing device 104A of a first user 106A of the first aerial vehicle 102A operatively controls the first aerial vehicle 102A through the first computing device 104A through the Internet protocol network 101. A second computing device 104B of a second user 106B of the second aerial vehicle 102B operatively controls the second aerial vehicle 102B through the second computing device 104B through the Internet protocol network 101. The first computing device 104A of the first user 106A and/or the second computing device 104B of the second user 106B communicate the command 108 to the first aerial vehicle 102A through the central server 100.

A communication logic block 202 may communicate a current geo-spatial location 110 and/or an altitude data 112 of the first aerial vehicle 102A to the central server 100 when the first aerial vehicle 102A is hovering at the current geo-spatial location 110 for at least a threshold amount of time. The threshold amount of time may be approximately two seconds of time. The command 108 communicated by the second computing device 104B of the second user 106B to the first aerial vehicle 102A through the central server 100 may be a set of instructions that instruct any of the first computing device 104A, the first aerial vehicle 102A, and/or the second aerial vehicle 102B that the second aerial vehicle 102B is to position itself in an adjacent manner in relation to the first aerial vehicle 102A at a threshold distance 500 away that is to a left to the first aerial vehicle 102A, to a right of the first aerial vehicle 102A, to a front of the first aerial vehicle 102A, and/or to a rear of the first aerial vehicle 102A.

The first computing device 104A may include an undo function 806 to maneuver the first aerial vehicle 102A in flight to a last previously saved geo-spatial location 110 of the first aerial vehicle 102A based on a last previous location of the first aerial vehicle 102A stored in the central server 100 when the undo function 806 is initiated. A turn-and-face logic block 206 may maneuver the second aerial vehicle 102B in a semicircular rotation from the first aerial vehicle 102A such that the second aerial vehicle 102B is facing the first aerial vehicle 102A through first person view camera 604s of both the first aerial vehicle 102A and the second aerial vehicle 102B when the command 108 instructs a turn-and-face operation. A back-up logic block 208 may back the second aerial up a distance away while maintaining the altitude of the first aerial vehicle 102A through the central server 100 when in the semi-circularly rotated state of the second aerial vehicle 102B.

The threshold distance 500 away may be based on an accuracy of aerial geo-spatial coordinates of the first aerial vehicle 102A and/or the second aerial vehicle 102B. A no-fly logic block 212 may create a no-fly zone 501 between the first aerial vehicle 102A and/or the second aerial vehicle 102B based on the threshold distance 500. The first aerial vehicle 102A and/or the second aerial vehicle 102B may have an attachment through which a payload weight is transportable. A follow-the-leader logic block 210 may designate the first aerial vehicle 102A as a master aerial vehicle and/or the second aerial vehicle 102B as a slave aerial vehicle, such that an aeronautical maneuver of the master aerial vehicle is mirrored by the slave aerial vehicle at an equivalent displacement in a three dimensional space while maintaining a separation in the no-fly zone 501 between the first aerial vehicle 102A and the second aerial vehicle 102B.

A group of at least two aerial vehicles may carry a combined payload 1000 equivalent to proportionally an addition of the payload weight of individual aerial vehicles forming the group of at least two aerial vehicles. The combined payload 1000 may be an outdoor sign that is liftable by a tethering of individual ones of the aerial vehicles through a coupling mechanism 1002 that attach locations of the outdoor sign with each of the aerial vehicles forming the group of at least two aerial vehicles. The combined payload 1000 may be a flood lighting that is liftable by the tethering of individual ones of the group of at least two aerial vehicles through the coupling mechanism 1002 that attaches an assembly of the flood lighting with each of the aerial vehicles forming the group of at least two aerial vehicles.

The first user 106A and/or the second user 106B may be communicatively coupled to each other through a neighborhood social network 1100. The first user 106A may be connected to the second user 106B in the neighborhood social network 1100 prior to the second computing device 104B of the second user 106B communicating the command 108 to the first aerial vehicle 102A through the central server 100. The first computing device 104A and/or the second computing device 104B may be a mobile device and/or a desktop computer. The first aerial vehicle 102A may include an intelligent emergency function in which rotors of the first aerial vehicle 102A shut-down power when a landing command 108 provided by the first computing device 104A fails to reduce altitude of the first aerial vehicle 102A at an expected rate of descent.

A peer-to-peer logic block 204 may enable the first aerial vehicle 102A and/or the second aerial vehicle 102B to also directly communicate with each other in-flight through an ad-hoc local area network formed between the first aerial vehicle 102A and the second aerial vehicle 102B. An assumption logic block 214 may automatically assume a previous geo-spatial location 110 and/or a previous altitude of the first aerial vehicle 102A when the first aerial vehicle 102A indicates that a remaining battery power of the first aerial vehicle 102A is below a threshold level based on a take-over function authorized by the first user 106A and/or communicated to the second user 106B through the Internet protocol network 101 using the central server 100 and/or the ad-hoc local area network between the first aerial vehicle 102A and/or the second aerial vehicle 102B.

In another embodiment, a method includes communicatively coupling a first aerial vehicle 102A with a central server 100 through an Internet protocol network 101 and communicatively coupling a second aerial vehicle 102B with the first aerial vehicle 102A when a coordination command 108 is transferred through the central server 100 using the Internet protocol network 101. A first computing device 104A of a first user 106A of the first aerial vehicle 102A operatively controls the first aerial vehicle 102A through the first computing device 104A through the Internet protocol network 101. A second computing device 104B of a second user 106B of the second aerial vehicle 102B operatively controls the second aerial vehicle 102B through the second computing device 104B through the Internet protocol network 101. The first computing device 104A of the first user 106A and/or the second computing device 104B of the second user 106B communicate the coordination command 108 to the first aerial vehicle 102A through the central server 100.

In yet another embodiment, a system includes a central server 100 and an Internet protocol network 101. A first aerial vehicle 102A is communicatively coupled with the central server 100 through the Internet protocol network 101. A second aerial vehicle 102B is communicatively coupled with the first aerial vehicle 102A when a command 108 is transferred through the central server 100 using the Internet protocol network 101. A first computing device 104A of a first user 106A of the first aerial vehicle 102A operatively controls the first aerial vehicle 102A through the first computing device 104A through the Internet protocol network 101. A second computing device 104B of a second user 106B of the second aerial vehicle 102B operatively controls the second aerial vehicle 102B through the second computing device 104B through the Internet protocol network 101. The first computing device 104A of the first user 106A and/or the second computing device 104B of the second user 106B to communicate a coordination command 108 to the first aerial vehicle 102A through the central server 100. A communication logic block 202 communicates a current geo-spatial location 110 and an altitude data 112 of the first aerial vehicle 102A to the central server 100 when the first aerial vehicle 102A is hovering at the current geo-spatial location 110 for at least a threshold amount of time. The threshold amount of time is at least approximately two seconds of time.

FIG. 1 is a view of an aerial vehicle organization system 150 showing aerial vehicles communicatively coupled with a central server 100 through an Internet protocol network 101, according to one embodiment. In particular, FIG. 1 shows a central server 100, an Internet protocol network 101, a first aerial vehicle 102A, a second aerial vehicle 102B, a processor 103, a first computing device 104A, a second computing device 104B, a memory 105, a first user 106A, a second user 106B, a database 107, a command 108, a geo-spatial location 110, a GPS network 111, an altitude data 112, an altitude sensing 114, a saved geospatial path data 116, an ad hoc LAN 118, and an aeronautical maneuver instructions 120. In one embodiment, the central server 100 may be communicatively coupled with the first aerial vehicle 102A and/or the second aerial vehicle 102B through the Internet protocol network 101. The Internet protocol network 101 may be a wide area network.

The first computing device 104A of the first user 106A of the first aerial vehicle 102A (e.g., the computing device controlling the first aerial vehicle 102A) may be communicatively coupled with the first aerial vehicle 102A through the central server 100 (e.g., through wifi, a cellular network (e.g., 3G) and/or the Internet protocol network 101). The second computing device 104B of the second user 106B of the second aerial vehicle 102B may be communicatively coupled with the second aerial vehicle 102B through the central server 100 and/or the Internet protocol network 101. The first computing device 104A and/or second computing device 104B may communicate the command 108 to the first aerial vehicle 102A and/or second aerial vehicle 102B through the central server 100 and/or the Internet protocol network 101. The computing device may be communicatively coupled with the aerial vehicle(s) through a centralized configuration (e.g., through the central server 100 (e.g., using the Internet protocol network and/or the cellular network)) and/or a decentralized configuration (e.g., directly through the Internet protocol network 101).

In one embodiment, the command 108 may instruct any of the aerial vehicles (e.g., the first aerial vehicle 102A, the second aerial vehicle 102B and/or an Nth aerial vehicle) and/or computing devices to instruct the aerial vehicle(s) to position itself and/or one or more of the aerial vehicles in a particular position (e.g., a global positioning coordinate, a position in the sky and/or a position in relation to one or more other aerial vehicles). In one embodiment, the command 108 (e.g., a coordination command) may instruct the central server 100 to generate a set of instructions, using the processor 103 coupled with the memory 105, to instruct the second aerial vehicle 102B to position itself in an adjacent position 300 (e.g., the adjacent manner) to the first aerial vehicle 102A. In one embodiment, the adjacent manner may be to a left of the first aerial vehicle 102A (e.g., the left position), to a right of the first aerial vehicle 102A (e.g., the right position 302), to a front of the first aerial vehicle 102A (e.g., the front position 300), to a rear of the first aerial vehicle 102A (e.g., the back position), above the first aerial vehicle 102A, and/or below the first aerial vehicle 102A.

In one embodiment, the first aerial vehicle 102A and/or the second aerial vehicle 102B (while this disclosure mentions a first and second aerial vehicle, it will be appreciated that the methods and systems described herein may include any number of aerial vehicles) may periodically communicate its current geo-spatial location and/or altitude data 112 to the central server 100 through the Internet protocol network 101. In one embodiment, the aerial vehicle (e.g., a quadcopter, a helicopter, a multi-rotor copter, a fixed wing aerial vehicle, and/or an engine propelled aerial vehicle) may communicate at least one of the current geo-spatial location (e.g., the geo-spatial location 110) and/or altitude data 112 (e.g., altitude data captured using an altitude sensing 114 means) when the aerial vehicle has hovered in the current geo-spatial location 110 for a threshold amount of time (e.g., two seconds). In one embodiment, the communicated geo-spatial locations 110 and/or altitude data 112 may be stored in the database 107 (e.g., saved as geospatial path data 116). The saved geospatial path data 116 may enable the aerial vehicle(s) to execute an undo command 108. The database 107 may include aeronautical maneuver instructions 120 that may instruct the aerial vehicle(s) to execute maneuvers (e.g., the turn-and-face operation of FIG. 6 and/or an undo function 806). The central server 100 may use the processor 103, memory 105, and/or information from the database 107 to generate a set of instructions and/or instruct at least one of the first aerial vehicle 102A, the second aerial vehicle 102B, and/or an Nth aerial vehicle to fulfill an instruction set dictated by the command 108. In one embodiment, the processor 103 may be communicatively coupled with the memory 105. The processor 103 and/or memory 105 may work in concert with a sensory fusion algorithm and/or sensors of the aerial vehicle to enable and/or instruct the aerial vehicle to travel and/or maneuver autonomously and/or execute commands generated by the central server 100. The memory 105 and processor 103 may work in concert to select a master and/or slave aerial vehicle from a group of aerial vehicles and/or generate a set of instructions from the command 108.

A user (e.g., first user 106A) may need to request permission to control and/or coordinate with the aerial vehicle of another user (e.g., the second user 106B) before sending commands 108 to be executed by the aerial vehicle of the another user (e.g., in order to coordinate aerial vehicles). The another user may be required to grant permission to the user (e.g., the first user 106A) before the user may send commands 108 to be executed by the other aerial vehicle (e.g., the second aerial vehicle 102B). In one embodiment, the first user 106A may need to request to be a leader (e.g., to have the first aerial vehicle 102A as a master aerial vehicle that the second aerial vehicle 102B (e.g., the aerial vehicle of another user) follows and/or takes commands 108 from). The first user 106A may be able to send the command 108 instructing the second aerial vehicle 102B to execute a maneuver and/or act as a slave to the first aerial vehicle 102A (e.g., mimic movements and/or positions of the first aerial vehicle 102A) upon an acceptance of a request to coordinate and/or control.

In one embodiment, aerial vehicles of a set of aerial vehicles (e.g., the first aerial vehicle 102A, the second aerial vehicle 102B, aerial vehicles operating in a certain area, and/or aerial vehicles with users who have approved coordinated activities) may be able to establish peer-to-peer communication through ad-hoc local area networks (e.g., ad hoc LAN 118). When operating in the decentralized configuration, the aerial vehicles may be able to communicate using the ad hoc LAN 118. A master aerial vehicle may be able to communicate, using the ad hoc LAN 118, with the slave aerial vehicle in order to coordinate movements, flight paths, and/or communicate instructions.

The GPS network 111 may enable the computing device (e.g., the first computing device 104A), the central server 100, and/or the aerial vehicle (e.g., the first aerial vehicle 102A) to know the current location of the aerial vehicle. In one embodiment the GPS network 111 may capture and/or send the geo-spatial location 110 to the central server 100. GPS devices of the aerial vehicle and/or the GPS network 111 associated therewith may have varying degrees of accuracy, especially in regards to moving objects. The GPS network 111 is best illustrated in FIGS. 4-5 and accompanying descriptions.

FIG. 2 is an exploded view 250 of the central server, the first aerial vehicle, and the second aerial vehicle, according to one embodiment. In particular, FIG. 2 shows a communication logic block 202, a peer-to-peer logic block 204, a turn-and-face logic block 206, a back-up logic block 208, a follow-the-leader logic block 210, a no-fly logic block 212, and an assumption logic block 214. The communication logic block 202 may send the geo-spatial location 110 and/or altitude data 112 from the aerial vehicle (e.g., the first aerial vehicle 102A and/or the second aerial vehicle 102B) to the central server 100. In one embodiment, the communication logic block 202 may enable the aerial vehicle to store (e.g., temporarily save) the geo-spatial location 110 (e.g., last previously saved geospatial location 802) and/or altitude data 112 on a memory 105 of the aerial vehicle. This may enable the use of an undo function 806 on a computing device (e.g., the first computing device 104A) to be executed in a decentralized configuration of the aerial vehicle organization system 150.

In one embodiment, the aerial vehicle may have an intelligent emergency function in which motors of the aerial vehicle may shut down (e.g., rotors may automatically stop and/or power to the rotors may stop) when it is determined that a landing process (e.g., a landing command 108 being executed) of the aerial vehicle has failed and/or is failing to reduce altitude of the aerial vehicle at an expected rate (e.g., a specified rate of decline and/or a predetermined rate of decline). In one embodiment, the central server 100 may use the geo-spatial location 110 and/or altitude data 112 to make the determination. The aerial vehicle may use stored altitude data 112 and/or the geo-spatial location 110 (e.g., from sensors of the aerial vehicle and/or the GPS network 111) to make the determination, according to one embodiment.

The peer-to-peer logic block 204 may create the ad hoc LAN 118 and/or enable the aerial vehicles to directly communicate with each other through the ad hoc LAN 118. The turn-and-face logic block 206 may maneuver the aerial vehicle and/or instruct the aerial vehicle (e.g., the second aerial vehicle 102B) to execute a semicircular rotation such that the aerial vehicle turns and/or faces another aerial vehicle (e.g., the first aerial vehicle 102A). The turn-and-face logic block 206 may cause the aerial vehicle to position itself in such a way that the aerial vehicle has a same altitude as the another aerial vehicle and/or a first person view camera (e.g., the camera 604) of the aerial vehicle is level and/or lined up with the first person view camera of the another aerial vehicle.

The back-up logic block 208 may back the aerial vehicle (e.g., the aerial vehicle executing the turn-and-face operation) up a distance away from the another aerial vehicle (e.g., 1 meter, 5 meters, and/or 10 meters) while maintaining the altitude of the another aerial vehicle. The follow-the leader logic block may designate an aerial vehicle (e.g., the first aerial vehicle 102A) of a group of aerial vehicles as a master aerial vehicle. In one embodiment, the designation may be made at least in part based on which aerial vehicle was added to the group first, which aerial vehicle is being controlled by the user (e.g., profile of the neighborhood social network) and/or computing device that created and/or requested the group of aerial vehicles form and/or enter a coordination agreement, and/or a vote. The follow the leader logic block may designate at least one other aerial vehicle of the group of aerial vehicles as a slave aerial vehicle.

In one embodiment, the slave aerial vehicle(s) minors and/or mimics the path, speed, maneuvers, position, and/or altitude of the master aerial vehicle in a designated manner while maintaining a no-fly zone 501 between any and/or all aerial vehicles in the group of aerial vehicles. In one embodiment, the user of the aerial vehicle (e.g., the first aerial vehicle 102A) may be required to have permission (e.g., granted through the computing devices of the other users and/or on the neighborhood social network 1100) from the at least one other user to coordinate with the aerial vehicle (e.g., the first aerial vehicle 102A) serving as the master aerial vehicle and the at least one other aerial vehicle of the at least one other user as the slave aerial vehicle. Users may be able to grant permission allowing their aerial vehicle to be a slave aerial vehicle for a set amount of time, after which the aerial vehicle may land, exit the coordinated activities, and/or enter a safe mode (e.g., safely exit the coordinated activities and/or hover) until control is taken by the user.

In one embodiment, the central server 100 may make the slave aerial vehicle(s) aware of the path, aerial and/or geo-spatial location 110, speed, altitude, and/or planned movements of the master aerial vehicle. The master aerial vehicle may keep the slave aerial vehicles informed of the abovementioned information through the ad hoc LAN 118. Slave aerial vehicles may be able to propagate this information and/or information about the operational status of aerial vehicles to other slave aerial vehicles through the ad hoc LAN 118. Aerial vehicles (e.g., all aerial vehicles working in coordination and/or in a specified geo-spatial and/or aerial area) may be able to perform redundant cross checking of the above mentioned information and/or operational status of the other aerial vehicles (e.g., any and/or all aerial vehicles working in coordination) using the ad hoc LAN 118 and/or Internet protocol network 101.

The ad hoc LAN 118 may act as a fail-safe, enabling the master aerial vehicle and/or slave aerial vehicle to remain connected and/or informed of relevant information should the master aerial vehicle and/or slave aerial vehicle temporarily lose connection with the Internet protocol network 101 and/or central server 100. In one embodiment, the master aerial vehicle and/or slave aerial vehicle may send an alert message (e.g., through the ad hoc LAN 118) of an emergency state (e.g., a mechanical failure, a loss and/or expected loss of network connection, low battery, and/or a system failure) to at least one of the other aerial vehicles working in coordination. The failing aerial vehicle may automatically land and/or at least one of the other aerial vehicles working in coordination may send the failing aerial vehicle instructions for safe removal from coordination.

In one embodiment, a distributed algorithm may be used to enable the slave aerial vehicles (e.g., in a scenario with multiple slave aerial vehicles and one master aerial vehicle) to select a new master aerial vehicle from the slave aerial vehicles if the master aerial vehicle leaves the coordinated group of aerial vehicles (e.g., drops out, has to land, malfunctions, and/or is indicated to not be the master aerial vehicle any more). In one embodiment, a loss of the master aerial vehicle may cause the coordinated vehicles (e.g., all slave aerial vehicles) to automatically enter the safe mode and/or land. The loss of the master aerial vehicle may send a warning to the users of the slave aerial vehicles that control will need to be seized within a certain time frame (e.g., 30 seconds).

The no-fly logic block 212 may create a no-fly zone 501 between aerial vehicles (e.g., between the first aerial vehicle 102A and the second aerial vehicle 102B). The no-fly zone 501 is discussed in further detail in FIG. 5. The assumption logic block 214 may automatically assume a previous geo-spatial location and/or a previous altitude of an aerial vehicle (e.g., the first aerial vehicle 102A) when the aerial vehicle (e.g., the first aerial vehicle 102A) indicates (e.g., through a take-over function) that the aerial vehicle's remaining battery power is below a threshold level. The take-over function (e.g., the take-over function authorized by the user of the aerial vehicle) may be communicated to the second user 106B and/or second aerial vehicle 102B through the Internet protocol network 101 using the central server 100 and/or the ad hoc LAN 118 between the first aerial vehicle 102A and the second aerial vehicle 102B. In one embodiment, the geo-spatial location 110 and/or altitude from where the take-over function was sent (e.g., of the aerial vehicle at the time the aerial vehicle and/or user of the aerial vehicle sent the take-over function) may be assumed to be the pervious geo-spatial location and/or previous altitude. The first aerial vehicle 102A, second aerial vehicle 102B, the first computing device 104A, second computing device 104B, and/or central server 100 may include the communication logic block 202, the peer-to-peer logic block 204, the turn-and-face logic block 206, the back-up logic block 208, the follow-the-leader logic block 210, the no-fly circuitry, and/or the assumption logic block 214.

FIG. 3A is an adjacent position top view 350 of the second aerial vehicle of FIG. 1 occupying possible positions in relation to the first aerial vehicle of FIG. 1, according to one embodiment. FIG. 3A shows a front position 300, a front-right position 301, a right position 302, a rear-right position 303, a rear position 304, a rear-left position 305, a left position 306, a front-left position 307, and an adjacent position 310. In one embodiment, the first user 106A may use the first computing device 104A to command (e.g., send the command 108 through the centralized configuration or the decentralized configuration) one of the set of aerial vehicles to position itself in at least one of the multiple adjacent positions 310 illustrated in FIG. 3A. The adjacent position 310 may be any position in relation to one or more aerial vehicles, a geospatial coordinate and/or a position in the sky.

The first aerial vehicle 102A may communicate information (e.g., planned maneuvers, its current geospatial location 804, instructions, and/or planned routs (e.g., a set of coordinates along a planned flight path)) to the second aerial vehicle 102B through the ad hoc LAN 118. In one embodiment, this may enable the second aerial vehicle 102B to fly in a coordinated manner with the first aerial vehicle 102A (e.g., maintain a threshold distance 500 away, an altitude in relation to the first aerial vehicle 102A, and/or a position in relation to the first aerial vehicle 102A).

FIG. 3B is an adjacent position side view 351 of the second aerial vehicle of FIG. 1 occupying a right position and a left position in an adjacent manner to the first aerial vehicle, according to one embodiment. The second aerial vehicle 102B may be communicatively coupled with the first aerial vehicle 102A (e.g., through the ad hoc LAN 118, the Internet protocol network 101, and/or the central server 100). The second aerial vehicle 102B may be able to situate itself in the adjacent position 310 in real time, track, anticipate, and/or mirror the movements of the first aerial vehicle 102A using the ad hoc LAN 118, the central server 100, GPS network 111, and/or the Internet protocol network 101.

FIG. 4 is a geospatial position accuracy distribution view 450 of the probability cut-off of two aerial vehicles, according to one embodiment. In particular, FIG. 4 shows a normalized distribution probability 400A, a normalized distribution probability 400B, a collision zone 401, a probability cut-off 402A, and a probability of cut-off 402B. As discussed in FIG. 1, the GPS network 111 may enable the user, computing device, central server 100, and/or aerial vehicle to know the past and/or present geospatial coordinates, altitude, and/or location of one or more aerial vehicles. In one embodiment, the GPS network 111 may have a margin of error creating an area (e.g., a spherical region with a diameter of 5 meters) in which the GPS located object (e.g., the first aerial vehicle 102A and/or second aerial vehicle 102B) may be.

The probability of the first aerial vehicle 102A being in a particular location is represented by the normalized distribution probability 400A curve. The probability of the second aerial vehicle 102B being in a particular location is represented by the normalized distribution probability 400B curve. For example, the probability of the first aerial vehicle 102A being in a particular location may decrease the further the particular location is from the geospatial location indicated by the GPS network 111. The at least one computing device, aerial vehicle and/or central server 100 may generate a probability cut-off (e.g., the probability cut-off 402A-B). The probability cut-off 402A-B may be a probability (e.g., percent chance) that the aerial vehicle is in the particular location (e.g., the GPS network 111 being off by X amount of distance) past which the aerial vehicle organization system 150 is not willing to accept. The probability cut-off 402A and/or the probability cut-off 402B may act as boundaries of the collision zone 401. The probability cut-off may depend on weather conditions, the quality, type, and/or nature of the GPS network 111, and/or additional factors.

In an example embodiment, the aerial vehicle system may determine that the probability cut-off is 5%. The central server 100, aerial vehicle, and/or computing device may determine that the probability of the aerial vehicle being X distance from the indicated geospatial location (e.g., that the GPS network 111's reading is off by X distance) is 5%. X distance from the indicated geospatial location from the aerial vehicle may be marked as a boundary of the collision zone 401. The same process may be conducted for a second aerial vehicle 102B. The two marked boundaries (e.g., the distances from the geospatial location of the aerial vehicles provided by the GPS network 111 at which there is a 5% probability of being the correct location) may define the collision zone 401.

FIG. 5 is a buffer distance establishment view 550 of a threshold distance and a no-fly zone between two aerial vehicles, according to one embodiment. FIG. 5 shows a threshold distance 500 and a no fly zone. In one embodiment, the probability cut-off may represent a perimeter (e.g., a spherical perimeter), a radial distance from the aerial vehicle and/or the geospatial location provided by the GPS network 111. The radial distance may be determined as detailed above. In the example given above, the radial distance may be the distance X.

The threshold distance 500 may be a minimum distance the aerial vehicles must keep between themselves. While flying in a formation and/or entering the adjacent manner, the aerial vehicles may be required to stay at least the threshold distance 500 from one another. The threshold distance 500 may depend on the accuracy of aerial geo-spatial coordinates (e.g., the quality and/or nature of the GPS network 111 and/or quality and/or nature of hardware (e.g., GPS hardware) of the aerial vehicle(s)) of at least one of the first aerial vehicle 102A and the second aerial vehicle 102B. The threshold distance 500 may be larger when the aerial vehicles are in motion and/or may be reduced while hovering and/or traveling at slower speeds. The threshold distance 500 may be enforced and/or sensed by sensors on the aerial vehicle (e.g., sonar and/or ultrasound sensors).

In one embodiment, the no-fly zone 501 may be a distance that must be maintained between points on the perimeter associated with the probability cut-off. The no-fly zone 501 may be the collision zone 401. The purpose of the no-fly zone 501 may be to ensure a buffer area in the case that both of the aerial vehicles are at the particular location determined to have a probability equal to that of the probability cut-off (e.g., the actual location of each of the aerial vehicles is on the perimeter associated with the probability cut-off). In an example embodiment, the probability cut-off 402A for the first aerial vehicle 102A and the probability cut-off 402B of the second aerial vehicle 102B may be associated with a distance of 2.5 meters from the geospatial location for each aerial vehicle provided by the GPS network 111. The no-fly zone 501 may be one meter. Thus, the threshold distance 500 in this example embodiment would be 6 meters (2.5 m+1 m+2.5 m).

FIG. 6 is a semicircular aeronautical maneuver view 650, according to one embodiment. In particular, FIG. 6 shows a semicircular maneuver 600, an initial adjacency 601, a backup maneuver 602, and a camera 604. The second aerial vehicle 102B may be able to execute the semicircular maneuver 600 (e.g., a semicircular rotation) in order to maneuver from the initial adjacency 601 (e.g., to the right of and facing the opposite direction as the first aerial vehicle 102A) to a position facing the first aerial vehicle 102A. In one embodiment, the semicircular maneuver 600 may be a turn-and-face operation in which the second aerial vehicle 102B turns and faces the first aerial vehicle 102A and/or the cameras 604 of the aerial vehicles (e.g., the first person view cameras) face one another.

The first aerial vehicle 102A and/or second aerial vehicle 102B may perform the backup maneuver 602. The backup maneuver 602 may back the aerial vehicle up a distance away from the other aerial vehicle now facing the aerial vehicle while maintaining the altitude of the other aerial vehicle. The backup maneuver 602 may be communicated through the central server 100, the Internet protocol network 101, and/or the ad hoc LAN 118.

FIG. 7 is an aerial vehicle camera view 750 of the first computing device of FIG. 1 showing the view of the camera of the first aerial vehicle of FIG. 1, according to one embodiment. The display 700 of the computing device (e.g., the first computing device 104A) may show pictures and/or video (e.g., in real time and/or recorded) captured by the camera 604 of the aerial vehicle (e.g., the first aerial vehicle 102A). In one embodiment, the aerial vehicles may be equipped with microphones. The first user 106A of the first computing device 104A may be able to record and/or send an audio message to be played by the first aerial vehicle 102A. The second user 106B may be able to hear the audio message played by the first aerial vehicle 102A through the second computing device 104B. In one embodiment, the users may be able to communicate to each other through their computing devices without the aerial vehicles and/or central server 100.

In one embodiment, the first aerial vehicle 102A and/or the second aerial vehicle 102B may have an interface (e.g., a screen) to display messages written by the user of the aerial vehicle and/or sent from the user's computing device through the central server 100, cellular network, and/or Internet protocol network 101 to the aerial vehicle(s). The display may show a message communicated by the second aerial vehicle 102B.

FIG. 8 is a saved geospatial location view 850 of an aerial vehicle returning from its current geospatial location to the last previously saved geospatial location 802 using an undo function, according to one embodiment. In particular, FIG. 8 shows a previously saved geospatial location 800, a last previously saved geospatial location 802, a current geospatial location 804, an undo function 806, and a geospatial coordinates 810A-C. In step one (shown as the circled 1), the first aerial vehicle 102A communicates geospatial coordinates 810A through the Internet protocol network 101 to the database 107 of the central server 100. The database 107 may store the geospatial coordinates 810A as saved geospatial path data 116. The first aerial vehicle 102A may communicate the geospatial coordinates 810A at predetermined intervals (e.g., when the first aerial vehicle 102A has remained in the same location for two seconds).

In step two, the first aerial vehicle 102A may travel from the previously saved geospatial location 800 (e.g., the geospatial coordinates 810A). In step three, the first aerial vehicle 102A may communicate the geospatial coordinates 810B to the central server 100 (e.g., upon remaining in the same geospatial location for a threshold amount of time (e.g., two seconds)). The database 107 of the central server 100 may store the geospatial coordinates 810B along with geospatial coordinates 810A. In step four, the first aerial vehicle 102A may travel from the geospatial coordinates 810B (e.g., the last previously saved geospatial location 802).

In step five, a computing device (e.g., the first computing device 104A and/or the second computing device 104B) and/or an aerial vehicle (e.g., the second aerial vehicle 102B and/or another aerial vehicle) may send commands 108 to the central server 100 instructing the central server 100 to instruct the first aerial vehicle 102A to execute an undo function 806. A computing device and/or an aerial vehicle may instruct the first aerial vehicle 102A (e.g., through the decentralized configuration) to execute the undo function 806 without need of the central server 100. In such an embodiment, the first aerial vehicle 102A may store previously saved geospatial locations 800 in a memory of the first aerial vehicle 102A.

In step six, the central server 100 may access the saved geospatial path data 116 and/or communicate the last previously saved geospatial location 802 (e.g., the geospatial coordinated 810B) and/or instructions to navigate from the current geospatial location 804 (e.g., the geospatial coordinated 810C communicated to the central server 100) to the last previously saved geospatial location 802 through the Internet protocol network 101 and/or cellular network to the first aerial vehicle 102A. In one embodiment, the geospatial coordinates 810C of the current geospatial location 804 may be communicated to the central server 100 to enable the central server 100 to generate, using the processor 103 and the memory 105, a set of instructions and/or flight path from the geospatial coordinated 810C to the geospatial coordinated 810B. The set of instructions and/or flight path may be communicated from the central server 100 to the first aerial vehicle 102A. The geospatial coordinates 810C may be stored in the database 107. In step seven, the first aerial vehicle 102A may execute the undo function 806, returning to the last previously saved geospatial location 802.

FIG. 9 is an aerial vehicle jaunt view 950 showing previously saved geospatial locations of an aerial vehicle, according to one embodiment. Particularly, FIG. 9 shows a start 900, a location 901, a location 902, a location 903, a location 904, and an end 905. In one embodiment, an aerial vehicle (e.g., the first aerial vehicle 102A) may travel from the start 900 to “Lily Pond” (i.e., the location 901). The aerial vehicle may hover around the pond taking pictures and/or video. The geospatial coordinates of the location of the hovering aerial vehicle may be communicated to the central server 100. The aerial vehicle may then travel to “Bunny Meadow” (i.e., the location 902) and/or hover above the meadow to watch a soccer game. The aerial vehicle may communicate its geospatial coordinates after hovering for a threshold amount of time (e.g., two seconds). The geospatial coordinates communicated while the aerial vehicle hovered by the location 902 may be the previously saved geospatial location 800 and/or the last previously saved geospatial location 802. The aerial vehicle may continue to travel to “Conservatory of Flowers” (i.e., the location 903) and “Golden Gate Park Tennis Courts” (i.e., the location 904), repeating the same process.

The aerial vehicle may hover in multiple locations around the tennis courts at location 904 to view and/or film the matches, transmitting the geospatial coordinates at which the aerial vehicle remains for a threshold amount of time. In one embodiment, the user may be able to drop a pin and/or mark a location (e.g., geospatial coordinates) at any time to be saved in the database 107 and/or aerial vehicle (e.g., using a function on the display 700). The aerial vehicle may leave the last saved geospatial location that was communicated from the aerial vehicle to the central server 100 and travel to the end 905. The aerial vehicle may receive instructions from the central server 100 and/or the computing device associated with the user of the aerial vehicle to execute an undo function 806. The aerial vehicle may return to the last saved geospatial location 802.

In one embodiment, another aerial vehicle (e.g., the second aerial vehicle 102B) may be able to coordinate with the aerial vehicle (e.g., the first aerial vehicle 102A) in order to optimally capture the tennis match being viewed at location 904. The aerial vehicles may be able to position themselves in a manner that maximizes their combined coverage (e.g., view and/or video capture-able view) of the match, according to one embodiment. The aerial vehicle may be able to alert the another aerial vehicle when the aerial vehicle is running low on battery and/or memory for video, audio, and/or pictorial data and/or when the aerial vehicle is leaving. The another aerial vehicle (e.g., the second aerial vehicle 102B) and/or central server 100 may determine if the position of the aerial vehicle is desired and/or may occupy and/or instruct the another aerial vehicle to occupy the desired position (e.g., the geospatial location and/or altitude from where the aerial vehicle sent the alert). The another aerial vehicle may maneuver to the desired position and/or resume its previous task and/or assume the task (e.g., videotaping) being executed by the aerial vehicle that sent the alert. In another embodiment, the aerial vehicle may send a command (e.g., in the form of the alert and/or a take-over function and/or the command 108) to the another vehicle (e.g., a slave vehicle) to take over the task of the aerial vehicle at the position from where the aerial vehicle sent the alert. The alert may be communicated through the ad hoc LAN 118, the cellular network, and/or the Internet protocol network 101.

FIG. 10 is a combined payload view 1050 of two aerial vehicles sharing a combined payload, according to one embodiment. FIG. 10 shows a combined payload 1000, a coupling mechanism 1002, and a tethering mechanism 1004. In one embodiment, the coupling mechanism 1002 may enable attachments with connection means complementary to the coupling mechanism 1002 to attach to the aerial vehicle. In one embodiment, the coupling mechanism 1002 may secure attachments with a quarter turn of the connection means of the attachment. The coupling means may be customizable and/or may be a camera assembly, a hook assembly, a container assembly, a tethering assembly, a lighting assembly and/or another connection assembly. The tethering assembly may include a means through which the tethering mechanism 1004 (e.g., rope, rod, string, cord, and/or line) may be securely connected to the aerial vehicle. In one embodiment, the tethering and/or hooking means may include contraction and/or retraction means. The tethering and/or hooking means may enable the payload to be brought closer and/or further from the aerial vehicle.

In one embodiment, multiple aerial vehicles may coordinate to lift, carry, and/or display the combined payload 1000. The combined payload 1000 may be distributed (e.g., evenly distributed) between the aerial vehicles. In one embodiment, one or more aerial vehicles working in coordination (e.g., to share a combined payload 1000) may send alerts to others of the aerial vehicles working in coordination and/or other aerial vehicles (e.g., other aerial vehicles in the area, belonging to and/or being used by certain users, and/or existing in a certain area) indicating need of assistance, battery power below a threshold level, and/or a failure state of the aerial vehicle sending the alert. In one embodiment, the alert may be communicated through the ad hoc LAN 118.

FIG. 11 shows a neighborhood social network with two users communicatively coupled through the Internet protocol network, according to one embodiment. In particular, FIG. 11 shows the neighborhood social network 1100 and a landing pad 1101. In one embodiment, the first user 106A and the second user 106B may log onto the neighborhood social network 1100 using the first computing device 104A (e.g., a laptop associated with the first user 106A) and the second computing device 104B (e.g., a smart phone associated with the second user 106B). The users may be communicatively coupled on the neighborhood social network 1100 (e.g., the first user 106A and the second user 106B may be communicatively coupled with the central server 100 through the Internet protocol network 101). The users may communicate on the neighborhood social network 1100 their desire to coordinate their aerial vehicles.

The second user 106B may request permission (e.g., using the second computing device 104B and/or on the neighborhood social network 1100) to send command(s) 108 to the first aerial vehicle 102A. The first user 106A may allow the second user 106B to control the first aerial vehicle 102A (e.g., by granting permission on the first computing device 104A and/or on the neighborhood social network 1100). The second user 106B may send the command 108, using the second computing device 104B, through the Internet protocol network 101 to the central server 100. The central server 100 may communicate instructions to the first aerial vehicle 102A (e.g., to follow, mimic, and/or maneuver to an adjacent position 310 to the second aerial vehicle 102B) through the Internet protocol network 101. In another embodiment, the second user 106B may send the command 108 through the decentralized configuration (e.g., through the Internet protocol network 101, wifi, a wide area network, and/or a cellular network to the second aerial vehicle 102B without involvement of the central server 100).

The GPS network 111 may enable the first aerial vehicle 102A to be aware of its location and/or the location of the second aerial network, allowing the first aerial vehicle 102A to maneuver and/or execute instructions to take the adjacent position 310, maintain the threshold distance 500 and/or no-fly zone 501. In one embodiment, at least one of the aerial vehicles may be instructed to land on the landing pad 1101. The GPS, sensors on the at least one aerial vehicle, and/or instructions from the central server 100, other aerial vehicle and/or computing device may guide and/or enable the at least one aerial vehicle to land on the landing pad 1101. In one embodiment, the landing pad 1101 may be a physical landing surface (e.g., a mat with a readable QR code, marking, and/or signal), a beacon designating a landing spot, and/or a previously designated area (e.g., an area marked using a computing device and/or designated on the neighborhood social network 1100 as the landing pad 1101)).

An example embodiment will now be described. In one embodiment, Bob may wish to videotape his son's soccer game. However, Bob may not be able to follow the plays and/or view the field well enough using his one aerial vehicle. Bob may be able to work with other parents of players to coordinate their aerial vehicles above the field. The team of parents may be able to organize and/or coordinate their aerial vehicles to properly capture multiple angles of the game in order to create a video far better than they each could have made on their own. The video feeds from the aerial vehicles may be streamed live to player devices and/or may be stored on the central server 100 so that parents may be able to access and/or edit the video later using the multiple angles captured. Video captured from the same angle may be centrally located and/or stored (e.g., on the central server 100). In one embodiment, Bob may be able to indicate to another aerial vehicle that his aerial vehicle needs to vacate its position above the soccer field due to low battery power. Bob's aerial vehicle may be the master aerial vehicle and/or may instruct another aerial vehicle of the group of aerial vehicle to take the spot of his aerial vehicle in order to ensure seamless coverage from that angle. The result may be an expertly covered tape of the game that may be used by the coach for educational purposes and/or shared with relatives of the players.

In another example embodiment, Oak Park High School may not have lights over its football field. The school may not have money in its budget to put lights in and/or may not be able to host night games as a result due to league rules and/or safety concerns. As a result, players at Oak Park High School may need to travel long distances to play games and/or may not be able to have a home game during the fall and/or winter due to lack of lighting for night games.

Members of the community may be able to coordinate their aerial vehicles using the aerial vehicle organization system 150. The coordinated aerial vehicles may be able to lift and/or support a combined payload 1000 of flood lights (e.g., using the tethering mechanism 1004). The aerial vehicles may be able to form a configuration over the football field that enables the payload of flood lights to sufficiently illuminate the field. Through the use and coordination of aerial vehicles, members of the community may be able to help members of the Oak Park High School football team play a home game under the lights in front of their classmates and family.

In yet another embodiment, Steven may own his own business. He may find that traditional advertising is costly and/or ineffective. Posters and/or billboards may become commonplace and/or may not be noticed as they become part of the scenery. Steven may be able to coordinate several aerial vehicles to lift and/or carry a banner and/or other advertisement over the neighborhood in which his shop operates. The aerial vehicles and/or advertisement attached therewith may draw a large amount of attention. Steven may be able to use the aerial vehicle organization system 150 to promote his business and connect with his neighborhood in a cheap, safe, and/or intriguing manner.

In addition, it will be appreciated that the various operations, processes and methods disclosed herein may be embodied in a non-transitory machine-readable medium and/or a machine-accessible medium compatible with a data processing system (e.g., a computer system). Accordingly, the specification and drawings are to be regarded in an illustrative rather than a restrictive sense.