A method for controlling an unmanned aerial vehicle (UAV) is provided. The UAV comprises at least one rotor. The method includes receiving a take-off signal; initiating the at least one rotor to operate with a first preset rotation acceleration in response to the take-off signal; detecting a take-off status information of the UAV, the take-off status information at least comprising a current height of the UAV; determining whether the detected current height of the UAV is equal to or greater than a threshold; and sending a hover signal to the at least one rotor to enable the UAV to hover in the current height in response to the determination that the detected current height of the UAV is equal to or greater than the threshold.

A system for receiving feedback in a flight plan of a vehicle includes a haptic-enabled device comprising a crew seat with an inceptor mounted thereto; and a processor with memory having instructions stored thereon that, when executed by the processor, cause the system to: receive signals indicative of the flight plan for the vehicle; receive deviation signals indicative of a proposed deviation in a trajectory for the flight plan; and transmit signals to the haptic-enabled device representing trajectory constraints in the proposed deviation in response to the receiving of the deviation signals.

A method during which a current position of a pilot control is determined, an equivalent position is determined that the pilot control needs to reach following a control transition in order to avoid modifying the actuator, and at least one mismatch is determined between the equivalent position and the current position. As from a transition, a target is determined for controlling the actuator by giving a corrected value to at least one position variable in a post-transition piloting relationship, the corrected value being determined as a function of the mismatch and of the current position of the pilot control. So long as the mismatch is not zero, the value of the mismatch in the relationship is reduced in proportion to the movement of the pilot control as the pilot control comes closer to the equivalent position.

A method during which a current position of a pilot control is determined, an equivalent position is determined that the pilot control needs to reach following a control transition in order to avoid modifying the actuator, and at least one mismatch is determined between the equivalent position and the current position. As from a transition, a target is determined for controlling the actuator by giving a corrected value to at least one position variable in a post-transition piloting relationship, the corrected value being determined as a function of the mismatch and of the current position of the pilot control. So long as the mismatch is not zero, the value of the mismatch in the relationship is reduced in proportion to the movement of the pilot control as the pilot control comes closer to the equivalent position.

A dynamic function allocation (DFA) framework balances the workload or achieves other mitigating optimizations for a human operator of a vehicle by dynamically distributing operational functional tasks between the operator and the vehicle's or robot's automation in real-time. DFA operations include those for aviation, navigation, and communication, or to meet other operational needs. The DFA framework provides an intuitive command/response interface to vehicle (e.g., aircraft), vehicle simulator, or robotic operations by implementing a Dynamic Function Allocation Control Collaboration Protocol (DFACCto). DFACCto simulates or implements autonomous control of robot's or vehicle's functional tasks and reallocates some or all tasks between a human pilot and an autonomous system when such reallocation is determined to be preferred, and implements the reallocation. The reallocation is implemented in the event of the human's distraction or incapacitation, in the event another non-nominal or non-optimal cognitive or physical state is detected, or when reallocation need is otherwise-determined.

An aerodynamic structure incorporated in an aircraft control surface (10) provides a spar (16) extending along at least a portion of the control surface in a direction and the spar includes a plurality of bends along the direction of extension along the control surface to provide space to accommodate actuator fittings or other structural or operational requirements.

An unmanned aerial vehicle (UAV) includes a central part, a frame assembly, and a propulsion assembly mounted to the frame assembly. The UAV also includes a servo mounted to the central part. The servo includes a driving apparatus, a control apparatus operably coupled with the driving apparatus, and a sensor configured to obtain operating parameters of the driving apparatus. The operating parameters include operating positions of the driving apparatus. The control apparatus is configured to control the driving apparatus to rotate to a predetermined position and stay at the predetermined position based on the operating positions of the driving apparatus obtained by the sensor.

A motionless skew detection system for an aircraft is disclosed, and includes a flight control surface of an aircraft wing, two drive mechanisms for operating the flight control surface, a first load sensor and a second load sensor for each of the two drive mechanisms, and a control module. Each of the two drive mechanisms are located on opposing sides of the flight control surface and each of the two drive mechanisms include at least a first linkage including a first outer surface and a second linkage including a second outer surface. The first load sensor is disposed along the first outer surface of the first linkage and the second load sensor is disposed along the second outer surface of the second linkage. The control module is in signal communication with the first load sensor and the second load sensor of each drive mechanism.

A motionless skew detection system for an aircraft is disclosed, and includes a flight control surface of an aircraft wing, two drive mechanisms for operating the flight control surface, a first load sensor and a second load sensor for each of the two drive mechanisms, and a control module. Each of the two drive mechanisms are located on opposing sides of the flight control surface and each of the two drive mechanisms include at least a first linkage including a first outer surface and a second linkage including a second outer surface. The first load sensor is disposed along the first outer surface of the first linkage and the second load sensor is disposed along the second outer surface of the second linkage. The control module is in signal communication with the first load sensor and the second load sensor of each drive mechanism.

A system that improves on known systems for reducing output torque by a motor in the event of a jam may include an electromechanical actuator (EMA), a motor configured to drive the EMA and a controller. The controller may be coupled to the motor and configured to receive a speed of the EMA and a position of the EMA. The controller may be further configured to determine whether a jam of the EMA is imminent or is occurring according to the EMA speed, EMA position, and a known range of motion of the EMA, and to provide an input signal to the motor to reduce a torque of the motor if a jam of the EMA is imminent or is occurring.