The present disclosure provides a multi-rotor Aerial Vehicle comprising at least five arms. Pairs of coaxial contra rotating rotors/propellers are configured on each arm defining a polygon. In the event of failure of any one of the rotors/propellers, a control system incorporating an autopilot, shuts off corresponding contra rotating rotor/propeller of the pair to maintain yaw stability thereby rendering the corresponding arm non-functional; and adjusts throttles of the coaxial contra rotating rotors/propellers of remaining functional arms to maintain tilt and lift stability of the Aerial Vehicle.

The present disclosure provides a multi-rotor Aerial Vehicle comprising at least five arms. Pairs of coaxial contra rotating rotors/propellers are configured on each arm defining a polygon. In the event of failure of any one of the rotors/propellers, a control system incorporating an autopilot, shuts off corresponding contra rotating rotor/propeller of the pair to maintain yaw stability thereby rendering the corresponding arm non-functional; and adjusts throttles of the coaxial contra rotating rotors/propellers of remaining functional arms to maintain tilt and lift stability of the Aerial Vehicle.

Load stability systems and methods for stabilizing swinging motions of suspended loads. The load stability systems include a fully automated, self-powered device that employs thrust to counteract and control lateral and rotational motion of an external load. The device is a temporary installment on the load, cable, or boom, and is agnostic to the platform from which it is suspended.

An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

An input attitude associated with an input device of an aircraft is received. A supplemental attitude is generated, including by selecting a position-based supplemental attitude to be the supplemental attitude in the event the input device is in a disengaged state and selecting a velocity-based supplemental attitude to be the supplemental attitude in the event the input device is in an engaged state. The input attitude and the supplemental attitude are combined in order to obtain a combined attitude. The aircraft is controlled using the combined attitude.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating and/or luggage placement is not coordinated. Among other advantages, dynamically assigning the VTOL aircraft payloads can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.

Vertical take-off and landing (VTOL) aircraft can provide opportunities to incorporate aerial transportation into transportation networks for cities and metropolitan areas. However, VTOL aircraft can be sensitive to uneven weight distributions, e.g., the payload of an aircraft is primarily loaded in the front, back, left, or right. When the aircraft is loaded unevenly, the center of mass of the aircraft may shift substantially enough to negatively impact performance of the aircraft. Thus, in turn, there is an opportunity that the VTOL may be loaded unevenly if seating and/or luggage placement is not coordinated. Among other advantages, dynamically assigning the VTOL aircraft payloads can increase VTOL safety by ensuring the VTOL aircraft is loaded evenly and meets all weight requirements; can increase transportation efficiency by increasing rider throughput; and can increase the availability of the VTOL services to all potential riders.

A device for sensing a physical parameter includes a sensor element configured for measuring the physical parameter and for outputting a corresponding measured signal, wherein the measured signal is influenceable by a sensor drift of the sensor element. The device includes a corrector for correcting the measured signal output by the sensor element to obtain a corrected signal, wherein the corrector is configured for evaluating the measured signal to determine a drift effect of the sensor drift on the measured signal and for correcting the measured signal so as to at least partially compensate for the drift effect. The device includes a signal output configured for outputting the corrected signal.

A device for sensing a physical parameter includes a sensor element configured for measuring the physical parameter and for outputting a corresponding measured signal, wherein the measured signal is influenceable by a sensor drift of the sensor element. The device includes a corrector for correcting the measured signal output by the sensor element to obtain a corrected signal, wherein the corrector is configured for evaluating the measured signal to determine a drift effect of the sensor drift on the measured signal and for correcting the measured signal so as to at least partially compensate for the drift effect. The device includes a signal output configured for outputting the corrected signal.

An aircraft comprises an aircraft component, a sensor, and a multiple frequency vibration absorber (absorber). The sensor is operable to detect a frequency of a vibration of the aircraft component. The absorber is coupled to the aircraft component and configured to absorb the vibration. The absorber comprises a beam element, a fluidic flexible matrix composite (FFMC) tube, a valve, and a controller. The beam element is attached to the aircraft component. The fluidic flexible matrix composite (FFMC) tube is coupled to the beam element and is operable to absorb the vibration based on a stiffness of the FFMC tube. The valve is fluidically coupled to the FFMC tube and is to control the stiffness of the FFMC tube based on regulating a flow of a liquid through the FFMC tube. The controller can actively control absorption of the vibration via the FFMC tube based on opening and/or closing the valve.