Methods and systems for longitudinal control of aircraft during flight are disclosed. One method comprises receiving a commanded normal acceleration of the aircraft and computing a target pitch rate for the aircraft based on the commanded normal acceleration. The target pitch rate is used in a control technique for controlling one or more flight control surfaces of the aircraft to achieve the target pitch rate for the aircraft. The control technique can include (e.g., incremental) nonlinear dynamics inversion.

Disclosed are methods, systems, and non-transitory computer-readable medium for controlling an automatic descent of a vehicle. For instance, the method may include: determining whether a descent trigger condition is present; and in response to determining the descent trigger condition is present, performing an automatic descent process. The automatic descent process may include: obtaining clearance data from an on-board system of the vehicle; generating a descent plan based on the clearance data, the descent plan including a supersonic-to-subsonic transition and/or a supersonic-descent to a target altitude; and generating actuator instructions to a control the vehicle to descend to the target altitude based on the descent plan.

A property assessment system is provided to assess a property for various purposes. The system includes a property assessment apparatus configured to be inserted into any space of a property and retrieved therefrom once necessary information is collected from the space. The property assessment apparatus operates to monitor various conditions in the space, which is used to assess the property.

An automated avionics system for determining a modified descent path of an aircraft includes a memory operable to store a database of flight information related to a flight plan and a processor operably coupled with the memory. The processor is operable to receive an indication to initiate descent of the aircraft associated with a position of the aircraft, receive information related to the flight plan from the database, and based on the information received, perform modifications to the path of descent. The processor is further operable to, based on a comparison of an original position of descent and the indicated position, determine a modified position of descent for the aircraft and calculate a modified path of descent, the modified path of descent complying with the of altitude constraint(s) of the flight plan.

Disclosed herein are embodiments for providing altitude reporting. Some embodiments may include receiving a query from a first vehicle regarding altitude data of the first vehicle, providing the altitude data to the first vehicle, and receiving, by the computing device, a computed altitude from the first vehicle. Some embodiments include calculating an altitude uncertainty parameter for the first vehicle, determining a true altitude from the altitude data and the altitude uncertainty parameter, and determining whether the true altitude is within a predetermined threshold of a second altitude of a second vehicle. Some embodiments may be configured for, in response to determining that the true altitude is within the predetermined threshold, notifying at least one of the following: the first vehicle or the second vehicle.

Technologically improved vehicle control systems and methods are described. The provided vehicle control systems and methods embody an inner loop auto-throttle control for causing delta-throttle changes, i.e., servo changes, to achieve desired acceleration targets. The system generates an error on a potential flight path angle using a received thrust acceleration command. The error on the potential flight path angle is converted into an equivalent acceleration. A throttle rate command TLA_rate.sub.cmd is generated by converting the equivalent acceleration into the throttle rate command TLA_rate.sub.cmd.

A method and system of operating a vehicle in a descent profile, the method comprising obtaining, at a controller module, a mathematical model of performance characteristics for an aircraft, generating an optimal guidance trajectory, and operating the aircraft in accordance with the optimal guidance trajectory prior to operating in a position-based guidance.

A method for determining an aircraft angle-of-attack for aircraft stall protection includes providing an output signal from an angle-of-attack sensor and determining an initial angle-of-attack signal based on the output signal. The initial angle-of-attack signal is compensated to provide a pseudo angle-of-attack signal, and the pseudo angle-of-attack signal is mapped to a true angle-of-attack signal based on flight test data. The true angle-of-attack signal is compensated based on roll rate and sideslip or estimated sideslip to provide a compensated angle-of-attack. A complementary filter is applied that complements the compensated angle-of-attack signal with a higher frequency inertial angle-of-attack rate signal, calculated from aircraft inertial data, to provide an angle-of-attack complementary filter output. An angle-of-attack threshold for aircraft stall protection is determined based on one or more compensation parameters. Activation of aircraft stall protection is determined based on the angle-of-attack complementary filter output compared with the angle-of-attack threshold.

A flight system S acquires contact sensing data obtained by a contact sensing of a soil sensor unit 1 embedded in advance in the ground, and determines a flight route for an UAV 2 to execute a predetermined task on the basis of the contact sensing data.

A method for calculating vertical trajectory values is provided. The method obtains aircraft performance data for a particular aircraft and atmospheric condition data associated with an air route; calculates a cost-efficient vertical trajectory for the air route, based on the aircraft performance data and the atmospheric condition data, wherein the cost-efficient vertical trajectory comprises a plurality of altitude values for minimizing cost for the particular aircraft during travel of the air route; obtains an altitude consistency threshold; and adjusts the cost-efficient vertical trajectory using the altitude consistency parameter, to create an optimized vertical trajectory for the aircraft route.