A control augmentation system for high aspect ratio aircraft has aileron/flaperon and throttle position sensors; spoiler and flap controls; a mode switch with manual, and landing modes; and a controller driving left and right spoiler and flap servos, the controller including at least one processor with memory containing firmware configured to: when the mode switch is in manual mode, drive both spoiler servos to a symmetrical position according to the spoiler control; when the mode switch is in landing mode, drive the left spoiler to a position dependent on aileron and throttle position, and the right spoiler to a position dependent on aileron and throttle position, the left and right spoiler positions differing whenever ailerons are not centered, and an average of spoiler positions is more fully deployed when the throttle position is at a low-power setting than when the throttle position is at a high-power setting.

Described herein is an example method for aligning an aircraft with a centerline of a runway during takeoff. The method includes accessing a first image captured by a first camera mounted on a first side of the aircraft; accessing a second image captured by a second camera mounted on a second side of the aircraft that is opposite the first side; determining a first angle between a first marked line on the runway in the first image and a first reference line in the first image; determining a second angle between a second marked line on the runway in the second image and a second reference line in the second image; and based on the first angle and the second angle, moving a control surface of the aircraft such that the aircraft moves closer to the centerline of the runway.

A UAV comprises a camera arrangement configurable such that a field of view of the camera arrangement includes airspace directly above the UAV, a lighting arrangement configurable in an upwards-facing configuration, and a controller operable to cause the lighting arrangement to illuminate an object in the airspace directly above the UAV.

A network of automated launch and recovery platforms (LRPs) for at least one aircraft-type aerial vehicle (UAV) which automatically perform cyclic tasks of preparation, launch, and recovery without manual operation is provided. Each LRP includes a stationary foundation in an X-Z plane, a rotatable foundation that can rotate around a Y axis of the stationary foundation, and a rotatable leverage that rotates around the Z axis at a shaft driven by a motor. A first leverage of the UAV is hooked to the rotatable leverage of the LRP such that rotation of the shaft by the motor drives the rotatable leverage and the UAV for take-off and reduces UAV to stop during recovery. The network includes a traffic control subsystem and a launch and recovery subsystem which provides initial UAV speed necessary for launch, and ensures dissipation of kinetic energy of a captured UAV during recovery.

A UAV comprises a camera arrangement configurable such that a field of view of the camera arrangement includes airspace directly above the UAV, a lighting arrangement configurable in an upwards-facing configuration, and a controller operable to cause the lighting arrangement to illuminate an object in the airspace directly above the UAV.

An aircraft control system and method to optimize aircraft control based on noise abatement volumes. A noise abatement component computes optimal flight and engine control based on a line-of-sight distance to minimize direct operating cost (DOC) while complying with community noise regulations.

Disclosed herein is a conductive coating composition that includes a functionalized carbon nanomaterial and/or boron nanomaterial and a fluid component. The nanomaterial and fluid component forms hydrogen bond network in the disclosed composition. Because of the formed hydrogen bonds, the disclosed coating exhibits enhanced thermal or electrical conductivity. Also disclosed is a method to improve thermal or electrical conductivity of an existing coating composition.

An aircraft includes a safe takeoff system that automatically and autonomously rejects a takeoff if actual measured acceleration deviates from calculations based on pre-flight parameters and the speed of the aircraft traveling down the runway is within a safe speed range to guarantee a successful low inertia rejected takeoff.

Aircraft takeoff trajectory is automatically optimized to minimize Perceived Noise Level. A flight computer automatically performs all the actions to takeoff the airplane and assure that its real takeoff trajectory is compliant with the takeoff trajectory optimized. Variability of trajectory is eliminated through automation of pilot's actions during takeoff and assurance of an optimum trajectory. The system also provides for simultaneity of actions and the changing of aerodynamic configuration during takeoff.

An aircraft includes an engine and a system that is configured to detect an event associated with the engine during a take-off. The system is further configured to determine a speed of the aircraft a particular time after the event and to determine a remaining distance between the aircraft and an end of a runway at the particular time. The system is also configured to compare the speed of the aircraft to a take-off rejection speed threshold. The take-off rejection speed threshold indicates a maximum aircraft speed that would result in the aircraft stopping prior to a particular distance from the end of the runway. The take-off rejection speed threshold is selected from a plurality of aircraft speeds generated during aircraft deceleration simulations. The system is also configured to generate an indication recommending whether to continue the take-off based on comparison.