Systems and methods provide for the mitigation of vibrational forces acting on a horizontal stabilizer of an aircraft. According to one aspect, a damper is coupled to a front portion of a horizontal stabilizer to dampen vibrations in a first degree of freedom, with another damper coupled to a mounting point of the horizontal stabilizer to dampen vibrations in a second degree of freedom. The dampers may be passive, operating independently to mitigate vibrational forces, or active, applying a mitigating force to the horizontal stabilizer based on real-time or estimated vibration states.

Systems and methods are provided for a track roller failure detection system. The system may include a main aerodynamic device and a secondary aerodynamic device including a track supported by one or more rollers and a marker. Failure of the one or more rollers may result in the track contacting the marker. Operation of the secondary aerodynamic device when one or more of the rollers have failed may result in the marker leaving a mark and/or a trail on a portion of the main aerodynamic device and/or a portion of the secondary aerodynamic device. Failure of the one or more rollers may then be determined from the mark and/or trail.

A light unmanned vertical take-off aircraft includes at least two fixed coplanar propulsion devices and at least one wing providing the lift for the drone. The coplanar propulsion devices and the wing are each laid out on the frame of the drone so that the plane of the profile chord line of the wing is substantially parallel to the plane defined by the two coplanar propulsion devices. The wing is pivotingly mobile relative to the frame along an axis parallel to the pitch axis of the drone. Also a method is provided for controlling orientation of a wing of a light unmanned vertical take-off aircraft as described here above. The method includes controlling an orientation of a wing as a function of at least one flight parameter of the aircraft.

The aircraft can include: an airframe, a tilt mechanism, a payload housing, and can optionally include an impact attenuator, a set of ground support members (e.g., struts), a set of power sources, and a set of control elements. The airframe can include: a set of rotors and a set of support members. By utilizing a larger rotor blade area (and/or larger rotor disc area) and adjusting the blade pitch and RPM, the rotors can augment the lift generated by the aerodynamic profile of the aircraft in the forward flight mode in addition to providing forward thrust. Variants generating lift with the rotors can reduce or eliminate additional control surfaces (e.g., wing flaps, ailerons, ruddervators, elevators, rudder, etc.) on the aircraft since the thrust and motor torque is controllable (thereby indirectly controlling lift) at each rotor, thereby enabling pitch, yaw, and/or roll control during forward flight.

The aircraft can include: an airframe, a tilt mechanism, a payload housing, and can optionally include an impact attenuator, a set of ground support members (e.g., struts), a set of power sources, and a set of control elements. The airframe can include: a set of rotors and a set of support members. By utilizing a larger rotor blade area (and/or larger rotor disc area) and adjusting the blade pitch and RPM, the rotors can augment the lift generated by the aerodynamic profile of the aircraft in the forward flight mode in addition to providing forward thrust. Variants generating lift with the rotors can reduce or eliminate additional control surfaces (e.g., wing flaps, ailerons, ruddervators, elevators, rudder, etc.) on the aircraft since the thrust and motor torque is controllable (thereby indirectly controlling lift) at each rotor, thereby enabling pitch, yaw, and/or roll control during forward flight.

A skin for an aircraft is configured to be disposed on a first rigid member (182). The first rigid member has at least a portion of a structural frame for the aircraft. The skin is configured to be disposed on a second rigid member (184) that has at least a portion of the structural frame for the aircraft. The second rigid member (184) is movable with respect to the first rigid member (182) and a distance is defined between the first rigid member and the second rigid member. A morphing member of the skin extends between the first rigid member and the second rigid member. The morphing member compensates for at least one of a change in the distance and a change in an orientation between the first rigid member and the second rigid member.

A skin for an aircraft is configured to be disposed on a first rigid member (182). The first rigid member has at least a portion of a structural frame for the aircraft. The skin is configured to be disposed on a second rigid member (184) that has at least a portion of the structural frame for the aircraft. The second rigid member (184) is movable with respect to the first rigid member (182) and a distance is defined between the first rigid member and the second rigid member. A morphing member of the skin extends between the first rigid member and the second rigid member. The morphing member compensates for at least one of a change in the distance and a change in an orientation between the first rigid member and the second rigid member.

Installation of powered actuators in the leading edge of a control surface in order to have a better weight distribution. The systems described herein propose an actuation system with a static ground structure used to move a control surface of an aircraft. The actuation system, and the ground structure are aligned with the center of rotation of the control surface, providing the aircraft with flutter suppression. This proposal is an approach to use the actuator in a place favorable to the mass balancing and reducing or even dismissing the usage of mass balancing, saving weight and cost.

Installation of powered actuators in the leading edge of a control surface in order to have a better weight distribution. The systems described herein propose an actuation system with a static ground structure used to move a control surface of an aircraft. The actuation system, and the ground structure are aligned with the center of rotation of the control surface, providing the aircraft with flutter suppression. This proposal is an approach to use the actuator in a place favorable to the mass balancing and reducing or even dismissing the usage of mass balancing, saving weight and cost.

Systems and associated methods for rapid integration and control of payloads carded by a multi-mode, unmanned vehicle configured to accommodate a variety of payloads of varying size, shape, and interface and control characteristics. Mechanical, power, signal, and logical interfaces to a variety of payloads operate to enable environmental protection, efficient placement and connection to the vehicle, and control of those payloads in multiple environmental modes as well as operational modes (including in air, on the surface of water surface, and underwater).