The present invention is an Electric servo system which controls and automates gate openings based on GPS speed and position data that results in precise and reliable modern variable and constant rate application. The Electric servo system also allows for Mechanical gate linkages to remain intact, resulting in few changes to the aircraft and redundancy of emergency components. A Mechanical input connect/disconnect is used to effortlessly transfer between the automated Electric servo system and the Mechanical gate system.

A control terminal includes a memory storing program instructions, a communication interface configured to communicate with an unmanned aerial vehicle (UAV), receive position information outputted by a positioning device of the UAV and sent by the UAV, and receive flight state information of a plurality of aircrafts detected by an aircraft detection device of the UAV and sent by the UAV, and a processor configured to execute the program instructions to detect an operation state of the positioning device based on the position information and the flight state information.

A control terminal includes a memory storing program instructions, a communication interface configured to communicate with an unmanned aerial vehicle (UAV), receive position information outputted by a positioning device of the UAV and sent by the UAV, and receive flight state information of a plurality of aircrafts detected by an aircraft detection device of the UAV and sent by the UAV, and a processor configured to execute the program instructions to detect an operation state of the positioning device based on the position information and the flight state information.

An aircraft having an electric motor coupled to a rotor and an instrument electronically connected to the electric motor and configured to communicate a time available value before a motor condition reaches a motor condition limit.

An aircraft having an electric motor coupled to a rotor and an instrument electronically connected to the electric motor and configured to communicate a time available value before a motor condition reaches a motor condition limit.

An exemplary method for controlling low speed flight of an aircraft having a controller receiving pilot input includes transitioning from a translational rate command (TRC) to a linear acceleration command (LAC) when the controller is displaced above a control transition displacement (CTD), and while in LAC holding speed when the controller is relaxed to CTD.

An exemplary method for controlling low speed flight of an aircraft having a controller receiving pilot input includes transitioning from a translational rate command (TRC) to a linear acceleration command (LAC) when the controller is displaced above a control transition displacement (CTD), and while in LAC holding speed when the controller is relaxed to CTD.

Winged tilt-rotor vertical take-off and landing (VTOL) aircraft and related methods are disclosed. Aircraft comprise an airframe comprising one or more wings; one or more tilt-adjustable rotors positioned forward of the one or more wings; and one or more fixed-tilt rotors positioned behind at least one of the one or more wings. Methods comprise tilting only one or more forward rotors positioned in front of one or more wings of the aircraft, and not tilting one or more rearward rotors positioned behind at least one of the one or more wings.

Winged tilt-rotor vertical take-off and landing (VTOL) aircraft and related methods are disclosed. Aircraft comprise an airframe comprising one or more wings; one or more tilt-adjustable rotors positioned forward of the one or more wings; and one or more fixed-tilt rotors positioned behind at least one of the one or more wings. Methods comprise tilting only one or more forward rotors positioned in front of one or more wings of the aircraft, and not tilting one or more rearward rotors positioned behind at least one of the one or more wings.

An aircraft control system (100) including an aircraft control module (110), a trained classifier module (120), and an aircraft control processing engine (13). The aircraft control module (110) generates first control outputs (104a to 104c) based on received aircraft operating inputs (102a to 102d). The trained classifier module receives the aircraft operating inputs (102a to 102d) and generates second control outputs (104d to 104f). The aircraft control processing engine (130) receives the first control outputs (104a to 104c) and the second control outputs (104d to 104f) and generates operating control outputs (106a to 106c), based on the received first control outputs and second control outputs. The aircraft control processing engine (130) then controls the aircraft using the operating control outputs (106a to 106c).