Abstract: A vertical takeoff and flying at a constant altitude are performed using an aircraft. The aircraft includes a fuselage, a left arm (attached to the fuselage), a right arm (attached to the fuselage), a left float (attached to the left arm), a right float (attached to the right arm), and a plurality of rotors. The plurality of rotors includes a left inner rotor and a right inner rotor (attached at a fixed angle to a top surface of the left float and the right float, respectively) and a left outer rotor and a right outer rotor (attached at a fixed angle to a top surface of the distal end of the left arm and the right arm, respectively).

Abstract: Autonomous flight is performed in an open loop mode over a first range of altitudes, wherein a plurality altitude-related data from a plurality of altitude-related sensors is ignored while performing the autonomous flight in the open loop mode. The autonomous flight is performed in a closed loop mode over a second range of altitudes, wherein: the plurality of altitude-related data from the plurality of altitude-related sensors is used while performing the autonomous flight in the closed loop mode, and the first range of altitudes is a non-overlapping, lower range of altitudes compared to the second range of altitudes.

Abstract: Autonomous flight is performed in an open loop mode over a first range of altitudes, wherein a plurality altitude-related data from a plurality of altitude-related sensors is ignored while performing the autonomous flight in the open loop mode. The autonomous flight is performed in a closed loop mode over a second range of altitudes, wherein: the plurality of altitude-related data from the plurality of altitude-related sensors is used while performing the autonomous flight in the closed loop mode, and the first range of altitudes is a non-overlapping, lower range of altitudes compared to the second range of altitudes. The altitude-related data may include, among other things, a radar signal or a phase associated with a radar signal.

Abstract: A value for an aircraft movement limit is received where the aircraft movement limit is associated with a manned aircraft. The aircraft movement limit is automatically set to the value. A pilot instruction is received and a control signal for the aircraft is generated using the pilot instruction and the aircraft movement limit.

Abstract: 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.

Abstract: Autonomous flight is performed in an open loop mode over a first range of altitudes, wherein a plurality altitude-related data from a plurality of altitude-related sensors is ignored while performing the autonomous flight in the open loop mode. The autonomous flight is performed in a closed loop mode over a second range of altitudes, wherein: the plurality of altitude-related data from the plurality of altitude-related sensors is used while performing the autonomous flight in the closed loop mode, and the first range of altitudes is a non-overlapping, lower range of altitudes compared to the second range of altitudes. The altitude-related data may include, among other things, a radar signal or a phase associated with a radar signal.

Abstract: A self-adjusting flight control system is disclosed. In various embodiments, an input interface receives an input signal generated by an inceptor based at least in part on a position of an input device comprising the inceptor. A processor coupled to the input interface determines dynamically a mapping to be used to map input signals received from the inceptor to corresponding output signals associated with flight control and uses the determined mapping to map the input signal to a corresponding output signal. The processor determines the mapping at least in part by computing a running average of the output signal over an averaging period and adjusting the mapping at least in part to associate a neutral position of the input device comprising the inceptor with a corresponding output level that is determined at least in part by the computed running average.

Abstract: A flight-time variable associated with an aircraft is determined including by determining the flight-time variable while the aircraft is flying. It is determined whether the aircraft is airworthy based at least in part on the flight-time variable. In response to determining that the aircraft is not airworthy, the aircraft is automatically landed.

Abstract: Hand controls for an aircraft, including a single axis hand control which is configured to control movement of an aircraft along a vertical axis where the aircraft includes a plurality of rotors that are attached to the aircraft at a fixed position and the plurality of rotors rotate independently of one another. The hand controls further include a three axis hand control which is configured to control movement of the aircraft within a plane defined by a roll axis and a pitch axis, as well as about a yaw axis.

Abstract: An emergency landing procedure that includes a sequence of control settings is continuously generated. An aircraft is landed, including by using the sequence of control settings and a set of one or more inertial sensors to control an actuator.

Abstract: Sensor data is received from an inertial measurement unit on a vehicle. An observed attitude and an observed attitude rate of the vehicle are determined based on the sensor data. Using a model associated with a vehicle failure mode, an expected attitude and an expected attitude rate of the vehicle are determined. A malfunctioning rotor is determined based on the observed attitude, the observed attitude rate, the expected attitude, and the expected attitude rate. In response to identifying the malfunctioning rotor, a responsive action is performed, including by updating a geometry matrix so that at least one non-malfunctioning rotor in the plurality of rotors compensates for the malfunctioning rotor.

Abstract: Sensor information is obtained from a downward facing sensor coupled to an aircraft. A new position is determined using the sensor information, including by: obtaining directional information associated with the aircraft's direction of flight, obtaining a previous position associated with the aircraft, filtering a plurality of datasets in a ground feature database using the directional information and the previous position in order to obtain a reduced group of datasets (where each dataset in the ground feature database is associated with a known in-air position), and comparing the sensor information against the reduced group of datasets in order to determine the new position.

Abstract: A vertical takeoff and flying at a constant altitude are performed using an aircraft. The aircraft includes a fuselage, a left arm (attached to the fuselage), a right arm (attached to the fuselage), a left float (attached to the left arm), a right float (attached to the right arm), and a plurality of rotors. The plurality of rotors includes a left inner rotor and a right inner rotor (attached at a fixed angle to a top surface of the left float and the right float, respectively) and a left outer rotor and a right outer rotor (attached at a fixed angle to a top surface of the distal end of the left arm and the right arm, respectively).

Abstract: A self-adjusting flight control system is disclosed. In various embodiments, an input interface receives an input signal generated by an inceptor based at least in part on a position of an input device comprising the inceptor. A processor coupled to the input interface determines dynamically a mapping to be used to map input signals received from the inceptor to corresponding output signals associated with flight control and uses the determined mapping to map the input signal to a corresponding output signal. The processor determines the mapping at least in part by computing a running average of the output signal over an averaging period and adjusting the mapping at least in part to associate a neutral position of the input device comprising the inceptor with a corresponding output level that is determined at least in part by the computed running average.

Abstract: Hand controls for an aircraft, including a single axis hand control which is configured to control movement of an aircraft along a vertical axis where the aircraft includes a plurality of rotors that are attached to the aircraft at a fixed position and the plurality of rotors rotate independently of one another. The hand controls further include a three axis hand control which is configured to control movement of the aircraft within a plane defined by a roll axis and a pitch axis, as well as about a yaw axis.

Abstract: An actuator monitoring and response system is disclosed. Sensor data is received from an inertial measurement unit on a vehicle. An observed attitude and an observed rate of change in attitude of the vehicle is determined based on the sensor data, determine an expected attitude and an expected rate of change in attitude of the vehicle based on a model of a vehicle failure mode, identify a set of one or more malfunctioning actuators based on the observed attitude, the observed rate of change in attitude, the expected attitude, and the expected rate of change in attitude. The processor is further configured to perform a responsive action based on the set of one or more malfunctioning actuators.

Abstract: An aircraft includes a fuselage which includes an unenclosed cockpit, a left arm where the proximal end is attached to the fuselage, a right arm where the proximal end is attached to the fuselage, a left float which is attached to the left arm between the proximal and distal ends, a right float which is attached to the right arm between the proximal and distal ends, and a plurality of rotors which includes a left inner rotor that is attached at a fixed angle to a top surface of the left float, a right inner rotor that is attached at a fixed angle to a top surface of the right float, a left outer rotor that is attached at a fixed angle to a top surface of the distal end of the left arm, and a right outer rotor that is attached at a fixed angle to a top surface of the distal end of the right arm.

Abstract: 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.