Abstract: According to one implementation of the present disclosure, a method for determining airspeed for an unpowered vehicle is disclosed. The method includes: determining first and second body-fixed load factor measurements; determining a body Z-force coefficient based on an angle-of-attack parameter; and determining an airspeed value based on the second body-fixed load factor measurement and the body Z-force coefficient.

Abstract: In an example implementation according to aspects of the present disclosure, a system may include a controller and non-volatile memory. The controller may query and receive a configuration from a system. The controller may query a se of system state analytics from the system. The controller may receive an indication of an anomalous state of the system. The controller may tag and create a record based on the tag and the set of analytics. The controller may input the record into an artificial neural network and receive a source of the anomalous state. The controller may then correct the source of the anomalous state.

Abstract: A technique facilitates tracking and assessing a fatigue life of a tubing string utilizing, for example, estimation of cycles to failure when used in a wellbore operation. The technique may comprise initially determining a fatigue life of a tubing string. Additionally, the technique comprises utilizing a sensing device, e.g. a magnetic flux leakage (MFL) device, to monitor the tubing string. When an anomaly, e.g. a new defect, is detected by the sensing device, a new fatigue life of the tubing string is determined based on the change. The new fatigue life may be used to estimate a fatigue life in terms of cycles to failure.

Abstract: A method of operating a targeting system simulation tool (TSST) includes providing a TSST configured to receive an obstacle/effect parameterization, a simulation parameterization, a sensor parameterization, an aircraft parameterization, and an autonomy parameterization. The method further includes receiving by the TSST, at least one of each of an obstacle/effect parameterization and a simulation parameterization. The method further includes receiving by the TSST, either (1) a sensor parameterization or (2) an aircraft parameterization. The method further includes operating the TSST to apply the provided ones of the obstacle/effect parameterization, simulation parameterization, sensor parameterization, and aircraft parameterization to generate a value, value range, or value limit for the unprovided aircraft parameterization or unprovided sensor parameterization.

Abstract: A method of autonomous flight path planning for a group of cooperating aircraft operating in formation includes: receiving information related to obstructions that interfere with an aircraft of the group continuing on a flight path; calculating a velocity obstacle for each obstruction; calculating a plurality of candidate velocities outside of the velocity obstacles; selecting a first velocity from the candidate velocities and operating a leader of the group at the first velocity; calculating, based upon keeping a follower aircraft in formation, a second velocity for the follower; determining whether the second velocity is inside one of the velocity obstacles; operating the follower at the second velocity when the second velocity is outside the velocity obstacles; and calculating a revised velocity that is outside of the velocity obstacles and operating the follower at the revised velocity when the second velocity is inside one of the velocity obstacles.

Abstract: According to one implementation of the present disclosure, a method for determining airspeed for an unpowered vehicle is disclosed. The method includes: during flight, determining, by an accelerometer disposed on the unpowered vehicle, first and second accelerometer outputs, where the first and second accelerometer outputs correspond to respective first and second body-fixed load factor measurements; determining an angle-of-attack parameter; determining a body Z-force coefficient based on the angle-of-attack parameter; and determining an airspeed value based on the second body-fixed load factor measurement and the second body-fixed coefficient.

Abstract: A tiltrotor aircraft has a vertical takeoff and landing flight mode and a forward flight mode. The aircraft includes an airframe having a wing with oppositely disposed wing tips. Tip booms respectively extend longitudinally from the wing tips. Forward rotors are coupled to the forward ends of the tip booms and aft rotors are coupled to the aft ends of the tip booms. The forward rotors are reversibly tiltable between a vertical lift orientation, wherein the forward rotors are above the tip booms, and a forward thrust orientation, wherein the forward rotors are forward of the tip booms. The aft rotors are reversibly tiltable between a vertical lift orientation, wherein the aft rotors are below the tip booms, and a forward thrust orientation, wherein the aft rotors are aft of the tip booms.

Abstract: An unmanned rotorcraft includes an airframe, rotor blades that are coupled to the airframe for rotation therewith, a propulsion unit having a propeller, and an actuator that is coupled to the airframe and adapted to temporarily reorient the propulsion unit such that an axis of the propeller moves out of alignment with an axis of the rotor blades. Rotation of the propeller causes counter-rotation of the airframe and rotor blades. The rotor blades and blades of the propeller are adapted to deploy from collapsed positions when flight of the rotorcraft is initiated. A method of operation by the rotorcraft includes, when it is determined that a current heading does not correspond to a determined flight path, causing the actuator to temporarily reorient the propulsion unit in accordance with an angular orientation of the actuator relative to the current heading.

Abstract: According to one implementation of the present disclosure, a method for determining angle-of-attack for an unpowered vehicle is disclosed. The method includes: determining a monotonic portion of a look-up curve of an angle-of-attack operating plot; during flight, determining, by an accelerometer disposed on the unpowered vehicle, first and second accelerometer outputs, where the first and second accelerometer outputs correspond to first and second body-fixed load factor measurements, respectively; determining an operating point on the monotonic portion by applying a quotient of the first and second accelerometer outputs to the angle-of-attack operating plot; and determining an angle-of-attack parameter corresponding to the determined operating point.

Abstract: Pellets and a process for producing pellets are disclosed. The process includes recovering spent coffee grounds from a coffee production facility. The coffee grounds are then subject to a drying process to remove moisture from the coffee grounds to form dried coffee grounds. A mixture of about 0.5-10% dried coffee grounds and wood material is then formed. The mixture is then compressed in a pellet mill to form wood pellets including about 0.5-10% coffee grounds. The coffee grounds in the wood material acts as a lubricant for the pelleting machinery and eliminate the need for other lubricants in the process.

Abstract: An exemplary method to determine an airspeed and an angle of attack of a propeller powered vehicle includes determining the power delivered to the propeller, the air density, a propeller power coefficient, an advance ratio for the propeller, and the airspeed using the advance ratio and determining the angle of attack using the airspeed.

Abstract: According to one implementation of the present disclosure, a method for determining angle-of-attack for an unpowered vehicle is disclosed. The method includes: determining a monotonic portion of a look-up curve of an angle-of-attack operating plot; during flight, determining, by an accelerometer disposed on the unpowered vehicle, first and second accelerometer outputs, where the first and second accelerometer outputs correspond to first and second body-fixed load factor measurements, respectively; determining an operating point on the monotonic portion by applying a quotient of the first and second accelerometer outputs to the angle-of-attack operating plot; and determining an angle-of-attack parameter corresponding to the determined operating point.

Abstract: A ducted-rotor aircraft may include a fuselage and first and second ducts that are coupled to the fuselage at respective first and second locations. The first location may be on a first side of a fuselage of the aircraft and spaced from a nominal yaw axis of the aircraft. The second location may be on an opposed second side of the fuselage and spaced from the nominal yaw axis. Each duct may include a rotor that is disposed in an opening that extends through the duct. Each rotor may include a plurality of blades. Each duct may further include a control vane that is mounted aft of the plurality of blades and that is pivotable about a vane axis that is oriented toward the nominal yaw axis.

Abstract: An unmanned aerial system includes an elongated fuselage having first and second rotational degrees of freedom. A forward propulsion assembly is disposed at the forward end of the fuselage. The forward propulsion assembly includes a forward rotor hub assembly rotatably coupled to the fuselage and reversibly tiltable about a first gimballing axis to provide a first moment on the fuselage in the first rotational degree of freedom. An aft propulsion assembly is disposed at the aft end of the fuselage. The aft propulsion assembly includes an aft rotor hub assembly rotatably coupled to the fuselage and reversibly tiltable about a second gimballing axis to provide a second moment on the fuselage in the second rotational degree of freedom. The first gimballing axis is out of phase with the second gimballing axis to control the orientation of the fuselage.

Abstract: According to one implementation of the present disclosure, a method for formation flight is disclosed. The method includes: during flight, arranging for a first aircraft to fly into a proximity range of a second aircraft; and determining first aircraft positioning based on power consumption data of the first aircraft, where the first aircraft positioning corresponds to power-reducing formation flight of the first aircraft.

Abstract: According to one implementation of the present disclosure, a method for determining airspeed for an unpowered vehicle is disclosed. The method includes: during flight, determining, by an accelerometer disposed on the unpowered vehicle, first and second accelerometer outputs, where the first and second accelerometer outputs correspond to respective first and second body-fixed load factor measurements; determining an angle-of-attack parameter; determining a body Z-force coefficient based on the angle-of-attack parameter; and determining an airspeed value based on the second body-fixed load factor measurement and the second body-fixed coefficient.

Abstract: A technique facilitates prediction of run life. Data relating to a pipe defect is provided to a data processing system for comparison to stored data regarding defects. Additionally, data regarding fatigue life accumulation is stored on the data processing system as it relates to fatigue life of the pipe based on the number of cycles to failure of the pipe without the presence of the defect. The number of cycles experienced by the pipe at the time the defect occurs in the pipe also is determined and provided to the data processing system. The system and methodology further comprise using the data regarding the defect type, the fatigue life accumulation data for the pipe, and the number of cycles experienced by the pipe at the time of the defect to estimate a remaining number of cycles until failure of the pipe.

Abstract: According to one implementation of the present disclosure, a method for determining angle-of-attack for an unpowered vehicle is disclosed. The method includes: determining a monotonic portion of a look-up curve of an angle-of-attack operating plot; during flight, determining, by an accelerometer disposed on the unpowered vehicle, first and second accelerometer outputs, where the first and second accelerometer outputs correspond to first and second body-fixed load factor measurements, respectively; determining an operating point on the monotonic portion by applying a quotient of the first and second accelerometer outputs to the angle-of-attack operating plot; and determining an angle-of-attack parameter corresponding to the determined operating point.

Abstract: Pellets and a process for producing pellets are disclosed. The process includes recovering spent coffee grounds from a coffee production facility. The coffee grounds are then subject to a drying process to remove moisture from the coffee grounds to form dried coffee grounds. A mixture of about 0.5-10% dried coffee grounds and wood material is then formed. The mixture is then compressed in a pellet mill to form wood pellets including about 0.5-10% coffee grounds. The coffee grounds in the wood material acts as a lubricant for the pelleting machinery and eliminate the need for other lubricants in the process.

Abstract: Pellets and a process for producing pellets are disclosed. The process includes recovering spent coffee grounds from a coffee production facility. The coffee grounds are then subject to a drying process to remove moisture from the coffee grounds to form dried coffee grounds. A mixture of about 0.5-5% dried coffee grounds and wood material is then formed. The mixture is then compressed in a pellet mill to form wood pellets including about 0.5-5% coffee grounds. The coffee grounds in the wood material acts as a lubricant for the pelleting machinery and eliminate the need for other lubricants in the process.