Abstract: A computer apparatus includes a touchscreen display. The computer apparatus generates a graphical user interface on the touchscreen display and receive user inputs via the touchscreen display. The graphical user interface includes symbology representing a flight path of multiple unmanned teamed assets from a current position to a current objective. The graphical user interface also includes symbology representing a card associated with each of the unmanned teamed assets. By the touchscreen display, an operator selects one of the unmanned teamed assets, for emphasis of the flight path. The flight paths of the non-selected unmanned teamed assets remain displayed when the selected flight path is emphasized. The operator may select the unmanned teamed asset by the flight path or by the unmanned teamed asset card.

Abstract: A method for determining an optimized trajectory to be followed by an aircraft, the method being implemented by a determining system of the aircraft and comprising: a first step for acquiring at least one constraint relative to at least one parameter of the trajectory to be followed, the constraint being determined by a control system of a remote station as a function of the air traffic and/or the aircraft mission; a step for calculating a desired trajectory as a function of the constraint; a step for transmitting the desired trajectory to the remote station; a second step for acquiring an instruction comprising an authorization to follow the desired trajectory or a refusal of the desired trajectory.

Abstract: A flying object (drone) has a propeller drive unit provided in a fuselage thereof, and flies through the air by being driven by the propeller drive unit. The drone has a gravitational center movement device which is provided in the upper section of the fuselage and is capable of moving the total gravitational center position of the entire drone. The drone is equipped with a movement controller which moves the total gravitational center position to a target position by acquiring the total gravitational center position and controlling operation of the gravitational center movement device.

Abstract: An airflow separation detecting method includes: applying an alternating-current voltage having a predetermined voltage value to a plasma actuator, the plasma actuator being disposed on a part of a surface of an object; and detecting that separation, from the surface of the object, of an airflow flowing on the surface of the object is occurring, in a case where an absolute value of a temporal variation rate of an electric power consumption value of the plasma actuator or an absolute value of a temporal variation rate of a current value of the plasma actuator is equal to or greater than a predetermined value, the temporal variation rate being a rate of variation relative to time, the electric power consumption value or the current value of the plasma actuator being measured under application of the alternating-current voltage having the predetermined voltage value to the plasma actuator.

Abstract: Innovative instrument holders used for minimally invasive surgical simulation and training are disclosed when used in conjunction with a smartphone, tablet or mini-tablet computer enabling visualization of the surgical field. The surgical field used with these instrument holders can include animal models, physical models, and both virtual and augmented reality models. Some embodiments can be used with applications that can be downloaded to the smartphone, tablet or mini-tablet computer in order to enhance specific hand-eye coordination tasks. Some embodiments can be used as an adjunct surgical trainer for endoscopy, colonoscopy, and other minimally invasive gastrointestinal and gynecological surgical procedures using surgical instruments that incorporate fiber optics.

Abstract: A method for managing connections between an Unmanned Aerial Vehicle (UAV) and one or more associated UAV devices is described. The method includes determining, by a radio control management service, that one or more associated UAV devices are attached to a wireless network; determining, by the radio control management service, that one or more UAVs are attached to the wireless network; and routing, by the radio control management service in response to determining that the one or more associated UAV devices and one or more UAVs are attached to the network, at least one of (1) communications from at least one of the one or more UAVs to at least one of the one or more associated UAV devices and (2) communications from at least one of the one or more associated UAV devices to at least one of the one or more UAVs.

Abstract: A system for flight tracking of an electric aircraft is presented. A system includes a non-volatile data storage unit. A non-volatile data storage unit is housed within a protective barrier of an electric aircraft. A non-volatile data storage unit is configured to receive flight data of an electric aircraft from a computing device. A non-volatile data storage unit is configured to record flight data. A non-volatile data storage unit is configured to categorize flight data to at least two flight data groups. A system includes a computing device. A computing device is housed within an electric aircraft. A computing device is configured to receive flight data from at least a sensor of an electric aircraft. A computing device is configured to convey flight data to a non-volatile data storage unit. A computing device is configured to transmit flight data to at least an external computing device.

Abstract: A system and to a method of analyzing and monitoring interfering movements of an inertial unit of an aircraft during a stage of statically aligning the inertial unit. During the static alignment stage, measurements of the velocity of the aircraft relative to the ground are acquired, and states of a mirror process having a model that is close to the model of the process of aligning the inertial unit are estimated. The states of the mirror process are estimated from observations constituted by the measurements of velocity relative to the ground. Finally, the estimates of the states are compared with respective validation thresholds in order to validate or not validate said alignment of the inertial unit.

Abstract: A first pattern associated with a performer may be recognized based upon visual information. A sensor carried by an unmanned aerial vehicle may be configured to generate output signals conveying the visual information. A first distance may be determined between the first pattern and the unmanned aerial vehicle. A second pattern associated with a performee may be recognized based upon the visual information. A second distance may be determined between the second pattern and the unmanned aerial vehicle. Flight control may be adjusted based upon the first distance and the second distance. A flight control subsystem may be configured to provide the flight control for the unmanned aerial vehicle.

Abstract: A loss-of-control prevention and recovery automatic control system of an aircraft is provided having a plurality of flight control mode, including a nominal flight control mode, a loss-of-control prevention control mode, a loss-of-control arrest control mode, and a nominal flight restoration control mode, as well as a supervisory control system capable of monitoring the flight states and flight events of the aircraft and determining which flight control mode to activate.

Abstract: A technique is described for developing and using applications and skills with an autonomous vehicle. In an example embodiment, a development platform is provided that enables access to a developer console for developing software modules for use with an autonomous vehicle. Using the developer console, a developer user can specify instructions for causing an autonomous vehicle to perform one or more operations. For example, to control the behavior of an autonomous vehicle, the instructions can cause an executing computer system at the autonomous vehicle to generate calls to an application programming interface (API) associated with an autonomous navigation system of autonomous vehicle. Such calls to the API can be configured to adjust a parameter of a behavioral objective associated with a trajectory generation process performed by the autonomous navigation system that controls the behavior of the autonomous vehicle.

Abstract: The driving support device executes self-position estimation of an own vehicle by odometry. In the case where landmarks around the own vehicle are detected, the driving support device corrects the self-position and creates an environment map. Next, the driving support device estimates the correction accuracy of the estimated self-position. In the case where the correction accuracy is high, the driving support device selects a first operating mode of driving support. In the case where the correction accuracy is low and the accuracy of odometry is also low, the driving support device selects a second operating mode of driving support. The second operating mode is a mode in which the degree of driving support is lower than that in the first operating mode.

Abstract: The present disclosure provides systems and methods for predicting ground effects along a flight plan. The systems and methods provide a processor executed process including the steps: receiving a flight plan for a vertical take-off and landing (VTOL) aircraft; receiving terrain and obstacles geospatial data for the flight plan from the database; determining weight of the VTOL aircraft along the flight plan; determining temperature of the environment along the flight plan; determining ground effect data along the flight plan based on the temperature and the weight; based on the terrain and obstacles data, the ground effect data and the flight plan, predict where, along the flight plan, the VTOL aircraft will traverse a ground effect region, thereby providing prediction data; and generating one or more commands to control a system of the VTOL aircraft based on the prediction data.

Abstract: A redundant processing fabric in an autonomous vehicle may include processing, by a first processing unit of a plurality of processing units, sensor data from a first sensor of a plurality of sensors, where the plurality of processing units are coupled to the plurality of sensors via a switched fabric, wherein the plurality of processing units and plurality of sensors are included in the autonomous vehicle; determining a failure in processing the sensor data by the first processing unit; and redirecting, via the switched fabric, sensor data from the first sensor a redundant processing unit.

Abstract: The disclosure describes systems and methods for a stabilization mechanism. The stabilization mechanism may be used in conjunction with an imaging device. The method may be performed by a control system of the stabilization mechanism and includes obtaining a device setting from an imaging device. The method may also include obtaining a configuration of the stabilization mechanism. The method includes determining a soft stop based on the device setting, the configuration, or both. The soft stop may be a virtual hard stop that indicates to the stabilization mechanism to reduce speed as a field of view of the imaging device approaches the soft stop. The method may also include setting an image stabilization mechanism parameter based on the determined soft stop.

Abstract: An automatic yaw enhancement method for an aircraft having at least one propeller includes providing to a flight controller a pilot command from a pilot interface and avionic data for an airspeed, an angle of attack, and a thrust. A P-factor compensation is determined based on one or more of the airspeed, the angle of attack, and the thrust. A command to a trim device is determined based on a P-factor compensation. When a rudder bias persists, the command to the trim device is repeatedly updated until a rudder force input is nullified. The methods provide automatic pilot assistance for controlling yaw during asymmetric flight conditions and automatic turn coordination while allowing intentional side-slip for facilitating crosswind landings.

Abstract: A braking system and method utilizing a simplified estimate of a distance between two locations on the earth based on spherical geometry. A braking system utilizing the aforementioned simplified estimate does not require computationally intensive calculations and is more efficient and better equipped to handle real-time generation of distance estimates for braking needs and variable conditions. In the present invention, geodesics evaluations are not used; rather, a modified Haversine formula that simplifies computations is used, including a one-time computation of the cosine of latitude coordinate.

Abstract: In accordance with an embodiment, a method of operating a rotorcraft includes transitioning from a first mode to a second mode when a velocity of the rotorcraft exceeds a first velocity threshold. Transitioning between the first and second modes includes fading out a gain of a dynamic controller over a first period of time, and decreasing a value of an integrator of the dynamic controller over a second period of time.

Abstract: Methods and systems may allow for automatic initiation of a contingency maneuver, to prevent mid-air collisions between an aerial vehicle and another aircraft or other obstacle, without requiring input from an operator. Generally, a processing unit on board the aerial vehicle detects potential conflicts via a navigation system on board the aerial vehicle. Said navigation system may receive, for example, automatic dependent surveillance-broadcast (ADS-B) signals and global positioning system (GPS) data. Disclosed systems automatically initiate one or more contingency maneuvers to change the flight (e.g., speed, position, direction, and/or altitude) of the aerial vehicle to avoid close calls or colliding with a potential conflict in the surrounding airspace. Such contingency maneuvers provide an automatic flight modification that may occur independently from any operator input.

Abstract: A method, device, framework, and system provide the ability to control an unmanned aerial vehicle (UAV) to avoid obstacle collision. Range data of a real-world scene is acquired using range sensors (that provide depth data to visible objects). The range data is combined into an egospace representation (consisting of pixels in egospace). An apparent size of each of the visible objects is expanded based on a dimension of the UAV. An assigned destination in the real world scene based on world space is received and transformed into egospace coordinates in egospace. A trackable path from the UAV to the assigned destination through egospace that avoids collision with the visible objects (based on the expanded apparent sizes of each of the visible objects) is generated. Inputs that control the UAV to follow the trackable path are identified.

Abstract: A method for providing mode data during operation of a Flight Management System (FMS) using a Vertical Navigation (VNAV) Autopilot Mode, is provided. When the FMS has disengaged a Lateral Navigation (LNAV) Autopilot Mode, the method detects a changed aircraft position indicating divergence from a flight path, wherein the changed aircraft position comprises a current aircraft position; calculates a future aircraft position for VNAV Autopilot Mode disengagement, based on the changed aircraft position, a predicted cross-track error, and the divergence from the flight path; and presents the changed aircraft position and the future aircraft position when operating in the VNAV Autopilot Mode, via a display device. When the future aircraft position is not on the flight path, the method disengages the VNAV Autopilot Mode, based on the changed aircraft position and the future aircraft position; calculates a descent path for the aircraft, after disengagement; and presents the descent path.

Abstract: An unmanned aerial vehicle (UAV) may navigate to place a ground structure, having a known location, into a field of view of a camera and capture imagery of the ground structure. Algorithms may be used to identify the ground structure to determine its known location. Ground structures may include identifiers that provide the known location and/or other information to enable determination of the known locations. Algorithms may determine an offset distance of the UAV from the ground structure to enable determination of a location of the UAV. For example, the images may be used to determine a distance and angle(s) from the ground structure when the ground structure is shown in a perspective view and has features that indicate orientation. In some embodiments, the UAV may transmit its location to other UAVs, and/or may create and/or transmit a corrected GPS location based on the location determined by the ground structure.

Abstract: Disclosed are a method and system for operating an unmanned delivery device. One embodiment of the method includes setting at least one sampling section with respect to a travel path to a destination of at least one delivery item, determining a type of the sampling section based on location information and altitude information of the sampling section, setting a traveling range including the at least one sampling section based on the type of the sampling section, generating route information including the at least one traveling range, and providing the route information to the unmanned delivery device.

Abstract: Systems and methods are disclosed for detecting security threats during vehicle operations. For instance, retrieving a route plan for a route of a vehicle from a database of the vehicle; identifying either a portion of the route or a portion of the route plan as a security threat based on an analysis of the route plan; and in response to identifying the portion of the route or the portion of the route plan as the security threat, transmitting an alert of the security threat.

Abstract: A vehicle may include a sensor and a proactive vehicle controller that is capable of proactively altering one or more vehicle operating parameters in response to detecting a force caused by an environmental event that will be exerted on a chassis of the vehicle. The sensor has a field-of-view that includes the direction of travel of the vehicle. The sensor may detect objects in the field-of-view and, based at least in part on the behavior of the objects in the field-of-view, predicts the force exerted on the object by an environmental event. Based on the predicted force, the proactive vehicle controller proactively adjusts one or more vehicle operating parameters to minimize the effect of the force that will be exerted on the vehicle by the environmental event.

Abstract: An inertial measurement system (200) for a longitudinal projectile, comprising a first, roll gyro to be oriented substantially parallel to the longitudinal axis of the projectile; a second gyro and a third gyro with axes arranged with respect to the roll gyro such that they define a three dimensional coordinate system.

Abstract: The disclosure describes systems and methods for a stabilization mechanism. The stabilization mechanism may be used in conjunction with an imaging device. The method may be performed by a control system of the stabilization mechanism and includes obtaining a device setting from an imaging device. The method may also include obtaining a configuration of the stabilization mechanism. The method includes determining a soft stop based on the device setting, the configuration, or both. The soft stop may be a virtual hard stop that indicates to the stabilization mechanism to reduce speed as a field of view of the imaging device approaches the soft stop. The method may also include setting an image stabilization mechanism parameter based on the determined soft stop.

Abstract: The present invention includes a first frame attached to an aerial vehicle or a mounting plate attached to the aerial vehicle, and a second frame attached to an aimable device moveably connected to the aerial vehicle or the mounting plate. The first frame and the second frame are configured to collectively provide a hard stop that prevents the aimable device from pointing at the aerial vehicle.

Abstract: A method and system for initializing a sensor fusion system is disclosed, wherein the sensor fusion system includes a base system and at least one correction system. Measured values are captured by the base system and by the correction system, and the measured values directly or indirectly describing physical quantities are afflicted with error values. The error values describe deviations of the measured values from the described physical quantities, and at least the physical quantities indirectly described in the measured values of the base system and the error values of the physical quantities cannot be determined during initialization. The measured values are continuously fused into a fusion data set after initialization. For at least one of the physical quantities associated with the measured values of the base system and the error values of the physical quantities, starting values are determined from the measured values of the correction system.

Abstract: A Geo-containment system includes at least one unmanned aircraft and a control system that is configured to limit flight of the unmanned aircraft based, at least in part, on predefined Geo-spatial operational boundaries. These boundaries may include a primary boundary and at least one secondary boundary that is spaced apart from the primary boundary a minimum safe distance. The minimum safe distance is determined while the unmanned aircraft is in flight utilizing state information of the unmanned aircraft and dynamics and dynamics coefficients of the unmanned aircraft. The state information includes at least position and velocity of the unmanned aircraft. The control system is configured to alter or terminate operation of the unmanned aircraft if the unmanned aircraft violates the primary Geo-spatial operational boundary or the secondary Geo-spatial boundary.

Abstract: Combined modality hover drift cueing methods, systems and computer readable media are disclosed. For example, some implementations can include a system comprising one or more sensors, and a combined modality hover drift cueing controller coupled to the one or more sensors and configured to determine hover drift and to control a plurality of indicators in response to determined hover drift. The system can also include a mode selector coupled to the combined modality hover drift cueing controller and configured to provide an indication of mode selection between one of a first mode, a second mode and a third mode, wherein the first mode is a combined modality mode. The system can further include a peripheral vision hover drift indicator coupled to the controller and mounted on an inside surface of an aircraft cockpit, and a tactile feedback indicator coupled to the controller.

Abstract: Embodiments of the invention are directed to a multilayered obstructed brokered network routing and data repackaging system, sometimes referred to as a MOB HUB. The MOB HUB is configured to communicate with a mission computer on a vehicle. At least one mobile computer is configured to communicate with the MOB HUB.

Abstract: A screen generation process is provided that generates a game screen having disposed thereon multiple selectable objects that a player is allowed to select; an acceptance process that accepts the selection operation input on said selectable objects when the pointing location initially arrives at the location of a selectable object disposed on the game screen while the movement of the pointing location on the game screen is maintained by the player's operations, and said acceptance process accepts the selection operation input in a sequential manner, starting with the selectable object at which the pointing location arrives the earliest; and a special effect generation process that generates special effects in the course of a game driven by the player's operations based on the moment when the pointing location initially arrives at the location of the selectable object, and/or the order of acceptance of the selection operation input on the selectable objects.

Abstract: An aircraft flight control system includes at least two flight control computers at least one of which is utilized at any one time to control aircraft flight, each of the at least two flight control computers having at least two processors, each processor being responsive to an aircraft input signal indicative of at least one of a plurality of aircraft flight parameters and being responsive to control laws to provide a control output command signal indicative of a desired control of an aircraft flight control surface. Also, at least one of the at least two processors for each of the at least two flight control computers comprises an abnormal response monitor that is responsive to at least one aircraft input signal indicative of at least one of a plurality of aircraft flight parameters to determine whether the control output command signal is within an acceptable value.

Abstract: Systems and methods for displaying position sensitive datalink messages on avionics displays are provided. In one embodiment, a flight deck instrument display system for an aircraft comprises: a flight plan display screen that displays a graphical representation of at least a part of an aircraft's planned flight path together with symbology representing a position of the aircraft with respect to the aircraft's planned flight path; wherein the flight plan display screen further displays at least one symbol positioned along the graphical representation of at least a part of the aircraft's planned flight path that indicates a point of applicability for a received uplink datalink message.

Abstract: An autonomous flight termination system for terminating vehicle flight after the vehicle is launched from an aircraft includes a global positioning system (GPS) receiver; a termination unit selected from a cut-off switch connected to terminate vehicle flight when actuated, and a switch connected to detonate an explosive on the vehicle; a system controller for receiving a first signal indicating separation of the vehicle from the aircraft and a second signal from the GPS receiver to calculate an actual vehicle trajectory, and for sending a third signal to actuate the termination unit to terminate the flight of the vehicle when the actual vehicle trajectory is determined to be outside the safety bounds of a mission-planned flight trajectory; and a failsafe controller connected to receive operational data of the system controller, and to actuate the termination unit when the operational data indicates that the system is in an error state.

Abstract: Methods and systems are provided for generating a route that facilitates navigating a vehicle to a diversion destination while satisfying applicable safety thresholds or other constraints, such as a maximum landing weight. One exemplary method of facilitating an aircraft landing at a diversion airport involves obtaining a current position of the aircraft, identifying a landing threshold influenced by a characteristic of the aircraft, obtaining one or more constraints associating with diverting to the diversion airport, and determining a route from the current position to the diversion airport based at least in part on the landing threshold and the one or more constraints. The route satisfies the constraints and results in a predicted value for the aircraft, e.g., a predicted aircraft landing weight, that satisfies the landing threshold. A graphical representation of the route is displayed on a display device onboard the aircraft.

Abstract: A flight path setting apparatus includes a display unit, a selector, a range calculator, and a display controller. The display unit displays a flight path of an aircraft. The flight path includes a plurality of points. The selector selects a first point on the basis of an operation performed by a user. The first point is any one of the points displayed by the display unit. The range calculator calculates a non-settable range on the basis of a flight performance and a surrounding environment of the aircraft. The non-settable range is a region that is around the first point and in which a second point is not settable. The second point is subsequent to the first point on the flight path. The display controller causes the display unit to display the non-settable range that relates to the first point and is calculated by the range calculator.

Abstract: Nutritional substance systems and methods are disclosed enabling the tracking and communication of changes in nutritional, organoleptic, and aesthetic values of nutritional substances, and further enabling the adaptive storage and adaptive conditioning of nutritional substances.

Abstract: 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.

Abstract: Disclosed herein is one embodiment of a thrust system that includes at least one modular thrust unit and at least one control module. The at least one modular thrust unit includes a base that is made from structural members that are inter-connectable in a plurality of different structural configurations. The at least one modular thrust unit further includes at least one thrust generator coupleable to the base in a thrust configuration and at least one power source operable to deliver power to the at least one thrust generator. The at least one control module is coupleable to the at least one modular thrust unit and operable to control at least one of the at least one thrust generator and the at least one power source.

Abstract: A method for integrating a new navigation service is implemented in an avionics onboard system comprising a DAL+ core computer and a DAL? peripheral computer for managing the application. The method of integration determines an optimal functional and physical distribution of the elementary functions FU(i) of the new service within the onboard avionics system over the set of possible distributions which minimizes a global cost criterion CG, dependent on several parameters, including at least the additional development cost of the elementary functions integrated within the digital DAL+ core computer, and carries out the integration of the new service.

Abstract: In one example, a method to guide and navigate the aircraft during a complete engine failure is disclosed. Nearby airport data is obtained based on aircraft current location upon detecting the complete aircraft engine failure. Minimum and maximum glide distances of the aircraft are computed based on the current aircraft state parameters and environmental parameters. Candidate reachable airports are determined using the obtained nearby airport data for safe landing based on the computed minimum and maximum glide distances. A glide path for each candidate reachable airport is determined. The aircraft is navigated and guided to a selected one of the candidate reachable airports using an associated glide path.

Abstract: A method of controlling an engine for a propeller-driven aircraft, including setting an initial maximum power limit, wherein the initial maximum power limit is associated with a maximum allowable thrust for an aircraft, receiving an indication that a predetermined aircraft condition is satisfied, and setting an updated maximum power limit.

Abstract: A method and apparatus for processing aerodynamic angles for an aircraft. A first rate of change in an inertial aerodynamic angle is calculated using data received from an inertial measurement system for the aircraft. Further, a second rate of change in an externally measured aerodynamic angle is calculated. Yet further, a filtered aerodynamic angle is generated during a flight of the aircraft using the first rate of change in the inertial aerodynamic angle and the second rate of change in the externally measured aerodynamic angle. Still further, a contribution of the first rate of change in the inertial aerodynamic angle used in generated the filtered aerodynamic angle is changed based on a difference between the first rate of change in the inertial aerodynamic angle and the second rate of change in the externally measured aerodynamic angle, enabling controlling the flight of the aircraft using the filtered aerodynamic angle.

Abstract: Systems, methods and apparatus are provided for translating an alert signal into an auto flight system (AFS) maneuver. The system comprises a first module. The first module is configured to receive an alert signal and to construct one or more AFS mode commands associated with the alert signal. The system also comprises a second module. The second module is configured to read and to execute the one or more AFS mode commands that when executed manipulate two or more standard AFS modes that implement the AFS maneuver. The system further comprises a state machine, which couples the first module to the second module and is configured to coordinate the construction of the one or more AFS mode commands by the first module with an execution of the one or more AFS mode commands by the second module.

Abstract: One embodiment provides a method comprising receiving a flight plan request for a drone. The flight plan request comprises a drone identity, departure information, and arrival information. The method further comprises constructing a modified flight plan for the drone based on the flight plan request, wherein the modified flight plan represents an approved, congestion reducing, and executable flight plan for the drone, and the modified flight plan comprises a sequence of four-dimensional (4D) cells representing a planned flight path for the drone. For each 4D cell of the modified flight plan, the method further comprises attempting to place an exclusive lock on behalf of the drone on the 4D cell, and in response to a failure to place the exclusive lock on behalf of the drone on the 4D cell, rerouting the modified flight plan around the 4D cell to a random neighboring 4D cell.

Abstract: Embodiments of the present invention provide an alternative distributed airborne transportation system. In some embodiments, a method for distributed airborne transportation includes: providing an airborne vehicle with a wing and a wing span, having capacity to carry one or more of passengers or cargo; landing of the airborne vehicle near one or more of passengers or cargo and loading at least one of passengers or cargo; taking-off and determining a flight direction for the airborne vehicle; locating at least one other airborne vehicle, which has substantially the same flight direction; and joining at least one other airborne vehicle in flight formation and forming a fleet, in which airborne vehicles fly with the same speed and direction and in which adjacent airborne vehicles are separated by distance of less than 100 wing spans.

Abstract: Systems and methods for filtering a micro-electromechanical system sensor rate signal with error feedback are provided. In one example, a micro-electromechanical system sensor rate signal is provided. Next, a feedback signal from a feedback loop is subtracted from the micro-electromechanical system sensor rate signal to produce a first combined signal. The first combined signal is then filtered to produce a filtered rate output. The micro-electromechanical system sensor rate signal is then subtracted from the filtered rate output to produce an error signal, wherein the error signal is used in the feedback loop to generate a feedback signal for a future time step.

Abstract: One embodiment is directed towards a method of navigating a body. The method includes determining a respective measured direction of each of a plurality of celestial objects with respect to the body based on an output of one or more star tracking sensors mounted to the body. Calculating an expected direction of at least one of the plurality of celestial objects with respect to the body based on a current navigation solution for the body. Calculating an updated navigation solution for the body based on the expected direction of the at least one celestial object, the measured direction of the plurality of celestial objects, and an output of one or more inertial sensors mounted to the body.