Abstract: A system may include sensor modules configured to generate sensor signals representative of an environment surrounding a vehicle, and a sensor configured to be coupled to the frame of the vehicle at a location spaced from a first sensor module and configured to generate sensor signals representative of movement of the first sensor module relative to a portion of the frame. The system may also include a sensor processor configured to receive the sensor signals representative of movement of the first sensor module and estimate relative motion of the first sensor module relative to the portion of the frame of the vehicle. The sensor processor may also be configured to calculate, based at least in part on the relative motion estimation, a position, orientation, and/or velocity of the vehicle, and a position of objects in the surrounding environment and/or movement of the objects in the surrounding environment.

Abstract: A system and method for providing wireless data communication between a wireless communication system in an aircraft and a stationary communication server outside the aircraft are disclosed. The wireless communication system includes a router network connected to a plurality of antennas, wherein the router network is configured to transmit and receive wireless data communication to and from a stationary communication server outside said aircraft through at least one ground base station via said antennas. The router network includes a plurality of connectivity nodes being physically separated and distributed within the aircraft, the connectivity nodes being connected to each other via a bus, and each connectivity node including a control unit, at least one modem, and preferably a plurality of modems, and a connection to at least one of the antennas. Further, each antenna is connected only to one of the connectivity nodes.

Abstract: A mobile electronic device comprises a communication unit obtaining a first atmospheric pressure value from a roadside unit associated with a pedestrian bridge, an atmospheric pressure sensor obtaining a second atmospheric pressure value of the mobile electronic device, and a controller. The controller calculates a correction value of the second atmospheric pressure value based on the first atmospheric pressure value.

Abstract: Technologies for ensuring functional safety of an electronic device include receiving data by a primary and secondary hardware unit and performing a function on the data. Each of the primary and secondary hardware unit perform the same function on their respective set of data to generate corresponding results. A determination is made whether the hardware units are synchronized and the results can be compared. If so, the results are compared and an alert is generated if the results do not match.

Abstract: Load control apparatuses, systems and methods to control a location, orientation, or rotation of a suspended load by imparting thrust vectors to the suspended load or to a structure that holds the load. The load control apparatuses, systems and method may be integrated into a structure that holds a load, such as a rescue litter. The load control apparatuses, systems, and methods may be modular. The modular load control apparatuses, systems, and methods may be secured to a load or to a structure that holds the load.

Abstract: A method and system of determining or predicting a climb profile for an aircraft, includes receiving, by a controller module, an initial climb profile defining a portion of a flight plan for the aircraft between takeoff and a cruise profile, and an altitude climb constraint defining at least one altitude limitation of the aircraft, determining, by the controller module, that the initial climb profile does not satisfy the altitude constraint, and determining an updated climb profile based on a set of subsequent climb models.

Abstract: Determining calibration values for atmospheric sensors that provide measured pressures used for estimating altitudes of mobile devices. Particular systems and methods determine if any uncalibrated reference-level pressure estimates associated with an unstable pressure sensor should not be used when calibrating the unstable pressure sensor, and calibrate the unstable pressure sensor using all of the uncalibrated reference-level pressure estimates except any uncalibrated reference-level pressure estimate that should not be used when calibrating the unstable pressure sensor.

Abstract: To improve high gain tracking characteristics of an aircraft during inflight probe and drogue refueling and other tasks requiring rapid trim capturing, an attitude hold button on the inceptor controls capture of current aircraft attitude and uses this attitude to update reference attitude datum. The pilot has the option of adjusting the attitude reference using an additional control such as a standard trim hat button.

Abstract: Separation distances between a platform and an air or weather anomaly such as a wake vortex are obtained. Airspeeds of the air or weather anomalies are detected. Maximum airspeeds determined from different detection paths may result one or more airspeed differentials. The one or more airspeed differentials may be used to determine a calculated separation distance. A position of the platform may be maintained or maneuvered relative to the air or weather anomaly based on the calculated separation distance. Control commands may be output to a vehicle control system to perform, direct, or display a navigational solution including maneuvering relative to the air or weather anomaly, where the vehicle control system may include a graphics controller, a flight control system, a flight management system, or an autopilot.

Abstract: Embodiments of the present disclosure disclose an aerial vehicle landing method, a ground control system, and a flight control system. The aerial vehicle landing method includes: selecting, when an aerial vehicle needs to make a diversion, an available alternative landing area according to at least a flight parameter of the aerial vehicle; determining the available alternative landing area as a target waypoint, and planning a new airway according to the target waypoint; and controlling, according to the new airway, the aerial vehicle to fly to the target waypoint. According to the foregoing manners, the embodiments of the present disclosure can resolve problems of unpredictable casualties and property losses that may be caused because the aerial vehicle has an emergency and is landed in a non-predetermined area.

Abstract: A measurement apparatus is to be mounted on a flying craft that flies in vicinity of the architectural structure and the measurement apparatus controls the flying craft to move to a measurement position indicated as a relative position with respect to a position of the flying craft and measures the architectural structure.

Abstract: A method for controlling an aircraft includes determining a target angular velocity of the aircraft based at least in part on a target attitude of the aircraft, determining a target angular acceleration of the aircraft based at least in part on the target angular velocity, and generating a command signal for at least one propulsion unit of the aircraft based at least in part on the target angular acceleration.

Abstract: A device determines, based on location verification data that has been received, that the device is indoors at a first geographic location. The device determines a base measured barometric pressure, and an initial floor that the device is located on in a structure that includes the first geographic location. The device determines an adjusted measured barometric pressure for a second geographic location based on a second measured barometric pressure for the second geographic location and one or more reference barometric pressures that are associated with a reference location. The device determines an altitude for the second geographic location based on the base measured barometric pressure and the adjusted measured barometric pressures. The device causes a server to predict a floor that the device is located on at the second geographic location and to provide floor data that identifies the floor to an interface that is accessible to the device.

Abstract: A radio network node (12) in a wireless communication network (10) configures a wireless device (30) to send a measurement report responsive a determination by the device (30) that its current network coverage condition matches a predefined coverage condition that is characteristic of airborne operation of the device (30) at the current location of the device (30). As advantageously recognized herein, the network coverage condition experienced by the wireless device (30) at its current location changes as it rises above ground level. By configuring die device (30) to send a measurement report when its network coverage condition satisfies a coverage condition that, for the current location of the device (30), is characteristic of airborne operation, the network (10) effectively defines a mechanism for detecting airborne operation of the device and making one or more control decisions for the device (30), e.g., to limit network interference experienced or caused by the device (30).

Abstract: An aerial photogrammetric device comprises an aerial vehicle configured to fly autonomously or remotely controlled, an image pickup device provided on the aerial vehicle and having an optical axis extending in a vertical direction, an attitude detecting device for detecting a tilt angle and a tilting direction with respect to a horizontality or a verticality of the optical axis, a position measuring device, and a control device for controlling a flight of the aerial vehicle, wherein the control device is configured to acquire images at two points by the image pickup device, acquire image acquiring positions at a time of image acquisition from the position measuring device, acquire a detection result of the attitude detecting device at the time of image acquisition, correct the images acquired at the two points into horizontal images based on the detection result, and perform a relative orientation of the obtained horizontal images.

Abstract: Methods for providing a flight management service in a cloud computing environment, the method includes: receiving, an object request by a server from a mobile device wherein the server is located in the cloud computing environment including: at least a flight management system (FMS) connected to a stateless object; processing, by the connected FMS hosted by the server, the object request generating a resource object for a particular flight plan wherein the resource object includes a data set; storing, by the connected FMS, the data set at the stateless object in the cloud environment; and sending, by the server, an object response from the connected FMS to the mobile device, for accessing the data set of the stateless object for the particular flight plan.

Abstract: A computer-implemented method of using telematics data associated with an originating vehicle at a destination vehicle is provided. The method may include receiving telematics data associated with the originating vehicle by (1) a mobile device or (2) a smart vehicle controller associated with a driver or vehicle. The mobile device or smart vehicle controller may analyze the telematics data received to determine that (i) a travel event exists, or (ii) that a travel event message or warning is embedded within the telematics broadcast received. If the travel event exits, the method may include automatically taking a preventive or corrective action, at or via the mobile device or smart vehicle controller, which alleviates a negative impact of the travel event on the driver or vehicle to facilitate safer or more efficient vehicle travel. Insurance discounts may be provided to insureds based upon their usage of the risk mitigation or prevention functionality.

Abstract: Apparatus and methods for controlling an aircraft and/or a vehicle are described. A vehicle speed and direction are received. A wind-over-vehicle speed and direction of wind at the vehicle are measured. An aircraft ground speed and direction are received. An aircraft-relative-to-vehicle speed and an aircraft-relative-to-vehicle direction are calculated based on the aircraft ground speed and direction and the wind-over-vehicle speed and direction. A wind-over-vehicle envelope is calculated based on system design limits for retrieving the aircraft at the vehicle. The wind-over-vehicle envelope maps limits of wind-over-vehicle speeds over a range of directions that enable retrieval of the aircraft at the vehicle. The aircraft and/or the vehicle are controlled using the wind-over-vehicle envelope, the aircraft-relative-to-vehicle speed, and/or the aircraft-relative-to-vehicle direction.

Abstract: Systems and methods are described for changing the performance of an aircraft by customizing aircraft control system parameters based on a subjective personal preference of a pilot. The system includes a user interface for receiving the customized aircraft control system parameters from the pilot. A first aircraft control module may receive the customized aircraft control system parameters from the user interface, and also receive flight control commands from the pilot. The received flight control commands and the received customized aircraft control system parameters may be processed by the first aircraft control module to cause the aircraft to perform according to customized characteristics as determined by the pilot.

Abstract: A method of retrofitting a mechanically controlled aircraft with a fly-by-wire system includes removing a mechanical links between mechanical pilot inputs and actuators operable to drive flight surfaces. Electromechanical actuators are coupled between a plurality of vehicle management computers and the actuators. Each of the electromechanical actuators is operable to receive commands from the vehicle management computers and output a mechanical force to an input linkage of one of the actuators. Electromechanical pilot input modules are coupled to the mechanical pilot inputs. Each of the electromechanical pilot input modules is operable to convert a pilot-driven input force of an instance of the mechanical pilot inputs into an electronic signal indicative of the pilot-driven input force. At least one high performance computer is coupled to at least one of the vehicle management computers.

Abstract: A method for providing operational awareness data onboard an aircraft, by a computing device comprising at least a processor and a system memory element, is provided. The method continuously identifies deviations from operational goals of the aircraft, by the processor, based on a current state of the aircraft, a predicted state of the aircraft, and flight crew perception of the current state and the predicted state; and autonomously initiates a dialogue with flight crew onboard the aircraft by providing voice-data prompts for user action onboard the aircraft, by the processor onboard the aircraft, based on the deviations.

Abstract: An aircraft-based stall prediction and recovery system may be embodied in a flight control system connected to aural/visual annunciators and flight controls (e.g., throttles and control surfaces). Based on received environmental data, the stall prediction and recovery system may detect imminent upset conditions (e.g., underspeed or overspeed) based on minimum and maximum operating speeds for the current airframe, altitude, and atmospheric conditions. The stall prediction and recovery system may notify the crew of the imminent upset and advise corrective measures. If a stall warning is received, the stall prediction and recovery system may engage an auto-recovery mode, notifying the crew of the engagement and restoring the aircraft to a safe target airspeed via automated recovery procedures, e.g., correcting the aircraft angle of attack and/or attitude. Upon resolution of the stall, the stall prediction and recovery system may disengage the auto-recovery mode, notifying the crew via the annunciators.

Abstract: Embodiments include devices and methods for maintaining control of a robotic vehicle when control signals from a main controller are lost. A detector circuit may monitor signals from the main controller to an electronic speed controller (ESC) to detect a loss of valid control signals. The detector circuit may cause an auxiliary controller to begin issuing motor control signals to the ESC in response to detecting a loss of valid control signals. The auxiliary controller may be configured to issue motor control signals to the ESC according to a pre-loaded set of motor control instructions. The pre-loaded set of motor control instructions may be received from the main controller and/or may be configured to cause the auxiliary controller to issue motor control signals to the ESC that control motors in a manner that causes the robotic vehicle to enter a safe mode of operation or execute a particular maneuver.

Abstract: A drone receives an initiation signal which indicates that flight and/or navigation components of the drone are to be activated. Once activated, the drone then determines its initial position using a position-identifying radio signal. The drone then retrieves, from storage, dimensions of a drone-relative geofence. The drone can then calculate, using a processor, the drone-relative geofence having the dimensions with at least a specified floor and a specified radius. The drone adjusts the motor controller inputs to prevent the drone from exiting the calculated drone-relative geofence.

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: A flight control system includes a flight control computer operable in a flight state and a ground state. A high demand trim relief logic is operable by the flight control computer in the ground state. The high demand trim relief logic is configured to automatically modify the neutral position of a rotor when a command input to the flight control computer to control the rotor is near an allowable limit.

Abstract: A control system for controlling at least one rotor of a rotorcraft, the control system comprising at least one piloting member suitable for operating at least one control for controlling movements of the at least one rotor. Such a control system comprises: at least one memory enabling information representative of a predetermined control margin threshold to be stored; calculation means for calculating a current control margin, which margin is defined as being the difference between a current position and a limit of the control for controlling movements of the rotor(s); comparator means for comparing the current control margin with the predetermined control margin threshold; and a control unit for modifying an operating relationship of the control for controlling movements of the rotor(s) when the current control margin is less than or equal to the predetermined control margin.

Abstract: A method and system is provided for encoding and compressing real-time GPS location data collected by a transceiver unit mounted in an aircraft, for transmitting the data and for receiving the data at a ground station configured for decoding the data. Data can be sampled at one-second intervals, then encoded and transmitted in data packets at longer timed intervals. The encoding method can utilize information about the operating characteristics of the aircraft to reduce the number of bits required for the data packets. Multiple encoding schemes can be used to compare in real-time to select the most efficient method of encoding on a packet-by-packet basis.

Abstract: A method for providing medical services to a patient, including: receiving a medical service request associated with a patient location; selecting an aircraft, located at an initial location, from a plurality of aircraft based on the patient location and the initial location; determining a flight plan for flying the aircraft to a region containing the patient location; at a sensor of the aircraft, sampling a first set of flight data; at a processor of the aircraft, autonomously controlling the aircraft to fly based on the flight plan and the set of flight data; selecting a landing location within the region; and landing the aircraft at the landing location, including: sampling a set of landing location data; determining a safety status of the landing location based on the set of landing location data; outputting a landing warning observable at the landing location; at the sensor, sampling a second set of flight data; and in response to determining the safety status and outputting the landing warning, autonomo

Abstract: A method of detecting blockage of a pitot tube includes measuring a pitot tube temperature via one or more temperature sensors located inside a pitot tube, measuring an outside ambient air temperature, comparing the measured pitot tube temperature to a minimum pitot tube temperature threshold for the measured outside ambient air temperature, and determining the pitot tube has a blockage condition when the measured pitot tube temperature is below the minimum pitot tube temperature threshold.

Abstract: A method for operating a rotorcraft includes providing a power hold by performing monitoring one or more operational parameters of the rotorcraft during flight, determining whether operational parameters need adjustment according to a relationship between the operational parameters and operating limits associated with a power setting for the power hold, and determining a flight parameter for one or more flight control devices of the rotorcraft in response to determining that the operational parameters need adjustment. Providing the power hold further includes sending a position set signal to a trim assembly of the rotorcraft to set a first position of a pilot control connected to the trim assembly according to a pilot control setting generated according to the flight parameter, and controlling a flight control device control according to a second position of the pilot control.

Abstract: In a method for automatic movement controlling of a vehicle, at least one trajectory is determined on the basis of environmental and driving state data, and driving state quantities are subsequently calculated for an upcoming time period, using a mathematical vehicle model, taking the trajectory as a basis.

Abstract: A vehicular situation display including a user interface, a display, and a processor is provided to modify a vertical profile of a flight plan. The processor may generate vertical profile display data on the display based, receive a request to edit the vertical profile, expand the vertical profile display data on the display, generate a first movable reference line corresponding to one of an altitude, a distance and a time, receive, from the user interface, a flight plan change request to change an altitude, distance or time of the flight plan, the altitude, distance or time corresponding to the first movable reference line, generate a preview of an updated flight plan, and transmit the approval of the displayed updated flight plan to a flight management system, the flight management system configured to update the flight plan of the aircraft based upon the command to change the flight plan.

Abstract: A system and method for providing state comparison of redundant processors used, e.g. to control a rotor craft. A primary microprocessor is configured to receive input data from a position sensor and a flight condition sensor and determine therefrom a first desired control law state, and a secondary microprocessor is configured to receive input data from the position sensor and the flight condition sensor and determine therefrom a second desired control law state. The first desired control law state from the primary microprocessor and the second desired control law state from the secondary microprocessor are compared, and (a) the first desired control law state is entered when the first desired control law state and the second desired control law state match, and (b) a last known control law state is maintained when the first desired control law state and the second desired control law state do not match.

Abstract: Disclosed is a novel system and method for adjusting a flight path of an aircraft. The method begins with computing a flight path of an aircraft from a starting point to an ending point which incorporates predicted weather effects at different points in space and time. An iterative loop is entered for the flight path. Each of the following steps are performed in the iterative loop. First lift data is accessed from a fine-grain weather model associated with a geographic region of interest. The lift data is data to calculate a force that directly opposes a weight of the aircraft. In addition, lift data is accessed from sensors coupled to the aircraft. The lift data is one or more of 1) thermal data, 2) ridge lift data, 3) wave lift data, 3) convergence lift data, and 4) a dynamic soaring lift data. Numerous embodiments are disclosed.

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: An air/ground contact logic management system for use with fly-by-wire control systems in an aircraft. The system includes a first sensor configured to provide an output signal to determine when the aircraft is in a transition region. A logic management system is in communication with the first sensor and is configured to receive and process the output signal and classify a mode of the aircraft. A controller receives signal data from the logic management system and communicates with a control axis actuator to regulate a level of control authority provided to a pilot. The control authority is individually regulated within each integrator as a result of the individual landing gear states.

Abstract: A critical system comprises a control pathway comprising an actuation unit having a nonlinear behavior, that is able to be controlled by applying an input quantity and whose state is characterized by an output quantity. The behavior of the actuation unit being described by a flat nonlinear model, wherein the system comprises an estimation unit comprising a dynamic inversion linearization module calculating from the measured output quantity, the input quantity of the equivalent linear model; an estimation module estimating a flat output quantity from the input quantity of the equivalent linear model; and a computing module computing a residual based on the estimated flat output quantity and a measured flat output quantity, corresponding to the measured output quantity.

Abstract: Aspects of the disclosure provide a fill port apparatus for filling high altitude balloons, such as those used in communications networks, with lighter than air lift gasses. For instance, the fill port apparatus includes a tubular body portion having a passageway extending between a first end and a second end of the tubular body portion. The fill port apparatus also includes an attachment structure arranged at the first end of the tubular body portion. This structure is configured to attach to a top plate of a balloon envelope. The fill port apparatus also includes a plurality of energy directing structures arranged on an interior surface of the tubular body portion. These energy directing structures extend into the passageway from the interior surface and are each configured to contact at least one other of the plurality of energy directing structures when the tubular body portion is welded to itself.

Abstract: Systems and methods are provided for indicating a bank limit on an instrument display of an aircraft. In an example implementation, static air pressure measurements, impact air pressure measurements, an acceleration measurement, and an angle of attack may be received from corresponding sensors. A current airspeed and a stick shaker speed are determined. A minimum maneuver speed is determined from the current airspeed and the shaker stick speed. A bank limit indicator is provided on the flight display when the current airspeed is equal to or less than the minimum maneuver speed. A bank angle limit is displayed on the bank limit indicator based on the extent to which the current airspeed is equal to or less than the minimum maneuver speed.

Abstract: A method and apparatus for estimating gyro scale factor during normal spacecraft operations, using small attitude motions that are compliant with mission pointing accuracy and stability requirements and a signal processing method that specifically detects the intentionally induced motions. This process increases operational availability by avoiding the need to take the spacecraft offline for large calibration maneuvers.

Abstract: The subject matter disclosed herein relates to a system and method for receiving a plurality of signals generated by a plurality of sensors adapted to detect physical movement of a mobile device with respect to a plurality of coordinate axes. A time at which at least one of the received signals is digitized is delayed to provide an output of digitized versions of the received plurality of signals synchronized with respect to a common point in time.

Abstract: A method for autonomous controlling of an aerial vehicle, wherein a flight operator commands the aerial vehicle, comprising the steps of: measuring flight and/or system data of the aerial vehicle; performing an evaluation of a flight condition of the aerial vehicle based on the measured data and based on at least one decision criterion; and, issuing at least one autonomous controlling command, if, as a result of the evaluation of the flight condition, the aerial vehicle is in danger.

Abstract: A method is provided for calculating the estimated navigation performance prediction for a trajectory associated with a list of segments of a flight plan. A method for displaying the navigation performance in a corridor trajectory so as to guarantee compliance with the navigation performance requirements while offering immediate viewing of the navigation latitude in a corridor is also provided.

Abstract: A system for calculating airspeed and dynamic pressure comprises a system body, an internal accelerometer, located within the system body, an internal pressure sensor, located in the system body, the internal pressure sensor being not hermetically sealed within the system body and capable of measuring the static pressure of the ambient atmosphere, and a processor in reception of the internal accelerometer, and the internal pressure sensor, capable of calculating Mach number via an axial acceleration, and capable of calculating a dynamic pressure and a true airspeed via the Mach number.

Abstract: This disclosure relates generally to Unmanned Aerial Vehicle (UAV), and more particularly to system and a method for landing of an Unmanned Aerial Vehicle (UAV). In one embodiment, the method includes estimating a 3-dimensional (3D) location of at least one media sensor mounted on the UAV relative to a marker representative of a landing location of the UAV. The marker comprises a recursive geometrical pattern. The landing of the UAV on the marker at the landing location is facilitated based on the 3D location of the at least one media sensor mounted on the UAV relative to the marker.

Abstract: In one embodiment, a method includes receiving flight path data regarding the presence of an unmanned aerial vehicle (UAV) at a location at a future time, detecting the presence of the UAV at the location at the future time, determining radio identity data of the UAV using a radio mode of identification, determining optical identity data of the UAV using an optical mode of identification, and certifying the UAV based on a comparison of the radio identity data and the optical identity data to the flight path data.

Abstract: Disclosed is a Global Positioning System (“GPS”) independent navigation system (“GINS”) for a self-guided aerial vehicle (“SAV”). The SAV has a housing, where the housing has an outer surface, a length, a front-end, and a longitudinal axis along the length of the housing. The GINS includes a first optical sensor, a second optical sensor, a storage unit, and a comparator.

Abstract: Various methods, apparatuses and/or articles of manufacture are provided which may be implemented using one or more fixed electronic devices to generate a reference data report corresponding to a particular environment. Various methods, apparatuses and/or articles of manufacture are provided which may be implemented using one or more mobile electronic devices to generate an environment report corresponding to a particular environment.

Abstract: A method of increasing the performance of an aircraft, missile, munition or ground vehicle with plasma actuators, and more particularly of controlling fluid flow across their surfaces or other surfaces which would benefit from such a method, includes the design of an aerodynamic plasma actuator for the purpose of controlling airflow separation over a control surface of a aircraft, missile, or a ground vehicle, and a method of determining a modulation frequency for the plasma actuator for the purpose of fluid flow control over these vehicles. Various embodiments provide steps to increase the efficiency of aircraft, missiles, munitions and ground vehicles. The method of flow control reduces the power requirements of the aircraft, missile, munition or ground vehicle. These methods also provide alternative aerodynamic control using low-power hingeless plasma actuator devices.