Office Action 1: Non-Final Rejection (2024-10-21)
Rejection types: 102 - Lack of Novelty

CLAIMS:
CLAIM AMENDMENTS

1-20. (Canceled)219

21\. A system, comprising:one or more flight components of an electric aircraft;
a pilot control;
a pilot display; and
a flight controller communicatively connected to the pilot control and the one or more flight components, the flight controller configured to:
receive a pilot instruction from the pilot control;
control the one or more flight components as a function of the pilot instruction and a transition phase of flight, the transition phase of flight comprising a transition between a hover state and a fixed-wing flight state of the electric aircraft;
determine a minimum safe speed for the electric aircraft;
determine one or more flight parameters; and
display the one or more flight parameters and the minimum safe speed on the pilot display during the transition phase of flight.

22\. The system of claim 21, wherein:the one or more flight components comprise a lift component of the electric aircraft, and
the flight controller configured to control the one or more flight components comprises the flight controller configured to control lift generated by the lift component.

23\. The system of claim 21, wherein:the one or more flight components comprise a pusher component of the electric aircraft, and the flight controller configured to control the one or more flight components comprises the flight controller configured to control thrust generated by the pusher component.
Lee&Hayes3B339-6068UsC2(135UsC2)

24\. The system of claim 21, wherein the one or more flight parameters comprise one or more of:a lift,
a thrust,
a trajectory, an altitude,
an airspeed velocity, or a groundspeed velocity.

25\. The system of claim 21, wherein the pilot instruction comprises an instruction to implement the transition between the hover state and the fixed-wing flight state of the electric aircraft.

26\. The system of claim 25, wherein the flight controller is configured to automatically control the one or more flight components during the transition between the hover state and the fixed-wing flight state of the electric aircraft as a function of the pilot instruction.

27\. The system of claim 21, wherein the flight controller is further configured to display a warning associated with the minimum safe speed on the pilot display during the transition phase of flight.

28\. A method, comprising:receiving, at a flight controller of an electric aircraft from a pilot control, a pilot instruction;
controlling, by the flight controller as a function of the pilot instruction and a transition phase of flight, one or more flight components of the electric aircraft, the transition phase of flight comprising a transition between a hover state and a fixed-wing flight state of the electric aircraft;
determining, at the flight controller, a minimum safe speed for the electric aircraft;
determining, at the flight controller, one or more flight parameters; ands4 B339-6068USC2 (135USC2) Lee&Hayes displaying, by the flight controller on a pilot display during the transition phase of flight,
the one or more flight parameters and the minimum safe speed.

29\. The method of claim 28, wherein controlling the one or more flight components comprises controlling lift generated by a lift component of the electric aircraft.

30\. The method of claim 28, wherein controlling the one or more flight components comprises controlling thrust generated by a pusher component of the electric aircraft.

31\. The method of claim 28, wherein receiving the pilot instruction comprises receiving an instruction to transition the electric aircraft between the hover state and the fixed-wing flight state.

32\. The method of claim 28, wherein:the method further comprises determining that the electric aircraft is in the hover state; and
controlling the one or more flight components comprises initiating, by the flight controller, thrust at a pusher component of the one or more flight components of the electric aircraft.

33\. The method of claim 28, further comprising:determining that an airspeed velocity of the electric aircraft meets or exceeds the minimum safe speed; and
disengaging a lift component of the one or more flight components of the electric aircraft as based at least in part on determining that the airspeed velocity of the electric aircraft meets or exceeds the minimum safe speed.

34\. The method of claim 28, wherein the one or more flight parameters comprise one or more of:a lift,
a thrust,a trajectory, an altitude,SVG {EMBED HERE} 0.2571.255B339-6068UsC2(135USC2) an airspeed velocity, or a groundspeed velocity.

35\. A system, comprising:a pilot control;
a pilot display; and
a flight controller communicatively connected to the pilot control and configured to control an electric aircraft, the flight controller configured to:
receive a pilot instruction from the pilot control;
control at least one of a pusher component of the electric aircraft or a lift component of the electric aircraft as a function of the pilot instruction and a transition phase of flight, the transition phase of flight comprising a transition between a hover state and a fixed-wing flight state of the electric aircraft;
determine a minimum safe speed for the electric aircraft; and
display a warning indicating the minimum safe speed on the pilot display during the transition phase of flight.

36\. The system of claim 35, wherein the flight controller is further configured to determine the warning as a function of the pilot instruction and the minimum safe speed.

37\. The system of claim 35, wherein the pilot instruction comprises an instruction to transition the electric aircraft between the hover state and the fixed-wing flight state.

38\. The system of claim 35, wherein the warning further indicates one or more of:a lift,
a thrust,
a trajectory, an altitude,
an airspeed velocity, or a groundspeed velocity.
s6B339-6068UsC2(135UsC2) Lee&Hayes

39\. The system of claim 35, wherein the flight controller is further configured to:determine that an airspeed velocity of the electric aircraft meets or exceeds the minimum safe speed; and
disengage the lift component based at least in part on determining that the airspeed velocity of the electric aircraft meets or exceeds the minimum safe speed.
40\. The system of claim 35, wherein the flight controller is configured to control at least one of the pusher component or the lift component further as a function of an airspeed velocity of the electric aircraft and the minimum safe speed.SVG {EMBED HERE} 0.2571.257 B339-6068USC2 (135USC2)

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Specification
The lengthy specification has not been checked to the extent necessary to determine the presence of all possible minor errors. Applicant’s cooperation is requested in correcting any errors of which applicant may become aware in the specification.
Claim Rejections - 35 USC § 102
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
Claim(s) 21-35 & 37-40 is/are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Wong et al. (US Patent No. 10,011,348 B1).
Regarding claim 21
Wong teaches a system, (See column 2, line 24 – column 3, line 19) comprising: one or more flight components (See figure 1, ref # 102 & 104) of an electric aircraft; (See column 3, lines 5-11 & figure 1, ref # 100) a pilot control; (See column 3, lines 22-41 & figures 3, 4, & 6) a pilot display; (See column 6, lines 29-39) and a flight controller (See column 3, lines 22-41) communicatively connected to the pilot control (See figures 3, 4, & 6) and the one or more flight components, (See figure 1, ref # 102 & 104) the flight controller (See column 3, lines 22-41) configured to: receive a pilot instruction from the pilot control; (See column 3, lines 22-41 & figures 3, 4, & 6) control the one or more flight components (See figure 1, ref # 102 & 104) as a function of the pilot instruction and a transition phase of flight, the transition phase of flight comprising a transition between a hover state and a fixed-wing flight state of the electric aircraft; (See column 2, line 24 – column 3, line 19 & figure 1, ref # 100) determine a minimum safe speed for the electric aircraft; (See column 2, line 47 – column 3, line 11 & figure 1, ref # 100) determine one or more flight parameters; (See column 2, line 47 – column 3, line 11) and display the one or more flight parameters and the minimum safe speed on the pilot display during the transition phase of flight.  (See column 2, line 47 – column 3, line 11 & column 6, lines 29-39)
Regarding claim 22
Wong teaches wherein: the one or more flight components comprise a lift component (See figure 1, ref # 102) of the electric aircraft, (See figure 1, ref # 100) and the flight controller configured to control the one or more flight components comprises the flight controller configured to control lift generated by the lift component.  (See column 2, line 47 – column 3, line 41 & figure 1, ref # 102)
Regarding claim 23
Wong teaches wherein: the one or more flight components comprise a pusher component (See figure 1, ref # 104) of the electric aircraft, (See figure 1, ref # 100) and the flight controller configured to control the one or more flight components comprises the flight controller configured to control thrust generated by the pusher component.  (See column 2, line 47 – column 3, line 41 & figure 1, ref # 104)
Regarding claims 24 & 38
Wong teaches wherein the one or more flight parameters comprise one or more of: a lift, a thrust, a trajectory, an altitude, an airspeed velocity, or a groundspeed velocity.  (See column 6, lines 29-48)
Regarding claims 25 & 37
Wong teaches wherein the pilot instruction comprises an instruction to implement the transition between the hover state and the fixed-wing flight state of the electric aircraft.  (See column 3, lines 22-41 & figure 1, ref # 100)
Regarding claim 26
Wong teaches wherein the flight controller (See column 3, lines 22-41) is configured to automatically control the one or more flight components (See figure 1, ref # 102 & 104) during the transition between the hover state and the fixed-wing flight state of the electric aircraft (See figure 1, ref # 100) as a function of the pilot instruction.  (See column 3, lines 22-41)
Regarding claim 27
Wong teaches wherein the flight controller (See column 3, lines 22-41) is further configured to display a warning associated with the minimum safe speed on the pilot display during the transition phase of flight.  (See column 2, line 47 – column 3, line 11 & column 6, lines 29-48)
Regarding claims 28-31 & 34
The operation of the apparatus of claims 21, 22, 23, 25, & 24 meets the limitation of the method of claims 28, 29, 30, 31, & 34.
Regarding claim 32
Wong teaches wherein: the method further comprises determining that the electric aircraft (See figure 1, ref # 100) is in a hover state; and controlling the one or more flight components (See figure 1, ref # 102 & 104) comprises initiating, by the flight controller, (See column 3, lines 22-41) thrust at a pusher component (See figure 1, ref # 104) of the one or more flight components (See figure 1, ref # 102 & 104) of the electric aircraft.  (See figure 1, ref # 100)
Regarding claim 33
The operation of the apparatus of claim 39 meets the limitation of the method of claim 33.
Regarding claim 35
Wong teaches a system, (See column 2, line 24 – column 3, line 19) comprising: a pilot control; (See column 3, lines 22-41 & figures 3, 4, & 6) a pilot display; (See column 6, lines 29-39) and a flight controller (See column 3, lines 22-41) communicatively connected to the pilot control (See figures 3, 4, & 6) and configured to control an electric aircraft, (See figure 1, ref # 100) the flight controller (See column 3, lines 22-41) configured to: receive a pilot instruction from the pilot control; (See column 3, lines 22-41 & figures 3, 4, & 6) control at least one of a pusher component (See figure 1, ref # 104) of the electric aircraft (See figure 1, ref # 100) or a lift component (See figure 1, ref # 102) of the electric aircraft (See figure 1, ref # 100) as a function of the pilot instruction and a transition phase of flight, the transition phase of flight comprising a transition between a hover state and a fixed-wing flight state of the electric aircraft; (See column 2, line 24 – column 3, line 19 & figure 1, ref # 100) determine a minimum safe speed for the electric aircraft; (See column 2, line 47 – column 3, line 11 & figure 1, ref # 100) and display a warning indicating the minimum safe speed on the pilot display during the transition phase of flight.  (See column 2, line 47 – column 3, line 11 & column 6, lines 29-39)
Regarding claim 39
Wong teaches wherein the flight controller (See column 3, lines 22-41) is further configured to: determine that an airspeed velocity of the electric aircraft (See figure 1, ref # 100) meets or exceeds the minimum safe speed; (See column 2, line 47 – column 3, line 19) and disengage the lift component (See figure 1, ref # 102) based at least in part on determining that the airspeed velocity of the electric aircraft (See figure 1, ref # 100) meets or exceeds the minimum safe speed.  (See column 2, line 24 – column 3, line 19)
Regarding claim 40
Wong teaches wherein the flight controller (See column 3, lines 22-41) is configured to control at least one of the pusher component (See figure 1, ref # 104) or the lift component (See figure 1, ref # 102) further as a function of an airspeed velocity of the electric aircraft (See figure 1, ref # 100) and the minimum safe speed.  (See column 2, line 24 – column 3, line 19)
Allowable Subject Matter
Claim 36 is objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
The following is a statement of reasons for the indication of allowable subject matter:  	Regarding claim 36,
The prior art does not disclose or suggest the claimed “wherein the flight controller is further configured to determine the warning as a function of the pilot instruction and the minimum safe speed” in combination with the remaining claim elements as set forth in claim 36.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure.
The references Sada-Salinas et al. (Pub No. US 2016/0297520 A1) discloses a system and method for flight control of an electric vertical takeoff and landing (eVTOL) aircraft, the system comprising: a pilot control connected to an eVTOL aircraft, wherein the pilot control is configured to transmit a pilot instruction of a pilot; a pusher component connected to the eVTOL aircraft; a lift component connected to the eVTOL aircraft; and a flight controller communicatively connected to the pilot control, wherein the flight controller is configured to: estimate a stall speed for the eVTOL aircraft as a function; receive the pilot instruction from the pilot control; initiate operation of the pusher component as a function of the pilot instruction; terminate operation of the lift component as a function of the pilot instruction; wherein the pilot instruction comprises at least information on a pilot's desired transition from substantially vertical flight of the eVTOL aircraft to substantially horizontal flight of the eVTOL aircraft; wherein the pusher component comprises at least a propulsor; wherein the pusher component is configured to generate a generally forward thrust for the eVTOL aircraft; wherein the lift component comprises at least a propulsor; wherein the lift component is configured to generate a generally upward thrust for the eVTOL aircraft; wherein the flight controller comprises a computing device; and wherein the flight controller is further configured to: increase a rotational speed of the pusher component; and decrease a rotational speed of the lift component; but does not teach a warning for stall speed but rather autonomously corrects for stall as a function of pilot instructions and stall speed.
The reference Kroo et al. (Pub No. US 2018/0086448 A1) discloses a system and method for flight control of an electric vertical takeoff and landing (eVTOL) aircraft, the system comprising: a pilot control connected to an eVTOL aircraft, wherein the pilot control is configured to transmit a pilot instruction of a pilot; and a flight controller communicatively connected to the pilot control, wherein the flight controller is configured to: estimate a stall speed for the eVTOL aircraft as a function; receive the pilot instruction from the pilot control; wherein the pilot instruction comprises at least information on a pilot's desired transition from substantially vertical flight of the eVTOL aircraft to substantially horizontal flight of the eVTOL aircraft; wherein the pilot control comprises at least one of a control switch and a control lever; and wherein the flight controller comprises a computing device; but does not teach a warning for stall speed but rather autonomously corrects for stall as a function of pilot instructions and stall speed.
The reference Winkelstein (Pub No. US 2021/0053694 A1) discloses a system and method for a flight control of an electric vertical takeoff and landing (VTOL) aircraft, the system comprising: a pilot control connected to an eVTOL aircraft, wherein the pilot control is configured to transmit a pilot instruction of a pilot; a pusher component connected to the eVTOL aircraft; a lift component connected to the eVTOL aircraft; and a flight controller communicatively connected to the pilot control, wherein the flight controller is configured to: receive the pilot instruction from the pilot control; initiate operation of the pusher component as a function of the pilot instruction; terminate operation of the lift component as a function of the pilot instruction; and wherein the flight controller comprises a proportional-integral- derivative (PID) controller.
The reference Ullman et al. (US Patent No. 10,926,868 B1) discloses a system and method for an aircraft, a flight controller configured to: estimate a stall speed for the aircraft as a function; receive the pilot instruction from the pilot control; but does not teach a warning for stall speed but rather autonomously corrects for stall as a function of pilot instructions and stall speed.
The references Parks et al. (Pub No. US 2018/0305005 A1), Duffy et al. (Pub No. US 2019/0092461 A1), & Louis et al. (Pub No. US 2018/0362154 A1) each disclose a system and method for flight control of an electric vertical takeoff and landing (eVTOL) aircraft, the system comprising: a pilot control connected to an eVTOL aircraft, wherein the pilot control is configured to transmit a pilot instruction of a pilot; a pusher component connected to the eVTOL aircraft; a lift component connected to the eVTOL aircraft; and a flight controller communicatively connected to the pilot control, wherein the flight controller is configured to: receive the pilot instruction from the pilot control; initiate operation of the pusher component as a function of the pilot instruction; terminate operation of the lift component as a function of the pilot instruction; wherein the pilot instruction comprises at least information on a pilot's desired transition from substantially vertical flight of the eVTOL aircraft to substantially horizontal flight of the eVTOL aircraft; wherein the pusher component comprises at least a propulsor; wherein the pusher component is configured to generate a generally forward thrust for the eVTOL aircraft; wherein the lift component comprises at least a propulsor; wherein the lift component is configured to generate a generally upward thrust for the eVTOL aircraft; wherein the flight controller comprises a computing device; and wherein the flight controller is further configured to: increase a rotational speed of the pusher component; and decrease a rotational speed of the lift component.
The reference Graves et al. (Pub No. US 2020/0079501 A1) discloses a system and method for flight control of an electric vertical takeoff and landing (eVTOL) aircraft, the system comprising: a pilot control connected to an eVTOL aircraft, wherein the pilot control is configured to transmit a pilot instruction of a pilot; a pusher component connected to the eVTOL aircraft; a lift component connected to the eVTOL aircraft; and a flight controller communicatively connected to the pilot control, wherein the flight controller is configured to: receive the pilot instruction from the pilot control; initiate operation of the pusher component as a function of the pilot instruction; terminate operation of the lift component as a function of the pilot instruction.
The references Clark et al. (Pub No. US 2021/0309383 A1), Clark et al. (Pub No. US 2020/0307390 A1), & Clark et al. (Pub No. US 2021/0139138 A1) each are similar cases with the same Assignee but different Inventors and have similar figures as the Instant Application.


NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Allowable Subject Matter
Claims 21-40 are allowed.
The following is an examiner’s statement of reasons for allowance:
Regarding claim 21,
The prior art does not disclose or suggest the claimed “determine, as a function of the pilot instruction and the minimum safe speed, one or more flight parameters” in combination with the remaining claim elements as set forth in claim 21.
Regarding claim 28,
The prior art does not disclose or suggest the claimed “determining, at the flight controller as a function of the pilot instruction and the minimum safe speed, one or more flight parameters” in combination with the remaining claim elements as set forth in claim 28.
Regarding claim 35,
The prior art does not disclose or suggest the claimed “determine a warning as a function of the pilot instruction and the minimum safe speed” in combination with the remaining claim elements as set forth in claim 35.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion

CITED REFERENCE SUMMARIES: Ref US10011348B1: Claims:
What is claimed is: 1. A system, comprising: a vertical thrust lever which has a first range of motion and which is configured to output a first signal level, wherein the first signal level is based at least in part on the position of the vertical thrust lever within the first range of motion and the first signal level is used to control a first set of one or more rotors which rotate in a horizontal plane; and a thumb controller which is coupled to the vertical thrust lever, which has a second range of motion, and which is configured to output a second signal level, wherein: the second signal level is based at least in part on the position of the thumb controller within the second range of motion and the second signal level is used to control a second set of one or more rotors which rotate in a vertical plane; the position of the thumb controller is independent of the position of the vertical thrust lever; and the thumb controller is configured to control the second set of rotors such that: in a combined mode, the second set of rotors outputs a first thrust output and a second thrust output that are matching; and in a differential mode, the second set of rotors outputs a third thrust output and a fourth thrust output with opposite signs. 2. The system recited in claim 1, wherein the vertical thrust lever includes a detent associated with zero thrust. 3. The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust. 4. The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust, wherein the lock includes a ring lock. 5. The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust, wherein the lock includes a cam lock. 6. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; and the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts. 7. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider. 8. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider which in turn includes a detent associated with zero thrust. 9. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider which in turn includes a detent associated with a recommended sustained maximum. 10. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; and the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs. 11. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs; and the differential axial thrust thumb slider includes a left-right thumb slider. 12. The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs; and the differential axial thrust thumb slider includes a left-right thumb slider which in turn includes a detent associated with zero thrust. 13. The system recited in claim 1, further comprising a momentary push button which is configured to clear at least one displayed message. 14. The system recited in claim 1, further comprising a momentary push button which is configured to mark an event. 15. The system recited in claim 1, further comprising a momentary push button which is configured to mark an event, including by storing current coordinates. 16. The system recited in claim 1, wherein the vertical thrust lever is door-mounted. 17. A method, comprising: outputting a first signal level from a vertical thrust lever which has a first range of motion, wherein the first signal level is based at least in part on the position of the vertical thrust lever within the first range of motion and the first signal level is used to control a first set of one or more rotors which rotate in a horizontal plane; and outputting a second signal level from a thumb controller which is coupled to the vertical thrust lever and which has a second range of motion, wherein: the second signal level is based at least in part on the position of the thumb controller within the second range of motion and the second signal level is used to control a second set of one or more rotors which rotate in a vertical plane; the position of the thumb controller is independent of the position of the vertical thrust lever; and the thumb controller is configured to control the second set of rotors such that: in a combined mode, the second set of rotors outputs a first thrust output and a second thrust output that are matching; and in a differential mode, the second set of rotors outputs a third thrust output and a fourth thrust output with opposite signs.
A system, comprising: a vertical thrust lever which has a first range of motion and which is configured to output a first signal level, wherein the first signal level is based at least in part on the position of the vertical thrust lever within the first range of motion and the first signal level is used to control a first set of one or more rotors which rotate in a horizontal plane; and a thumb controller which is coupled to the vertical thrust lever, which has a second range of motion, and which is configured to output a second signal level, wherein: the second signal level is based at least in part on the position of the thumb controller within the second range of motion and the second signal level is used to control a second set of one or more rotors which rotate in a vertical plane; the position of the thumb controller is independent of the position of the vertical thrust lever; and the thumb controller is configured to control the second set of rotors such that: in a combined mode, the second set of rotors outputs a first thrust output and a second thrust output that are matching; and in a differential mode, the second set of rotors outputs a third thrust output and a fourth thrust output with opposite signs.
The system recited in claim 1, wherein the vertical thrust lever includes a detent associated with zero thrust.
The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust.
The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust, wherein the lock includes a ring lock.
The system recited in claim 1, wherein: the vertical thrust lever includes a detent associated with zero thrust; and the system further includes a lock which is configured to lock the vertical thrust lever at the detent associated with zero thrust, wherein the lock includes a cam lock.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; and the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider which in turn includes a detent associated with zero thrust.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a combined axial thrust thumb slider which is configured to control the second set of rotors such that in the combined mode, the left rotor and the right rotor respectively produce the first thrust output and the second thrust output that are matching thrusts; and the combined axial thrust thumb slider includes a fore-aft thumb slider which in turn includes a detent associated with a recommended sustained maximum.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; and the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs; and the differential axial thrust thumb slider includes a left-right thumb slider.
The system recited in claim 1, wherein: the second set of rotors includes a left rotor and a right rotor; the thumb controller includes a differential axial thrust thumb slider which is configured to control the second set of rotors such that in the differential mode, the left rotor and the right rotor respectively produce the third thrust output and the fourth thrust output with opposite signs; and the differential axial thrust thumb slider includes a left-right thumb slider which in turn includes a detent associated with zero thrust.
The system recited in claim 1, further comprising a momentary push button which is configured to clear at least one displayed message.
The system recited in claim 1, further comprising a momentary push button which is configured to mark an event.
The system recited in claim 1, further comprising a momentary push button which is configured to mark an event, including by storing current coordinates.
The system recited in claim 1, wherein the vertical thrust lever is door-mounted.
A method, comprising: outputting a first signal level from a vertical thrust lever which has a first range of motion, wherein the first signal level is based at least in part on the position of the vertical thrust lever within the first range of motion and the first signal level is used to control a first set of one or more rotors which rotate in a horizontal plane; and outputting a second signal level from a thumb controller which is coupled to the vertical thrust lever and which has a second range of motion, wherein: the second signal level is based at least in part on the position of the thumb controller within the second range of motion and the second signal level is used to control a second set of one or more rotors which rotate in a vertical plane; the position of the thumb controller is independent of the position of the vertical thrust lever; and the thumb controller is configured to control the second set of rotors such that: in a combined mode, the second set of rotors outputs a first thrust output and a second thrust output that are matching; and in a differential mode, the second set of rotors outputs a third thrust output and a fourth thrust output with opposite signs.
Ref US20160297520A1: Claims:
1. An unmanned aerial vehicle system configured for VTOL (Vertical Take-Off and Landing), comprising:
an aircraft comprising:
a fuselage;
a first wing connected to the fuselage;
a second wing connected to the fuselage; and
a first propulsion system carried by at least one of the fuselage, the first wing, or the second wing; and
 a removable second propulsion system that includes:
a first nacelle releasably coupled to the first wing;
a second nacelle releasably coupled to the second wing, wherein each of the first and second nacelles includes a power source and at least one VTOL rotor coupled to the power source.
2. The system of claim 1 wherein the power source includes a battery.
3. The system of claim 1 wherein the at least one VTOL rotor includes a first pair of counter-rotating VTOL rotors carried by the first nacelle and a second pair of counter-rotating VTOL rotors carried by the second nacelle.
4. The system of claim 1 wherein each of the first and second nacelles includes a stabilizing fin.
5. The system of claim 1 wherein the first and second nacelles each have a center of gravity longitudinally aligned with a center of gravity of the aircraft.
6. The system of claim 1 wherein the first and second nacelles each have an attachment mechanism positioned to releasably attach the corresponding nacelle to the corresponding wing.
7. The system of claim 6 wherein the attachment mechanism includes a bolted bracket.
8. The system of claim 1 wherein each of the first and second nacelles includes a release mechanism configured to release the corresponding nacelle in flight.
9. The system of claim 8 wherein the release mechanism includes an actuator.
10. The system of claim 8 wherein each of the first and second nacelles includes a deployable, in-flight speed reduction device.
11. The system of claim 10 wherein the speed reduction device includes a deployable lifting surface.
12. The system of claim 10 wherein the speed reduction device includes a deployable parachute.
13. The system of claim 1, further comprising a structural connection device connected between the first and second nacelles, independent of the fuselage, the first wing and the second wing.
14. The system of claim 1 wherein the first propulsion system includes at least one of a tractor propeller and a pusher propeller.
15. An unmanned VTOL (Vertical Take-Off and Landing) system, comprising a nacelle;
a power source carried by the nacelle; multiple VTOL rotors carried by the nacelle and coupled to the power source; and an attachment system carried by the nacelle and configured to releasably attach the nacelle to an aircraft wing.
16. The system of claim 15 wherein the power source includes a battery.
17. The system of claim 15 wherein the nacelle is a first nacelle, the power source is a first power source, the at least one VTOL rotor is a first VTOL rotor and the attachment system is a first attachment system, and wherein the system further comprises:
a second nacelle;
a second power source carried by the second nacelle;
at least one second VTOL rotor carried by the second nacelle and coupled to the second power source; and
a second attachment system carried by the second nacelle and configured to releasably attach the second nacelle to an aircraft wing.
18. The system of claim 15 wherein the attachment system includes at least one bolted bracket.
19. A method for configuring an unmanned VTOL (Vertical Take-Off and Landing) system, comprising:
in preparation for VTOL flight, releasably attaching a first nacelle to a first wing of a fixed-wing unmanned aerial vehicle (UAV), and releasably attaching a second nacelle to a second wing of the UAV, wherein each of the first and second nacelles includes a power source and at least one VTOL rotor coupled to the power source; releasably coupling a first signal communication link between the first nacelle and the first wing; and releasably coupling a second signal communication link between the second nacelle and the second wing.
20. The method of claim 19 wherein the UAV has a first center of gravity before the first and second nacelles are attached and wherein the UAV has a second center of gravity after the first and second nacelles are attached, and wherein the first and second centers of gravity have the same longitudinal location.
21. The method of claim 19, further comprising:
in preparation for non-VTOL flight, removing the first nacelle from the first wing of the UAV, and removing the second nacelle from the second wing of the UAV.
22. The method of claim 21 wherein removing the first and second nacelles includes removing the first second nacelles while the aircraft is stationary.
23. The method of claim 21 wherein removing the first and second nacelles includes removing the first second nacelles while the aircraft is in flight.
24. The method of claim 23, further comprising flying the first and second nacelles to a landing site, independent of the unmanned aerial vehicle.
Ref US20180086448A1: Claims:
1. A tilt-wing aircraft, comprising:
a fuselage; a first wing tiltably mounted at or near a forward end of the fuselage; a second wing rotatably mounted to the fuselage at a position aft of the first wing; wherein the first wing and the second wing each is coupled to the fuselage by a tilt mechanism configured to rotate the wing between a first position in which the w
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