Patent Publication Number: US-2023159160-A1

Title: Hover and thrust control assembly for dual-mode aircraft

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. Nonprovisional Pat. Application Serial No. 16/929,206, filed on Jul. 15, 2020, and entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” which is incorporated by reference herein in its entirety. 
    
    
     FIELD OF THE INVENTION 
     The present invention generally relates to the field of aircraft and aircraft components. In particular, the present invention is directed to a hover and thrust control assembly for dual-mode aircraft. 
     BACKGROUND 
     The burgeoning of electric vertical take-off and landing (eVTOL) aircraft technologies promises an unprecedented forward leap in energy efficiency, cost savings, and the potential of future autonomous and unmanned aircraft. However, the technology of eVTOL aircraft is still lacking in crucial areas of energy efficiency and ease of control. The latter is particularly problematic as it compounds the already daunting challenges to pilots attempting to adjust to a rapidly evolving and increasingly unfamiliar form of aircraft. 
     SUMMARY OF THE DISCLOSURE 
     In an aspect, a hover and thrust control assembly for dual-mode aircraft including a plurality of flight components mechanically coupled to an aircraft includes a support structure attached to an aircraft frame of an aircraft having at least a vertical thrust propulsor and at least a forward thrust propulsor, a throttle lever rotatably coupled to the support structure, wherein rotating the throttle lever in a first direction increases torque to the at least a vertical thrust propulsor and rotating the throttle lever in a second direction decreases torque to the at least a vertical thrust propulsor, and a linear thrust control mounted on the throttle lever, wherein movement of the linear thrust control in a first direction increases forward thrust of the at least forward thrust propulsor, and movement of the linear thrust control in a second direction decreases forward thrust of the forward thrust propulsor. 
     These and other aspects and features of non-limiting embodiments of the present invention will become apparent to those skilled in the art upon review of the following description of specific non-limiting embodiments of the invention in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For the purpose of illustrating the invention, the drawings show aspects of one or more embodiments of the invention.. However, it should be understood that the present invention is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein: 
         FIG.  1    illustrates an exemplary embodiment of a hover and thrust control assembly; 
         FIG.  2    illustrates an exemplary embodiment of an aircraft with vertical and forward propulsion; 
         FIG.  3    is a diagrammatic illustration of an exemplary embodiment of a thumbwheel sensor layout; 
         FIG.  4    is a diagrammatic representation of an exemplary embodiment of a linear thrust control thumbwheel; 
         FIG.  5    illustrates an exemplary embodiment of a hover and thrust control assembly; and 
         FIG.  6    is a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system. 
     
    
    
     The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted. 
     DETAILED DESCRIPTION 
     Aspects of the present disclosure combine a hover and forward thrust control assembly for a dual-mode aircraft system. In an embodiment, an assembly may provide a user with the ability to control use of vertical propulsor and forward propulsor by use of a linear thrust control assembly that may be mounted to a throttle lever. In embodiments disclosed herein, mounted linear thrust control on a throttle lever may include haptic feedback. Some embodiments may aid a pilot in operating aircraft at efficient forward cruising speeds. Embodiments may further aid a pilot in operating controls in performing at an optimal rate. Further, embodiments disclosed herein may include battery shut-off switch, guard, and emergency failure indicators as part of the assembly, permitting rapid response to runaway thermal events in batteries. 
     Referring now to  FIG.  1   , an exemplary combined hover and forward thrust control assembly  100  for a dual-mode aircraft system is illustrated. In an embodiment, a support structure  104  may attach the hover and forward thrust assembly  100  to an aircraft frame of an aircraft having at least a vertical propulsor and at least a forward propulsor. In an embodiment, hover and thrust control assembly  100  may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand “mechanically coupled” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical coupling. Said mechanical coupling may include, as a non-limiting example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal joints, or any combination thereof. In an embodiment, mechanical coupling can be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical coupling may be used to join two pieces of rotating electric aircraft components. 
     Referring now to  FIG.  2   , an exemplary embodiment of a dual-mode aircraft  200  that may incorporate assembly as illustrated. Aircraft may include at least a vertical propulsor  204  and at least a forward propulsor  208 . A forward propulsor is a propulsor that propels the aircraft in a forward direction. Forward in this context is not an indication of the propulsor position on the aircraft; one or more propulsors mounted on the front, on the wings, at the rear, etc. A vertical propulsor is a propulsor that propels the aircraft in a upward direction; one of more vertical propulsors may be mounted on the front, on the wings, at the rear, and/or any suitable location. A propulsor, as used herein, is a component or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. At least a vertical propulsor  204  is a propulsor that generates a substantially downward thrust, tending to propel an aircraft in a vertical direction providing thrust for maneuvers such as without limitation, vertical take-off, vertical landing, hovering, and/or rotor-based flight such as “quadcopter” or similar styles of flight. At least a forward propulsor  208  as used in this disclosure is a propulsor positioned for propelling an aircraft in a “forward” direction; at least a forward propulsor may include one or more propulsors mounted on the front, on the wings, at the rear, or a combination of any such positions. At least a forward propulsor may propel an aircraft forward for fixed-wing and/or “airplane”-style flight, takeoff, and/or landing, and/or may propel the aircraft forward or backward on the ground. At least a vertical propulsor  204  and at least a forward propulsor  208  includes a thrust element. At least a thrust element may include any device or component that converts the mechanical energy of a motor, for instance in the form of rotational motion of a shaft, into thrust in a fluid medium. At least a thrust element may include, without limitation, a device using moving or rotating foils, including without limitation one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contra-rotating propellers, a moving or flapping wing, or the like. At least a thrust element may include without limitation a marine propeller or screw, an impeller, a turbine, a pump-jet, a paddle or paddle-based device, or the like. As another non-limiting example, at least a thrust element may include an eight-bladed pusher propeller, such as an eight-bladed propeller mounted behind the engine to ensure the drive shaft is in compression. Propulsors may include at least a motor mechanically coupled to the at least a first propulsor as a source of thrust. A motor may include without limitation, any electric motor, where an electric motor is a device that converts electrical energy into mechanical energy, for instance by causing a shaft to rotate. At least a motor may be driven by direct current (DC) electric power; for instance, at least a first motor may include a brushed DC at least a first motor, or the like. At least a first motor may be driven by electric power having varying or reversing voltage levels, such as alternating current (AC) power as produced by an alternating current generator and/or inverter, or otherwise varying power, such as produced by a switching power source. At least a first motor may include, without limitation, brushless DC electric motors, permanent magnet synchronous at least a first motor, switched reluctance motors, or induction motors. In addition to inverter and/or a switching power source, a circuit driving at least a first motor may include electronic speed controllers or other components for regulating motor speed, rotation direction, and/or dynamic braking. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices that may be used as at least a thrust element. 
     Referring again to  FIG.  1   , assembly  100  includes a throttle lever  108  rotatably mounted to the support structure  104 . Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of many possible features that may function as at least a support structure  104 . At least a support structure  104  may be constructed of any suitable material or combination of materials, including without limitation metal such as aluminum, titanium, steel, or the like, polymer materials or composites, fiberglass, carbon fiber, wood, or any other suitable material. As a non-limiting example, support structure may be constructed from additively manufactured polymer material with a carbon fiber exterior; aluminum parts or other elements may be enclosed for structural strength, or for purposes of supporting, for instance, vibration, torque or shear stresses imposed by at least a propulsor. Rotating throttle lever  108  in a first direction increases power to vertical propulsor  204  and rotating the throttle lever in a second direction decrease power to the vertical propulsor  204 . Power may be calculated as the product of torque and rotations per minute (RPM). Thus, rotating throttle lever  108  in a first direction may increase torque and/or RPM of vertical propulsor  204 . Rotating throttle lever  108  in a second direction may decrease torque and/or RPM of vertical propulsor  204 . In illustrative embodiments, throttle lever  108  may rotate; for instance, and without limitation, throttle lever may rotate through a substantially vertical plane, such that rotation in a direction a pilot would understand as “up” corresponds to increased throttle to vertical propulsors, while a direction a pilot would understand as “down” corresponds to decreased throttle.. The range of motion of a throttle lever may be adjustable, for instance and without limitation by around 6.0 inches range of motion at the throttle lever grip. Throttle lever  108  motion may be detected by at least an angular position sensor, a contactless sensor, a Hall effect sensor, or any combination thereof, for instance as described in further detail below. Throttle lever  108  sensor may include a plurality of independent sensors, wherein failure of a sensor does not affect the others. “Independent sensors,” as used in this disclosure, are sensors that connect to a power source and/or logic circuit independently; in other words, the function of one does not depend on the function of another, so that failure of any sensor or sensors does not affect the function of any other sensor or sensors, enabling thrust lever to continue performing as designed. Rotation of throttle lever  108  may result in increase and/or decrease of throttle by increase or decrease of electrical energy and/or power to at least a vertical propulsor. Detection of throttle lever  108  rotation by sensors in the support structure  104  may result in a change in throttle to vertical thrusters, which may be signaled using any mechanical electrical signal, such as a voltage-controlled change in aircraft throttle. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways to detect rotation of at least a propulsor that may be used or included in system  100  or an electric aircraft  200 , as used and described herein. 
     Continuing to refer to  FIG.  1   , throttle lever  108  may include a resistance mechanism  112 ; the resistance mechanism  112  may generate a force resisting rotation of throttle lever  108 . A resistance mechanism  112  may include, as a non-limiting example, a source of friction such as an electromagnetic clutch, magnetic particle clutch, pneumatic clutch, pneumatic brake, hydraulic brake, or a biasing means such as a spring-biased selection position, isometric construction, or any component designed to increase or decrease resistance based on an electrical signal from another component, or from a control circuit such as a logic circuit. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways to apply friction to rotation of at least a lever that may be used or included in assembly  100  or a dual-mode aircraft  200 , as used and described herein. In an embodiment, resistance mechanism  112  may resist rotation of throttle lever  108  under influence of gravity, for instance if released by a pilot; in other words, resistance mechanism  112  may generate a force that is greater than the force exerted on a throttle lever  108  by gravity. This may prevent throttle lever  108  from dropping if accidentally or otherwise released, so that thrust of vertical propulsor  204  is maintained at substantially a level attained prior to release of the thrust lever  108 . In an embodiment, resistance mechanism  112  may increase resistance of rotation of the throttle lever  108  when a linear thrust control, as further described below, is moved in one or more directions. Resistance to throttle lever  108  may be mediated by a source of friction as described previously; control of resistance may informed by a plurality of sensors, as described in further detail below, tracking control of the throttle lever  108  and a linear thrust control. The detection of a linear thrust control may be detected by at least an angular position sensor as described above; a control circuit may determine direction of motion based on input from at least an angular position sensor and direct resistance mechanism to increase and/or decrease resistance accordingly. Control circuit may include an embedded or attached logic circuit, processor, microcontroller or the like; control circuit may include, be included in, and/or communicate with an aircraft controller. Aircraft controller may include and/or communicate with any computing device, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC). Aircraft controller may be programmed to operate electronic aircraft to perform at least a flight maneuver; at least a flight maneuver may include takeoff, landing, stability control maneuvers, emergency response maneuvers, regulation of altitude, roll, pitch, yaw, speed, acceleration, or the like during any phase of flight. At least a flight maneuver may include a flight plan or sequence of maneuvers to be performed during a flight plan. Aircraft controller may be designed and configured to operate electronic aircraft via fly-by-wire. Aircraft controller is communicatively coupled to each propulsor; as used herein, aircraft controller is communicatively coupled to each propulsor where aircraft controller is able to transmit signals to each propulsor and each propulsor is configured to modify an aspect of propulsor behavior in response to the signals. As a non-limiting example, aircraft controller may transmit signals to a propulsor via an electrical circuit connecting aircraft controller to the propulsor; the circuit may include a direct conductive path from aircraft controller to propulsor or may include an isolated coupling such as an optical or inductive coupling. Alternatively, or additionally, aircraft controller may communicate with a propulsor of plurality of propulsors 104a-n using wireless communication, such as without limitation communication performed using electromagnetic radiation including optical and/or radio communication, or communication via magnetic or capacitive coupling. Vehicle controller may be fully incorporated in an electric aircraft containing a propulsor, and may be a remote device operating the electric aircraft remotely via wireless or radio signals, or may be a combination thereof, such as a computing device in the aircraft configured to perform some steps or actions described herein while a remote device is configured to perform other steps. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different forms and protocols of communication that may be used to communicatively couple aircraft controller to propulsors. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways to monitor resistance levels and apply resistance to linear thrust control, as used and described herein. 
     Continuing to refer to  FIG.  1   , a hover and thrust control assembly  100  includes a linear thrust control  116  mounted on the throttle lever  108 . A “linear thrust control”, as used herein, is a manually operable bidirectional thrust control restricted to motion about or along a single axis. As a non-limiting example, linear thrust control  116  may include a slider, such as a button control that can be moved in a bidirectional range, along a single axis, between a minimal and maximal range. As further a non-limiting example, linear thrust control  116  may include a lever, where movement is restricted in a bidirectional rotational axis about a fulcrum like the throttle lever  108 . As an additional non-limiting example, linear thrust control  116  may include a joystick confined to bidirectional movement, such as a manual transmission control in some modern vehicles. As another non-limiting example, linear thrust control  116  may include a thumbwheel, or any haptic electrical input device, which may control thrust in a linear, bidirectional manner. While the illustrative embodiment of  FIG.  1    shows hover and thrust control assembly  100  having throttle lever  108  and linear thrust control  116 , in other embodiments, hover and thrust control assembly  100  may have any number of flight control elements. 
     Referring now to  FIG.  3   , an exemplary embodiment of linear thrust control  116  is illustrated. Linear thrust control  116  may include a thumbwheel  300  rotatably mounted on throttle lever  108 . Linear thrust control  116  thumbwheel  300  may include at least an angular position sensor  304 . An “angular position sensor,” as used in this disclosure, is an electronic device that measures the angular position and/or change in angular position of an object from a reference position, where “angular position” denotes an amount of rotation, as measured for instance in degrees, radians, or the like, from the reference position; detection may be accomplished by detection of changes in a magnetic field, current, or any other electrical feedback mechanism used in aircraft control. Angular position sensor  304  may include at least a contactless sensor  308 . A “contactless sensor,” as used in this disclosure is an electronic device that measures angular position, as described above, of an object without being in direct contact with an object. Non-limiting examples of contactless sensor  308  may include sensors that detect and/or measure magnetic flux of a small magnet without contact, such as diametric magnetization sensors, through-hole sensors, above-the-object sensors, end-of-shaft sensors, computing angular information from the vectoral components of the flux density from which an output signal (analogue, PWM, or Serial Protocol) proportional to the angle that is produced. As a further non-limiting example, sensor may include at least a Hall effect sensor  312 . A Hall effect sensor  312  may include any device that is used to measure the magnitude of a magnetic field where the output voltage is directly proportional to the magnetic field’s strength. A Hall effect sensor  312  may be used for proximity sensing, movement and speed detection, and/or current sensing. Non-limiting examples of Hall effect sensors used for detecting position and movement of wheels or shafts may include sensors used in internal combustion engine ignition timing, tachometers, anti-lock braking systems, and brushless DC electric motors where a Hall effect sensor detects the position of magnetic component, where output voltage of the sensor peaks and decreases as magnetic components move closer or away from the sensor, respectively. 
     Still referring to  FIG.  3   , angular position sensor  304  may include a plurality of independent sensors, as described above, where any number of the previously described sensors may be used to detect motion of a thumbwheel  300 . Independent sensors, as described above, may include separate sensors measuring the thumbwheel  300  position that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as an aircraft flight control separately. In a non-limiting example, there may be four independent sensors housed in and/or sensing thumbwheel  300  control. In an embodiment, use of a plurality of independent sensors may result in redundancy so that in the event one sensor fails, the ability of assembly  100  to detect motion and/or position of thumbwheel  300  and to regulate thrust of forward propulsor  208  may remain unaffected. 
     Still referring to  FIG.  3   , movement of the linear thrust control  116  thumbwheel  300  in a first direction, which may be a forward direction from a perspective of a pilot operating assembly  100 , increases forward thrust of a forward thrust propulsor  208 . Increasing forward thrust increases electric energy or power to the forward propulsor  208 , causing increase in thrust from propulsor, increasing speed and/or acceleration of aircraft. Decreasing forward thrust may be accomplished by decreasing electric energy or power to the forward propulsor  208 , which may cause a decrease in thrust from propulsor; thrust may decrease to zero thrust, resulting in a neutral status of propulsor. In a non-limiting example, thumbwheel  300  may be positioned at a neutral position detent where the thumbwheel can be moved in a first and/or second direction when thrust is neutral. In a non-limiting example, moving linear thrust control  116  thumbwheel  300  in a forward direction may generate a command to an aircraft controller to increase forward thrust. In a non-limiting example, of movement of thumbwheel  300  forward to an optimal cruise position may correspond to a maximally efficient power level for forward cruising flight. Further, in a non-limiting example, movement beyond optimal cruise position in first direction may cause at least a forward propulsor to output greater power, permitting greater speed and/or acceleration at a higher cost in energy. Movement of the linear thrust control  116  thumbwheel  300  in a second direction decreases forward thrust of the forward thrust propulsor  208 . Decreasing forward thrust may be accomplished by a decrease in electric energy or power to the forward propulsor  208 , causing decrease in thrust from propulsor, decreasing speed and/or acceleration of aircraft. In a non-limiting example, moving linear thrust control  116  thumbwheel  300  in a second direction, opposite the first direction, may produce a command to an aircraft controller to perform such decreases. In a non-limiting example, movement of thumbwheel  300  in second direction to an optimal deceleration position may correspond to a maximally efficient power level for deceleration and/or braking. Further, a non-limiting example, movement beyond optimal braking position in second direction may cause at least a forward propulsor to further decrease power, permitting greater deceleration and/or braking at a higher cost in energy. Movement of linear thrust control  116  thumbwheel  300  in second direction may cause at least a forward propulsor to enter into regenerative braking. Regenerative braking, as referred to herein, is an energy recovery mechanism that converts kinetic energy from propulsors into a form that can be either used immediately or stored while braking. Regenerative braking in aircraft represents an energy recovery mechanism whereby kinetic energy from flight is converted into electrical energy, which may be is used and/or stored in an energy storage device such as a battery. Regenerative braking may work by turning the motor into a generator, producing electricity and thus EMF that slows the propulsor, slowing the aircraft. Regenerative braking may involve an electric motor functioning as an electric generator, mechanically coupled and/or electrically coupled to a power source. Energy generated in this manner may be fed back into a power supply, for instance by charging a battery or other energy storage device via a rectifier or other voltage regulation device. Braking effect in regenerative braking may be achieved by electromotive force in the motor as generator resisting reverse rotation of a propulsor such as at least a forward propulsor  208 . Further movement of linear thrust control  116  thumbwheel  300  in second direction may cause at least a forward propulsor to reverse, increasing braking effect. This may slow down aircraft more rapidly, at a greater energy cost. In illustrative embodiments, a linear thrust control  116 , including in a non-limiting example, a thumbwheel  300 , which may control forward thrust, reverse thrust, and regenerative braking by communicating with a flight control computer. Informing a flight control computer via linear thrust control  116  may result in increase or decrease in current to the forward propulsor  204  in electronic aircraft and/or could increase or decrease torque of the forward propulsor  204 . 
     In reference to  FIG.  4   , linear thrust control  116  thumbwheel  300 , may include at least a detent  400 . The function of the detent  400 , or catch position on the thumbwheel  300 , may be accomplished by an indentation as described in further detail below and/or one or more other mechanisms to resist rotation, haptic feedback, or as a biasing means to at least a position, such as in non-limiting examples, spring mechanism. In non-limiting embodiments, detent  400  may include a neutral position detent  400 , where the thumbwheel  300  is biased into the neutral position detent  400 , for instance by a spring mechanism, or any biasing means; it should be noted that this may be accomplished without a dedicated detent for neutral position. In non-limiting embodiments, at least a detent may include an optimal cruise position detent  404 , in which the thumbwheel  300  is rotated in a first direction  406 . In non-limiting embodiments, the thumbwheel may be rotated further in a first direction  406  past an optimal cruise position detent to a high-speed position  408 ; it should be noted that this may be accomplished without a dedicated detent for a high-speed position. In non-limiting embodiments, thumbwheel  300  may be rotated in a second direction past the neutral position detent  400  to a regenerative braking detent  412 . It should be noted that this may be accomplished without a dedicated detent for neutral position. In non-limiting embodiments, thumbwheel  300  may be rotated further in a second direction  414  to a maximal braking position  416 ; it should be noted that this may be accomplished without a dedicated detent for maximal braking position  416 . Thumbwheel  300  may have a biasing mechanism, e.g. a spring mechanism, that urges the position of the thumbwheel  300  from the high-speed position  408  and/or maximal braking position  416  towards the neutral position detent  400 . There may be hard stop points  420  in either a first direction  406  or second direction  414 . Each thumbwheel  300  position may be communicated to the user, as in a non-limiting example, by at least an indentation of the thumbwheel, which may communicate positioning or thumbwheel in one or more detent or other positions as described herein, for instance by use of a corresponding dip in the thumbwheel housing of the thumbwheel such as an indentation or notch, so that the thumbwheel housing dip and thumbwheel indentation lining up may provide further feedback, for instance, by a click, haptic feedback, or the like. 
     Still referring to  FIG.  3   , thumbwheel  300  may have positions additional to those corresponding to the at least a detent  400 . For instance, in an embodiment, thumbwheel  300  may be rotated from the optimal cruise detent further in the first direction to a high-speed position. High-speed position may lack a detent. In an embodiment, linear thrust control  116  may include a biasing means, such as a spring mechanism, that urges the thumbwheel  300  from the high-speed position to the optimal cruise detent; alternatively. In illustrative embodiments, linear thrust control  116  thumbwheel  300  may be rotated from the regenerative braking detent further in a second direction to a maximal braking position. Maximal braking position may lack a detent. In an embodiment, linear thrust control  116  may include a biasing means that urges the thumbwheel  300  from the regenerative braking detent to the maximal braking position; alternatively, the biasing means may urge the thumbwheel from the maximal braking position to the regenerative braking detent. Biasing means may be anything suitable for biasing means as described above. It is important to note, in a non-limiting example, a thumbwheel may be rotated to a maximal braking position to decrease speed of an aircraft and, in some instances, such as when the aircraft has been slowed to a stationary position on the ground, may potentially reverse direction of an aircraft, for instance, for purposes of taxiing. 
     In an embodiment, and referring again to  FIG.  1   , linear thrust control  116  may include a resistance mechanism  112  that generates a force resisting rotation of thumbwheel  300 ; resistance mechanism  112  may include any device suitable for use as a resistance mechanism  112  of throttle lever as described above. Resistance mechanism  112  may be variable; for instance, resistance mechanism  112  may be configured so that force resisting rotation of a thumbwheel  300  increases as throttle lever  108  is moved in first direction and/or decreases as a throttle lever  108  is moved in second direction. As a non-limiting example, resistance of resistance mechanism in throttle lever  108  may increase when linear thrust control  116  is moved in first direction and decrease when linear thrust control  116  is moved in second direction, or vice-versa. As a non-limiting example, resistance of resistance mechanism in linear thrust control  116  may increase when throttle lever  108  is moved in first direction and decrease when throttle lever  108  is moved in second direction. Increasing throttle lever  108  or a linear thrust control  116  may cause resistance in increasing the diametrically opposed control. Detection of thumbwheel  300  and throttle lever  108  may be detected by at least an angular sensor, as described above, any logic circuit and/or processor as described in this disclosure may be used to detect motion of other components, triggering the increase and/or decrease in resistance. 
     In illustrative embodiments, further in reference to  FIG.  1   , assembly  100  may include a battery shut-off switch  120  and/or any device suitable for use as a control for battery operation during flight. In illustrative embodiments, dual-mode aircraft  200  may include at least an energy source providing electric energy to the at least a vertical propulsor  204  and/or forward propulsor  208 . At least an energy source may include, without limitation, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide fuel cell, or an electric energy storage device; electric energy storage device may include without limitation a capacitor, an inductor, and/or a battery. Battery may include, without limitation a battery using nickel based chemistries such as nickel cadmium or nickel metal hydride, a battery using lithium ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide (LMO), a battery using lithium polymer technology, or any other suitable battery. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as at least an energy source. Hover and thrust control assembly  100  may include multiple propulsion sub-systems, each of which may have a separate energy source powering a separate at least a vertical propulsor  204  and/or forward propulsor  208 . As a non-limiting example, any number of battery shut-off switch  120  may be utilized; in non-limiting illustrative embodiments, two battery shut-off switches  120  are described. There may be a battery shut-off switch  120  per energy source. Battery shut-off switch  120  may shut-off energy source when activated. When an energy source is shut-off, circuitry may reroute power from other energy sources to components that were powered by the energy source. 
     In illustrative embodiments, further in reference to  FIG.  1   , battery shut-off switch  120  may include a switch guard  124  to aid in controlled, deliberate cessation of battery and/or energy source function while avoiding incidental interruption during operation. In illustrative embodiments, including without limitation, two guarded battery shut-off switches  112  may be included in the assembly  100 , corresponding to two energy sources and/or batteries; this may allow for redundancy so that a second battery and/or energy source may remain functional in the event a first battery and/or energy source fails. Switch guard  124  may be placed on switches in aircraft, for instance, for fire bottle discharge switches, ditch switches, emergency locator transmitter (ELT) switches, and EVAC switches, or any button, switch, or control that requires protection. Switch guard  124  may include, as non-limiting examples, flip cover, spring-loaded guard, lever bars, or any mechanism meant to protect a button, switch, or control. 
     In illustrative embodiments, and still referring to  FIG.  1   , hover and thrust control assembly  100  may include battery failure indicator  128 , which may inform the use and/or status of the switch guard  124  and battery shut-off switch  120 . Battery failure indicator  128  may use, as a non-limiting example, light-emitting diode (LED), backlit incandescent bulb or LED, needle cluster, gauge, etc., that may be electronically connected via a circuit to battery shut-off switch  120 , guard  124 , and battery, or any electronic motor, electric charging/storage device used by an aircraft as previously described. In non-limiting examples, the battery failure indicator  128  may be located at one or more additional locations, such as without limitation as part of the annunciator panel of an aircraft. Further, in non-limiting examples, hover and thrust control assembly  100  may include at least one battery failure indicator  128 , in illustrative embodiments, two battery failure indicator  128  are present for redundancy; any number of battery failure indicator  128  may be used. Indicator light  128  may be connected to circuitry that detects conditions requiring shutoff, such as runaway temperature of battery, surges in current indicative of short-circuit, etc. A battery shut-off switch  120  may be used if regenerative braking, or any other maneuver, represents a charging hazard; a battery failure indicator  128  may be used to signal a charging hazard for a particular battery. 
     Referring to  FIG.  5   , an exemplary embodiment of assembly  100  and thumbwheel  300  as described above, with thumbwheel rotated in a first direction  406 , where a dip  500  in the upper edge of the thumbwheel housing  504  may line up with thumbwheel indentation  508 . In non-limiting examples, thumbwheel  300  surface may be flush with the thumbwheel housing  500 , or thumbwheel  300  surface may be raised above the thumbwheel housing  500   
     It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module. 
     Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and/or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-only memory “ROM” device, a random access memory “RAM” device, a magnetic card, an optical card, a solid-state memory device, an EPROM, an EEPROM, and any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission. 
     Such software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to perform any one of the methodologies and/or embodiments described herein. 
     Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and/or be included in a kiosk. 
       FIG.  6    shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system  600  within which a set of instructions for causing a control system to perform any one or more of the aspects and/or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and/or methodologies of the present disclosure. Computer system  600  includes a processor  604  and a memory  608  that communicate with each other, and with other components, via a bus  612 . Bus  612  may include any of several types of bus structures including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combinations thereof, using any of a variety of bus architectures. 
     Processor  604  may include any suitable processor, such as without limitation a processor incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; processor  604  may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Processor  604  may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and/or system on a chip (SoC) 
     Memory  608  may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system  616  (BIOS), including basic routines that help to transfer information between elements within computer system  600 , such as during start-up, may be stored in memory  608 . Memory  608  may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software)  620  embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory  608  may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof. 
     Computer system  600  may also include a storage device  624 . Examples of a storage device (e.g., storage device  624 ) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device  624  may be connected to bus  612  by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device  624  (or one or more components thereof) may be removably interfaced with computer system  600  (e.g., via an external port connector (not shown)). Particularly, storage device  624  and an associated machine-readable medium  628  may provide nonvolatile and/or volatile storage of machine-readable instructions, data structures, program modules, and/or other data for computer system  600 . In one example, software  620  may reside, completely or partially, within machine-readable medium  628 . In another example, software  620  may reside, completely or partially, within processor  604 . 
     Computer system  600  may also include an input device  632 . In one example, a user of computer system  600  may enter commands and/or other information into computer system  600  via input device  632 . Examples of an input device  632  include, but are not limited to, an alpha-numeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device  632  may be interfaced to bus  612  via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus  612 , and any combinations thereof. Input device  632  may include a touch screen interface that may be a part of or separate from display  636 , discussed further below. Input device  632  may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above. 
     A user may also input commands and/or other information to computer system  600  via storage device  624  (e.g., a removable disk drive, a flash drive, etc.) and/or network interface device  640 . A network interface device, such as network interface device  640 , may be utilized for connecting computer system  600  to one or more of a variety of networks, such as network  644 , and one or more remote devices  648  connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network  344 , may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software  620 , etc.) may be communicated to and/or from computer system  600  via network interface device  640 . 
     Computer system  600  may further include a video display adapter  652  for communicating a displayable image to a display device, such as display device  636 . Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter  652  and display device  636  may be utilized in combination with processor  604  to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system  600  may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus  612  via a peripheral interface  656 . Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof. 
     The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve methods, systems, and software according to the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention. 
     Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention.