Patent Description:
Unmanned aircraft or aerial vehicles (UAVs) provide enhanced and economical access to areas where manned flight operations are unacceptably costly and/or dangerous. For example, unmanned aircraft outfitted with remotely controlled cameras can perform a wide variety of surveillance missions, including spotting schools of fish for the fisheries industry, monitoring weather conditions, providing border patrols for national governments, and providing military surveillance before, during and/or after military operations.

Existing unmanned aircraft systems suffer from a variety of drawbacks. For example, existing unmanned aircraft systems (which can include the aircraft itself along with launch devices, recovery devices, and storage devices) typically require substantial space. Accordingly, these systems can be difficult to install and operate in cramped quarters, such as the deck of a small fishing boat, land vehicle, or other craft. Another drawback with some existing unmanned aircraft is that, due to small size and low weight, they can be subjected to higher acceleration and deceleration forces than larger, manned air vehicles and can accordingly be prone to damage, particularly when manually handled during recovery and launch operations in hostile environments, such as a heaving ship deck. Yet another drawback with some existing unmanned aircraft systems is that they may not be suitable for recovering aircraft in tight quarters, without causing damage to either the aircraft or the platform from which the aircraft is launched and/or recovered.

<CIT>, in accordance with its abstract, states an unmanned aerial vehicle (UAV) recovery system comprises a base and a pneumatic capture net, including a set of upwardly extending, flexible, inflatable tubes, supported by a capture net support assembly. Drag forces are exerted on a UAV by the set of tubes when the UAV flies into them. The recovery system includes a plurality of decelerators, each decelerator having a supply of a restraint strap, connected to the pneumatic net, which can be pulled from the decelerator upon the application of a sufficient force so that movement of the pneumatic net is resistible by forces exertable by the decelerators on the pneumatic net.

<CIT>, in accordance with its abstract, states an apparatus for the capture of a moving body (e.g. a non-piloted vehicle) comprising a net arranged in the trajectory path, the net being maintained in an open-generally planar catching configuration, prior to impact of a body, by attachment means which are supported with reference to a fixed base by support means. On impact of a body on the net, the attachment means yield to allow the net to fold about and enclose the body, whereafter retardation means act to damp movement of the net and the enclosed body with respect to the fixed base. A trampoline forms a support platform for the captured body.

<CIT>, in accordance with its abstract, states a retrieval device for an unmanned aircraft. The retrieval device may include a frame that supports a flexible material. The flexible material may form a receptacle portion shaped to receive the unmanned aircraft. The flexible material may absorb at least a portion of the energy exerted by the aircraft landing within the receptacle portion. Wheels may be connected to the frame to further control and absorb energy from the landing.

In <CIT> there is described an apparatus and a method for guiding landing of an unmanned aerial vehicle using a wire are provided to guide the landing of an unmanned aerial vehicle without restriction in landing zone.

There is described herein an aircraft system comprising: at least one support having an upright portion and at least one boom portion; a capture line carried by and extending downwardly from the at least one boom portion, the capture line having an engagement portion positioned to releasably attach to an unmanned aircraft; and a flexible, resilient landing device positioned proximate to the at least one support, wherein the landing device includes a depression positioned to receive the unmanned aircraft, the depression configured to restrict lateral motion of the unmanned aircraft as it comes to rest.

There is also described herein a method for arresting an unmanned aircraft in flight comprising: releasably engaging the unmanned aircraft with an engagement portion of a downwardly extending, flexible capture line; allowing motion of the capture line as the unmanned aircraft decelerates; receiving the unmanned aircraft on a flexible, resilient landing device, wherein the receiving the unmanned aircraft includes receiving the unmanned aircraft within a depression of the landing device; restricting lateral motion of the received unmanned aircraft via the depression; and releasing the unmanned aircraft from the capture line.

The present disclosure is directed generally to devices, systems, and techniques for capturing unmanned aerial vehicles (UAVs) without the need for a runway. Particular embodiments include a capture line that engages with the aircraft, and a carriage that moves along a carriage track as the UAV is captured, so as to suspend the UAV above the ground. A representative system includes at least one support having an upright portion and at least one boom portion. A carriage track is carried by the boom portion, and a carriage is carried by and moveable along the carriage track. A capture line is carried by and extends downwardly from the boom portion, the carriage or both. In further embodiments, a releasable restraint device is coupled to the capture line and positioned to allow motion of the capture line in a first direction and prevent motion of the capture line in a second direction opposite the first direction, in addition to or in lieu of the carriage and carriage track. According to the claims, a landing device (e.g., a flexible, resilient landing device) cushions the aircraft as it comes to rest during a capture operation. In any of these arrangements, an aircraft can be captured (e.g. by engaging the capture line with engagement devices on the wingtips of the aircraft), while the system prevents the aircraft from colliding with the ground as the capture line pays out during a capture operation.

Some embodiments not falling under the scope of the claims but present for illustration only can involve an aircraft system that may include at least one support having an upright portion and at least one boom portion; a carriage track carried by the at least one boom portion; a carriage carried by and movable along the carriage track; and a capture line carried by and extending downwardly from the at least one boom portion, or the carriage, or both the at least one boom portion and the carriage. The system may also include a releasable restraint device coupled to the capture line and positioned to allow motion of the capture line in a first direction and prevent motion of the capture line in a second direction opposite the first direction. The system may also include an energy absorber operatively coupled to the capture line to absorb energy imparted to the capture line by an aircraft engaged with the capture line. Each of these elements will enhance the operation and reliability of the system. The capture line may be carried by the carriage, and the energy absorber may include an energy absorber line connected to the carriage; a capstan around which the energy absorber line is positioned; and a brake operatively coupled to the capstan to resist rotation of the capstan. To improve operation, the system may also include a releasable restraint device operatively coupled to the capture line allow motion of the capture line in a first direction and prevent motion of the capture line in a second direction opposite the first direction, and wherein the restraint device includes a ratchet coupled to the capstan. The energy absorber may include an elastic member axially connected to the capture line. The carriage track may include a flexible cable. The carriage track may include a rigid member. The carriage may include a wheel to allow it to roll along the carriage track. The carriage may be slideable along the carriage track. The at least one support may include a first support having a first upright portion and a second support having a second upright portion spaced apart from the first upright portion; the at least one boom portion may include a first boom portion extending outwardly from the first upright portion, and a second boom portion extending outwardly from the second upright portion; and the carriage track may be carried by the first and second boom portions. The carriage track may be pivotable relative to the first and second supports. This will facilitate operation. The carriage track may be a first carriage track and the carriage includes a first portion carried by the first carriage track, and the system may include a second carriage track positioned below the first carriage track and extending between the first and second supports, wherein the carriage includes a second carriage portion carried by and moveable along the second carriage track, and wherein the capture line extends between the first and second carriage portions. The at least one boom portion may include a first boom portion extending outwardly away from the upright portion in a first direction, and a second boom portion extending outwardly away from the upright portion in a second direction different than the first direction. The upright portion may include a scissors link, and wherein the scissors link includes a first scissors member pivotably coupled to a second scissors member.

Some embodiments not falling under the scope of the claims but present for illustration only, can involve an aircraft system that may include at least one support having an upright portion and at least one boom portion; a capture line carried by and extending downwardly relative to the at least one of boom portion; and a releasable restraint device coupled to the capture line allow motion of the capture line in a first direction and prevent motion of the capture line in a second direction opposite the first direction. The restraint device may include a ratchet to enhance functional operation. The restraint device may include a restraint line connected transversely to the capture line, and wherein the ratchet is operatively coupled to the restraint line. The system may also include a carriage track carried by the at least one boom portion; and a carriage carried by 11432229v2 and movable along the carriage track, wherein the capture line is carried by and extends downwardly from the at least one boom portion, or the carriage, or both the at least one boom portion and the carriage. The restraint device may be carried by and movable with the carriage. The restraint device may include a restraint line carried by the carriage and connected transversely to the capture line. The capture line may include an engagement region positioned to engage with an engagement member of an aircraft, and wherein the restraint device includes a flexible restraint line connected between the carriage and the capture line, the restraint line being connected to the capture line at a location above the engagement region. To improve system, the restraint device may include a restraint support; a locking pulley carried by the restraint support; a retraction member; and a restraint line transversely connected to the capture line, and connected to the retraction member, the restraint line being engaged with the locking pulley between the capture line and the retraction member. The locking pulley may be releasably carried by the restraint support, and wherein the restraint device includes a winch coupled to the locking pulley to allow the locking pulley to move between a first position and a second position relative to the restraint support.

According to the claims, there is provided an aircraft system that includes at least one support having an upright portion and at least one boom portion; a capture line carried by and extending downwardly from the at least one boom portion, the capture line having an engagement portion positioned to releasably attach to an unmanned aircraft; and a flexible, resilient landing device positioned proximate to the at least one support. The landing device may be positioned below the engagement portion. The system may also include a releasable restraint device coupled to the capture line to allow motion of the capture line in a first direction and prevent motion of the capture line in a second direction opposite the first direction. The system may also include an energy absorber axially coupled to the capture line to absorb energy imparted to the capture line by an aircraft engaged with the capture line. The landing device includes a depression positioned to receive the unmanned aircraft. The landing device may include a compressible gas-containing portion.

Some non-claimed examples can involve a method for arresting an unmanned aircraft in flight, that may include releasably engaging the unmanned aircraft with a downwardly extending, flexible capture line; transferring energy from the unmanned aircraft to a carriage to move the carriage along a carriage track from a first position to a second position; releasing the unmanned aircraft from the capture line; and returning the carriage to the first position. The method may also include allowing motion of the capture line in a first direction as the unmanned aircraft decelerates; and preventing motion of the capture line in a second direction opposite the first direction. The carriage track may extend from at least one support having an upright portion and a corresponding boom portion extending outwardly from the upright portion, and wherein the method comprises pivoting the carriage track relative to the boom portion to position the unmanned aircraft prior to releasing the unmanned aircraft from the capture line. For certain applications, the carriage track may extend from a boom portion extending from an upright portion, and the method may include collapsing the upright portion after releasing the unmanned aircraft; and pivoting the boom portion and the carriage track for stowage. The method may include absorbing energy imparted to the capture line by the unmanned aircraft. The carriage may be coupled to an energy absorber line at least partially wrapped around a capstan, and wherein absorbing energy includes resisting rotation of the capstan.

Another embodiment not falling under the scope of the claims but present for illustration only, can involve a method for arresting an unmanned aircraft in flight, that may include releasably engaging the unmanned aircraft with a downwardly extending, flexible capture line; allowing motion of the capture line in a first direction as the unmanned aircraft decelerates; preventing motion of the capture line in a second direction opposite the first direction; and releasing the unmanned aircraft from the capture line. Preventing motion of the capture line may include engaging a ratchet with a pulley about which the capture line passes. The capture line may be attached to a restraint line, and preventing motion of the restraint line can prevent motion of the capture line. Preventing motion of the capture line may include engaging a ratchet with a pulley about which the restraint line passes. The may include absorbing energy imparted to the capture line by the unmanned aircraft; and releasing at least a portion of the energy before releasing the unmanned aircraft from the capture line.

A claimed method for arresting an unmanned aircraft in flight includes releasably engaging the unmanned aircraft with a downwardly extending, flexible capture line; allowing motion of the capture line as the unmanned aircraft decelerates; receiving the unmanned aircraft on a flexible, resilient landing device; and releasing the unmanned aircraft from the capture line. Allowing motion of the capture line may include allowing motion of the capture line in a first direction, and wherein preventing motion of the capture line in a second direction opposite the first direction after releasably engaging the unmanned aircraft and before releasing the unmanned aircraft. Receiving the unmanned aircraft may include compressing at least a portion of the landing device. Receiving the unmanned aircraft includes receiving the unmanned aircraft at a concave portion of the landing device.

Other embodiments not falling under the scope of the claims but present for illustration only, can include still further arrangements. For example, a system in accordance with another embodiment can include a support having an upright portion, a first boom portion extending from the upright portion in a first direction, and a second boom portion extending in a second direction different from the first direction. A carriage track is carried by, and positioned between, the first and second boom portions, and a carriage is carried by, and is moveable along, the carriage track. A capture line is carried by and extends downwardly from the carriage. In particular embodiments, the foregoing arrangement can have a generally triangular shape, and can be configured to collapse for ease of storage.

<FIG> illustrates a system (<NUM>) not falling under the scope of the claims but present for illustration only, configured to capture an aircraft, e.g., an unmanned aerial vehicle (UAV) <NUM> in accordance with a particular embodiment of the present technology. The aircraft <NUM> can include a fuselage <NUM>, wings <NUM> and a propulsion system <NUM> (e.g., an engine-driven propeller). The aircraft <NUM> can also include one or more capture or engagement devices <NUM> suitable for arresting or capturing the aircraft <NUM>. In one embodiment, the engagement devices <NUM> can include wing-mounted clips or cleats, and in other embodiments, the engagement devices <NUM> can include other suitable structures.

The system <NUM> is configured to capture the aircraft <NUM> by releasably engaging with one or more of the engagement devices <NUM>. The system <NUM> can include two supports <NUM>, illustrated as a first support 110a and a second support <NUM>0b, spaced apart from the first support 110a. Each support 110a, 110b can include a corresponding upright portion <NUM> (illustrated as a first upright portion 111a and a second upright portion 111b) and one or more boom portions <NUM>. For example, the arrangement shown in <FIG> can include an upper boom portion 112a and a lower boom portion 113a carried by the first support 110a, and an upper boom portion 112b and lower boom portion 113b carried by the second support 110b. Boom guy lines <NUM> steady the upper boom portions 112a, 112b relative to the respective supports 110a, 110b.

The first and second supports 110a, 110b are configured to carry or support a carriage track <NUM> above the ground, ship deck or other surface. The carriage track <NUM> in turn supports a carriage <NUM>. The carriage <NUM> can slide or roll along the carriage track <NUM> along a generally linear path. One or more of the supports 110a, 110b (e.g., the first support 110a) is operatively coupled to a flexible capture line <NUM> which is used to capture the aircraft <NUM>. In one aspect of an embodiment shown in <FIG>, the capture line <NUM> includes a rope, cable, or other thin, elongated flexible structure having an engagement region <NUM>, which the aircraft <NUM> strikes and to which the aircraft <NUM> releasably attaches during a capture operation. The capture line <NUM> can be connected at one end to the first support 110a (e.g., at a first attachment point <NUM>), then passes around a series of pulleys <NUM>, and attaches to a base <NUM> of the first support 110a at its other end (e.g., at a second attachment point <NUM>). The system <NUM> can include an energy absorber or energy sink <NUM> that is operatively coupled to the capture line <NUM> to absorb energy directed into the system <NUM> by the aircraft <NUM> as it is captured. For example, the energy absorber <NUM> can include one or more elastic members <NUM> (shown as a first elastic member 136a and a second elastic member 136b), such as a bungee, spring, or other flexible, stretchable element that connects axially with (and can form portions of) the capture line <NUM>, thus allowing the capture line <NUM> to stretch or payout as the aircraft <NUM> strikes it.

If the capture line <NUM> were allowed to stretch and retract in an unrestrained manner, the capture line <NUM> would first stretch or extend as the aircraft <NUM> strikes it and then recoil or contract as the elastic members 136a, 136b contract. To prevent this outcome, the system <NUM> can include features that limit the motion of the carriage <NUM> and the capture line <NUM>. For example, a restraint device <NUM> can include a restraint line <NUM> (e.g. a cable, rope, or other suitable element) connected transversely to the capture line <NUM> and extending between the capture line <NUM> and the carriage <NUM>. As the capture line <NUM> extends or stretches in a first direction under the force imparted by the incoming aircraft <NUM>, the restraint line <NUM> drags the carriage <NUM> along the carriage track <NUM>, e.g., from a first position to a second position. At the end of the carriage's travel along the carriage track <NUM>, a ratchet or locking mechanism (not visible in <FIG>) in the carriage <NUM> and/or the carriage track <NUM> prevents the carriage <NUM> from traveling backward along the carriage track <NUM>, and also prevents the capture line <NUM> from moving in a second (opposite) direction. Accordingly, the restraint device <NUM> can include the restraint line <NUM> and the locking or ratchet mechanism, which is operatively coupled to the restraint line <NUM>. The restraint device <NUM> is sized and configured to prevent the stretched or paid-out capture line <NUM> from allowing the now-captured aircraft <NUM> to strike the surface on which the system <NUM> is placed. For example, when the restraint device <NUM> includes a flexible restraint line <NUM> (as shown in <FIG>), the length of the restraint line <NUM> can be sized so that when the aircraft <NUM> is captured at any position along the engagement region <NUM>, the lowest portion of the aircraft <NUM> remains high enough to avoid striking the ground. Typically, the lowest portion is the tip of the wing opposite the wing that is engaged with the capture line <NUM>, but in other embodiments, the lowest portion can be different. The restraint line <NUM> can be connected to the capture line <NUM> above the engagement region <NUM> (as shown in <FIG>) to reduce or eliminate interference with the aircraft <NUM> and/or the capture line <NUM> during capture.

In a particular aspect of the embodiment shown in <FIG>, the carriage track <NUM> has the form of a flexible line <NUM>, which is attached to the first support 110a at a first attachment point 152a, and is attached to the second support 110b at a second attachment point 152b. The first and second supports 110a, 110b are then securely (and typically releasably) connected to or weighted down on the surface on which they rest, so as to reduce the slack in the line <NUM> forming the carriage track <NUM>. The bases <NUM> of the supports 110a, 110b can include wheels <NUM> or other elements that facilitate changing the position of the system <NUM>.

In operation, the aircraft <NUM> approaches the system <NUM> along a flight path <NUM>. In an embodiment shown in <FIG>, the engagement devices <NUM> are mounted near the tips of the wings <NUM> so that when the aircraft <NUM> flies into the capture line <NUM>, at least one of the engagement devices <NUM> securely but releasably fastens the aircraft <NUM> to the capture line <NUM>.

At impact, the momentum of the aircraft <NUM> begins to transfer to the system <NUM> and the capture line <NUM> begins to extend, stretch, or pay out. As the capture line <NUM> extends, the restraint line <NUM> pulls the carriage <NUM> along the carriage track <NUM>. When the aircraft <NUM> stops its forward motion (e.g. due to a sufficient loss of momentum or due to other factors that may include reaching the end of the carriage track <NUM>), the restraint device <NUM> (e.g., a ratchet or locking mechanism in the carriage <NUM> and/or carriage track <NUM>) prevents the carriage <NUM> and therefore the restraint line <NUM> and the capture line <NUM> from retracting. To release the aircraft <NUM>, the operator disengages the engagement device <NUM> from the capture line <NUM>. The energy absorber <NUM> can be reset (e.g., by gradually releasing the ratchet device <NUM> and allowing the elastic members 136a, 136b to contract), and the carriage <NUM> and capture line <NUM> are repositioned for another capture operation.

As described above, one feature of the system <NUM> is that the carriage track <NUM> can include a flexible line <NUM>. One advantage of this feature is that the system <NUM> can be lightweight and easily stowed. A potential drawback with this system is that the carriage track <NUM> can sag under the weight of the captured aircraft <NUM>. Embodiments described below with reference to <FIG> can address this attribute by providing rigid carriage tracks and/or compression members that prevent the carriage track from sagging.

<FIG> is a partially schematic, isometric illustration of a system <NUM> configured in accordance with another embodiment of the present technology, not falling under the scope of the claims but present for illustration only, of the present technology. The system <NUM> can include first and second supports 210a, 210b, each having a corresponding upright portion 211a, 211b, a corresponding upper boom portion 212a, 212b, and a corresponding base <NUM>. The first support 210a can also include a lower boom portion 213a. A carriage track <NUM> is positioned between the upper boom portions 212a, 212b and can include a generally rigid conduit, pipe or other rigid member. The system <NUM> can further include one or more compression members <NUM> that are also connected between the first and second supports 210a, 210b. The compression members <NUM> can prevent the weight of the captured aircraft <NUM> from (a) causing the carriage track <NUM> to sag, and/or (b) drawing the first and second supports 210a, 210b toward each other.

The system <NUM> can further include a carriage <NUM>. The carriage <NUM> can include a carriage roller <NUM> that allows the carriage <NUM> to roll along the carriage track <NUM>. The carriage <NUM> can also engage with a capture line <NUM> for capturing the aircraft <NUM>. The capture line <NUM> can include an engagement region <NUM> positioned to make contact with the aircraft <NUM>. In a particular embodiment, the capture line <NUM> can be slideably engaged with the carriage <NUM>. For example, the carriage <NUM> can include a ring through which the capture line <NUM> passes. In other embodiments, the carriage <NUM> can include a roller or pulley around which the capture line <NUM> passes. In still further embodiments, the carriage <NUM> is fixedly attached to the capture line <NUM>. The capture line <NUM> can pass around a plurality of capture line pulleys <NUM> carried by the first support 210a, so as to be connected to an energy absorber <NUM>. The energy absorber <NUM> can allow the capture line <NUM> (e.g. a stored portion of the capture line) to pay out under the force applied to the capture line <NUM> by the aircraft <NUM>. The energy absorber <NUM> can include a spring, bungee, or other stretchable or extendable element that resists paying out the capture line <NUM>. In a particular embodiment, the energy absorber <NUM> can include a spring-loaded reel, or a reel outfitted with a break to apply force to the capture line <NUM>. In a particular embodiment, the force applied by the energy absorber <NUM> can vary, for example, as described in further detail later with reference to <FIG>.

<FIG> illustrates the system <NUM> after the aircraft <NUM> has engaged with the capture line <NUM>. The force of the impact between the aircraft <NUM> and the capture line <NUM> causes the energy absorber <NUM> to extend or pay out the capture line <NUM>, and causes the carriage <NUM> to move along the carriage track <NUM>, as indicated by arrow A.

<FIG> illustrates the system <NUM> after the carriage <NUM> has reached the end of the carriage track <NUM>. A restraint device <NUM> (e.g., a ratchet) in the carriage <NUM> prevents the carriage <NUM> from being pulled back under the return force that may be applied to the capture line <NUM> by the energy absorber <NUM>. The compression members <NUM> (and the ability of the carriage track <NUM> to withstand compression forces), prevent or significantly restrict the tendency for the carriage track <NUM> to sag, and/or the tendency for the supports 210a, 210b to lean or collapse toward each other. The upright portions 211a, 211b of the supports 210a, 210b are high enough so that when the aircraft <NUM> strikes the capture line <NUM> at the engagement region <NUM>, and hangs from the capture line <NUM> as shown in <FIG>, the aircraft <NUM> does not touch the ground. Once the aircraft <NUM> reaches the positon shown in <FIG>, it can be gently lowered and released. In a particular embodiment, the capture line <NUM> can be released from the carriage <NUM> to allow the aircraft <NUM> to be gently lowered.

<FIG> is a downward-looking view of a particular embodiment of the present technology not falling under the scope of the claims but present for illustration only, in which the system <NUM> is carried by a ship <NUM> having a deck <NUM> positioned over the water <NUM>. In a particular aspect of this embodiment, the carriage track <NUM> can be configured to allow the captured aircraft <NUM> to be moved over the deck <NUM> for release, rather than being left dangling over the water <NUM>. Accordingly, each support 210a, 210b can include a boom pivot joint <NUM> that allows the corresponding upper boom portions 212a, 212b to rotate. In addition, the carriage track <NUM> can be connected to the booms at carriage track pivot joints <NUM> that allow the carriage track <NUM> to pivot relative to the upper boom portions 212a, 212b. As the second upper boom portion 212b is swung inwardly over the ship's deck <NUM> (as indicated by arrow B), the first upper boom portion 212a moves first clockwise and then counterclockwise, as indicated by arrow C, in an articulated manner to facilitate the motion of the second upper boom portion 212b. An advantage of this arrangement is that it allows the aircraft capture operation to occur over the water <NUM> and away from the ship's superstructure, while also allowing the aircraft <NUM> to be readily moved over the deck <NUM> for release.

<FIG> is a partially schematic illustration of another embodiment of the present technology not falling under the scope of the claims but present for illustration only, of the system <NUM>, which further includes a lower boom portion 213b carried by the second support 210b, and a carriage track arrangement that includes an upper carriage track 350a and a lower carriage track 350b. A corresponding carriage <NUM> can include an upper portion 354a (e.g., a first roller or wheel) and a lower portion 354b (e.g., a second roller or wheel), each of which rolls along the corresponding carriage track 350a, 350b. The lower portion 354b engages with the capture line <NUM> in a manner generally similar to any of those described above with reference to <FIG>. As the aircraft <NUM> engages with the capture line <NUM>, the portion of the capture line between the upper carriage track 350a and the lower carriage track 350b remains in a more upright orientation than the capture line <NUM> shown in <FIG>, as a result of the lower carriage portion 354b traveling along the lower carriage track 350b. One aspect of this arrangement is that it can reduce the likelihood for the aircraft <NUM> to strike the capture line <NUM> in any manner other than the intended manner. Put another way, this arrangement can keep parts of the capture line <NUM> (other than the engagement portion <NUM>) out of the way of the aircraft <NUM>. In addition, the lower carriage track 350b and the second lower boom portion 213b can increase the stiffness of the overall system <NUM>.

One characteristic of the embodiments described above is that they have a generally rectangular or box-like shape. In other embodiments, described further below with reference to <FIG>, the capture systems can have a generally triangular shape, and can be configured to collapse into a compact arrangement for transportation.

Beginning with <FIG>, a system <NUM> configured in accordance with a particular embodiment not falling under the scope of the claims but present for illustration only, can include a support <NUM> having an upright portion <NUM> that carries a first boom portion 412a extending in a first direction, and a second boom portion 412b extending in a second direction different than the first. The system <NUM> can also include a base <NUM> that in turn includes a first base portion 424a and a second base portion 424b. The base portions 424a, 424b can be located below the corresponding boom portions 412a, 412b. An upper carriage track 450a extends between the ends of the first and second boom portions 412a, 412b, and a lower carriage track 450b extends between the ends of the first and second base portions 424a, 424b. A carriage <NUM>, which can include an upper portion 454a (e.g., an upper roller) and a lower portion 454b (e.g., a lower roller) , carries a capture line <NUM> in a generally vertical orientation suitable for capturing the aircraft <NUM> described above with reference to <FIG>.

The upright portion <NUM> of the system <NUM> can include a pair of scissor jacks or links <NUM>, each of which includes a pair of scissor members <NUM> pivotally connected to each other at corresponding scissor pivots <NUM>. Each scissor member <NUM> can be connected to the system <NUM> at one end via a pivot joint <NUM>, and at the other end via a slide joint <NUM>. This arrangement can allow the upper boom portions 412a, 412b to be easily moved up and down relative to the base <NUM>.

In another aspect of an embodiment not falling under the scope of the claims but present for illustration only, shown in <FIG>, the capture line <NUM> is not necessarily configured to stretch or to be paid out. Instead, the capture line <NUM> can have a fixed length between the upper carriage portion 454a and the lower carriage portion 454b. The energy imparted to the system by the aircraft <NUM> (<FIG>) can be absorbed by an energy absorber <NUM> that is coupled to the carriage <NUM> via an absorber line <NUM>. In a particular embodiment, the energy absorber <NUM> can include a capstan <NUM>. The absorber line <NUM> can be fixedly connected to the carriage <NUM> (e.g. proximate to the upper carriage portion 454a) and can have the form of a continuous loop that passes around two absorber line pulleys <NUM>, and around the capstan <NUM> of the energy absorber <NUM>. The capstan <NUM> in turn can be coupled to a resistance or brake device, for example, a magnetic eddy brake or other device that dissipates the energy transmitted by the aircraft <NUM> to the capture line <NUM>. In operation, as the aircraft <NUM> engages with the capture line <NUM>, it pulls the upper and lower carriage portions 454a, 454b along the corresponding upper and lower carriage tracks 450a, 450b while the upper carriage portion 454a pulls the absorber line <NUM> around the energy absorbing capstan <NUM>. Further details of this operation are described below with reference to <FIG>. Other lines, e.g., used to erect and collapse the system <NUM>, are not shown in <FIG> for purposes of illustration, and are described further below with reference to <FIG>.

The system <NUM> can also include one or more position rollers, wheels, or other transport features <NUM> coupled to the base <NUM> or another suitable portion of the structure. The transport features <NUM> can allow the system <NUM> to be easily reoriented, for example, if the wind shifts direction. Once the system <NUM> is in a suitable position, it can be staked down or tied down to prevent it from moving under the impact force of the aircraft <NUM>. The triangular shape of the base <NUM> can provide a stable platform that withstands the impact forces of the aircraft <NUM>.

<FIG> is a front view of the system <NUM> shown in <FIG>, illustrating several additional features. For example, <FIG> illustrates multiple support lines <NUM> that add rigidity to the system <NUM> when it is in the operational configuration. The system <NUM> can alternate between the operational configuration shown in <FIG> and a collapsed configuration under the power of a deployment winch <NUM> or another suitable deployment actuator. The deployment winch <NUM> can be coupled to one or more deployment lines <NUM> that pass around a series of deployment pulleys <NUM>. When released, the deployment lines <NUM> allow the scissor jacks <NUM> to collapse. When wound up on the deployment winch <NUM>, the deployment lines <NUM> pull the scissor jacks <NUM> to the upright position shown in <FIG>.

<FIG> is a side view of an embodiment not falling under the scope of the claims but present for illustration only, of the system <NUM> described above with reference to <FIG> and <FIG>. <FIG> further illustrates the deployment winch <NUM>, the deployment lines <NUM> and the deployment pulleys <NUM> used to raise and lower the scissor jack <NUM>. <FIG> also illustrates the energy absorber <NUM> and energy absorber line <NUM> as it passes around the capstan <NUM> and the absorber line pulleys <NUM> (one of which is visible in <FIG>) in a continuous loop. This arrangement is described in further detail below with reference to <FIG>.

Referring now to <FIG>, the continuous absorber line <NUM> passes around the two absorber line pulleys <NUM> for guidance, and is then wrapped (e.g., multiple times) around the capstan <NUM>. As the carriage <NUM> moves along the upper carriage 450a, it pulls the absorber line <NUM> around the capstan <NUM> to dissipate the impact energy imparted to the system <NUM> by the captured aircraft. A corresponding sequence illustrating this arrangement is described below with reference to <FIG>.

As shown in <FIG>, the aircraft <NUM> approaches the system <NUM> along a flight path <NUM>. In <FIG>, the aircraft <NUM> has engaged with the capture line (not visible in <FIG>), with the force of the impact drawing the carriage <NUM> along the upper carriage track 450a as indicated by arrow A. As the carriage <NUM> moves along the upper carriage track 450a, it drags the absorber line <NUM> around the circuit formed by the absorber line pulleys <NUM> and the capstan <NUM>, is indicated by arrows D. The capstan <NUM> rotates as indicated by arrow E and absorbs energy. The carriage <NUM> stops when the aircraft <NUM> has lost its forward momentum and/or when carriage <NUM> reaches the end of the upper carriage track 450a. A restraint device (e.g., a ratchet or any other suitable device carried by carriage <NUM> and/or the upper carriage track 450a) prevents the carriage <NUM> from recoiling. Alternately, the friction of the capstan <NUM> or a ratchet mechanism at the energy absorber <NUM> can prevent such a recoil motion, and can therefore operate as a restraint device.

<FIG> illustrates the system <NUM> after the aircraft <NUM> has been successfully captured. With the aircraft <NUM> in this position, the deployment winch <NUM> can be released or deactivated, allowing the scissor jacks <NUM> to at least partially collapse and lower the aircraft <NUM>, as indicated by arrow F. An operator and then releases the aircraft <NUM> from the system <NUM>. The deployment winch <NUM> can then be reactivated to raise the upper carriage track 450a to an operational position, as indicated by arrow G.

In addition to moving the upper carriage track 450a relative to the lower carriage track 450b to release a captured aircraft <NUM>, the deployment winch <NUM> can be used to collapse and erect the system <NUM>. For example, as shown in side view in <FIG>, the system <NUM> can initially be placed in a collapsed position with the upper carriage track 450a positioned close to the lower carriage track 450b, and the capture line <NUM> slack. In <FIG>, the deployment winch <NUM> has been activated to wind up the deployment line <NUM>, thereby erecting the scissor members <NUM> and raising the upper carriage track 450a. In <FIG>, the system <NUM> has been fully erected, with the capture line <NUM> now tensioned (or partially tensioned) between the upper carriage portion 454a and the lower carriage portion 454b. The foregoing sequence can be reversed to return the system <NUM> to the collapsed configuration shown in <FIG>.

Referring now to <FIG>, the system <NUM> can be further collapsed for storage and/or transport. In particular, the upper carriage track 450a can include a separable joint <NUM> that allows the upper carriage track 450a to be separated into two segments 1080a, 1080b which are then moved apart and away from each other (as indicated by arrows H) and then rotated to align with the corresponding boom portions (as indicated by arrows I). The lower carriage track 450b, which is not visible in the top view of <FIG>, can be stowed in a similar matter.

In <FIG>, the carriage tracks, boom portions and scissor members <NUM> can be collapsed toward each other as indicated by arrows J. In a further aspect of this embodiment not falling under the scope of the claims but present for illustration only, the boom portions and/or carriage tracks can be telescoped inwardly as indicated by arrows K to further reduce the volume occupied by the system <NUM> in preparation for transportation and/or storage.

<FIG> illustrate a system <NUM> that includes a restraint device <NUM> configured to prevent or at least restrict motion of the aircraft <NUM> after capture, in accordance with representative embodiments of the present technology not according to the claims. In one representative embodiment not according to the claims, the system <NUM> can include a support <NUM>, e.g., a single support, having an upright portion <NUM>, an upper boom portion <NUM> and a lower boom portion <NUM>. The support <NUM> carries a capture line <NUM> in an arrangement generally similar to that discussed above with reference to <FIG>. Accordingly, the capture line <NUM> can be attached to the support <NUM> at a first attachment point <NUM> and a second attachment point <NUM>, and can pass around a series of pulleys <NUM> between the two attachment points. The capture line <NUM> includes an engagement region <NUM> into which the aircraft <NUM> is directed during a capture maneuver. An energy absorber <NUM> (e.g., including first and second elastic members 136a, 136b, such as bungees) absorbs energy imparted to the capture line <NUM> by the aircraft <NUM>.

The restraint device <NUM> is configured to halt, at least temporarily, the recoil motion that the aircraft <NUM> would otherwise undergo as the energy absorber <NUM> releases the energy initially absorbed during the capture operation. In a embodiment not falling under the scope of the claims but present for illustration only, the restraint device <NUM> includes a restraint line <NUM> coupled to the capture line <NUM>. For example, the restraint line <NUM> can be connected to, and extend transversely from, the capture line <NUM>. In a particular embodiment not falling under the scope of the claims but present for illustration only, the restraint line <NUM> is connected to the capture line <NUM> below the engagement region <NUM>, e.g., to reduce any impact of the restraint line <NUM> on the operation of successfully engaging the aircraft <NUM> with the engagement region <NUM>. In other embodiment not falling under the scope of the claims but present for illustration only, the restraint line <NUM> can be connected to the capture line at other locations.

The restraint device <NUM> can further include a restraint support <NUM> that carries and guides the restraint line <NUM>. For example, the restraint support <NUM> can carry one or more support arms <NUM> (two of which are shown in <FIG>), which in turn support a restraint line pulley <NUM>, e.g., via a pulley bracket <NUM>. The bracket <NUM> can carry a relatively stiff cushioning element (e.g., a spring) to absorb forces imparted by the restraint line pulley <NUM>, e.g., during a capture operation. The support arms <NUM> can be adjusted to change the height and/or orientation of the restraint line <NUM>, e.g., to reduce interference between the capture line <NUM> and the restraint line <NUM> and/or adjust the height of the aircraft <NUM> from the ground during capture. The restraint line <NUM> passes around the restraint line pulley <NUM> and is attached to a retraction member <NUM>. The restraint line pulley <NUM> can include a releasable one-way or locking mechanism that, when engaged, allows the restraint line <NUM> to pass around the pulley in one direction but not the other. The retraction member <NUM> can include a spring or other elastic, resilient member that takes up slack in the restraint line <NUM> during the capture operation. The retraction member <NUM> can have a relatively low spring constant so as not to cause the capture line <NUM> to deviate significantly from the vertical position shown in <FIG> prior to the aircraft <NUM> engaging with the capture line <NUM>.

The restraint device <NUM> can also include a winch <NUM> operatively coupled to the restraint line pulley <NUM>. For example, the winch <NUM> can be attached to the pulley bracket <NUM> via a winch line <NUM> that is guided by one or more winch line pulleys <NUM>. The winch <NUM> and winch line <NUM> can hold the pulley bracket <NUM> and restraint line pulley <NUM> in the position shown in <FIG> prior to capture. After capture, the winch <NUM> can be used to controllably release the energy absorbed by the energy absorber <NUM>, and position the aircraft <NUM> for release from the capture line <NUM>, as described further below with reference to <FIG>.

In <FIG>, the aircraft <NUM> has engaged the capture line <NUM>, causing the capture line <NUM> to deflect laterally from the position shown in <FIG>. The energy absorber <NUM> begins to absorb the energy imparted to the capture line <NUM> by the aircraft <NUM>, as indicated schematically by the stretched state of the elastic members 136a, 136b. As the aircraft <NUM> deflects the capture line <NUM> laterally, the retraction member <NUM> pulls on the restraint line <NUM> to take up slack in the restraint line <NUM>. Accordingly, the retraction member <NUM> can have a strong enough retraction force to keep up with the motion of the captured aircraft <NUM>, without overly deflecting the capture line <NUM> from its initial, generally vertical position, as discussed above with reference to <FIG>.

In <FIG>, the aircraft <NUM> has reached the end of its travel. The energy absorber <NUM> has reached its peak energy absorption point for the maneuver, and the locking pulley <NUM> has locked the restraint line <NUM>, thereby preventing the capture line <NUM> from returning back to the generally vertical position shown in <FIG>. The retraction member <NUM> has further retracted (e.g., to its maximum retracted state). However, because the restraint line pulley <NUM> has locked the restraint line <NUM>, the retraction member <NUM> is not providing the force required to keep the captured aircraft <NUM> in the position shown in <FIG>. Instead, the locking pulley <NUM> and the restraint support <NUM> counteract the force imparted by the energy absorber <NUM> to the capture line <NUM>. In a particular aspect of this embodiment not falling under the scope of the claims but present for illustration only, one or more of the pulleys <NUM> carried by the support <NUM> can include releasable locking mechanisms. For example, the two pulleys at the ends of the upper and lower boom portions <NUM>, <NUM> (identified by reference number 133a, 133b) can releasably lock onto the capture line <NUM> when the aircraft <NUM> reaches the end of its capture trajectory. This arrangement can significantly reduce the lateral forces on the support <NUM> when the captured aircraft <NUM> is in the position shown in <FIG> and the energy absorber <NUM> retains the absorbed capture energy, which would otherwise be applied to the laterally-extended capture line <NUM>. This arrangement can also reduce the forces borne by the restraint device <NUM>.

<FIG> illustrates a representative process for controllably releasing the energy stored by the energy absorber <NUM>, and positioning the aircraft <NUM> so that it can be easily released from the capture line <NUM>. In a particular aspect of this embodiment not falling under the scope of the claims but present for illustration only, the winch <NUM> controllably pays out the winch line <NUM>, allowing the pulley bracket <NUM> and the (still locked) restraint line pulley <NUM> to move from a first position, toward the support <NUM> to a second position. As the restraint line pulley <NUM> moves toward the support <NUM>, the tension in the energy absorber <NUM> releases, so that the energy absorber <NUM> returns to the state shown in <FIG>. Once the capture line <NUM> returns to (or close to) its vertical position, and the winch line <NUM> is slack (or approximately slack), the aircraft <NUM> can be readily removed from the capture line <NUM>. As shown in <FIG>, the engagement region <NUM> of the capture line <NUM> is deliberately sized so that (a) the captured aircraft <NUM> does not touch the ground during the capture process, and (b) an operator can easily reach the captured aircraft <NUM> for release. If the aircraft <NUM> is too high for the operator to reach easily, the operator can use a lift to reach it, or the capture line <NUM> can be lowered.

Once the captured aircraft <NUM> is released from the capture line <NUM>, the locking mechanism of the restraint line pulley <NUM> is released, and the winch <NUM> is activated to return the bracket <NUM>, the restraint pulley <NUM>, the restraint line <NUM>, and the retraction member <NUM> to the configuration shown in <FIG>. The system <NUM> is then ready for the next aircraft capture operation.

<FIG> illustrate an arrangement for controlling the motion of the restraint line <NUM> using a slider <NUM> in accordance with further embodiments not falling under the scope of the claims but present for illustration only. <FIG> illustrates the restraint line connected to the capture line <NUM> below the engagement region <NUM>. <FIG> also illustrates, in dashed lines, an embodiment in which the restraint line <NUM> is attached to the capture line <NUM> with a slider <NUM> positioned above the engagement region <NUM>. Positioning the attachment between the restraint line <NUM> and the capture line <NUM> a significant distance away from the engagement region <NUM> can reduce the likelihood for the restraint line <NUM> to interfere with the capture of the aircraft <NUM>. However, the tension in the restraint line <NUM> may cause the slider <NUM> to move toward the engagement region <NUM> before the aircraft <NUM> is captured. In particular, when the slider <NUM> is positioned below the engagement region <NUM>, the tension in the restraint line <NUM> may cause the slider <NUM> to rise up along the capture line <NUM> toward the engagement region <NUM>. When the slider <NUM> is positioned above the engagement region <NUM>, the tension in the restraint line <NUM>, possibly assisted by the force of gravity, can cause the slider <NUM> to move downwardly toward the engagement region <NUM>. Accordingly, the system <NUM> can include an arrangement for temporarily holding the slider <NUM> in position, until the aircraft <NUM> engages the capture line, as discussed in further detail below with reference to <FIG>.

Referring now to <FIG>, the upper pulley <NUM> can be supported relative to the upper support <NUM> by a pulley support <NUM> and a corresponding support arm <NUM>. The pulley support <NUM> can include an eye bolt, and the support arm <NUM> can include a cable or bracket. A mechanical fuse <NUM> is connected between the pulley support <NUM> and the slider <NUM> to hold the slider <NUM> in position prior to capture. The capture line <NUM> can include an obstruction <NUM> that is too large to pass through the opening in the slider <NUM> through which the capture line <NUM> passes. Prior to capture, the mechanical fuse <NUM> holds the slider <NUM> in the position shown in <FIG>. During capture, the aircraft <NUM> (not visible in <FIG>) pulls on the capture line <NUM>, causing the obstruction <NUM> to apply a downward force on the slider <NUM>. The downward force causes the mechanical fuse <NUM> to break, allowing the slider <NUM> to move freely along the capture line <NUM>.

<FIG> illustrates the system <NUM> after the aircraft <NUM> has engaged the capture line <NUM>. The force applied by the aircraft to the capture line <NUM> has caused the obstruction <NUM> to engage with the slider <NUM>, causing the mechanical fuse <NUM> to break. In a particular embodiment not falling under the scope of the claims but present for illustration only, the mechanical fuse <NUM> can include a relatively weak zip tie, or other structure that is sufficient to hold the slider <NUM> at rest, but which breaks under the force applied by the obstruction <NUM> applied to the slider <NUM>. The force applied by the restraint line <NUM> causes the slider <NUM> to move along the capture line <NUM> toward the aircraft <NUM>. When the system comes to rests, the slider <NUM> will be positioned just above the engagement device <NUM> of the aircraft <NUM>. If the slider <NUM> is positioned initially below the engagement region <NUM> (as shown in <FIG>), a similar arrangement to that show in <FIG> and <FIG> can be applied to the lower pulley <NUM> shown in <FIG>. The expected result of either arrangement is that the restraint line <NUM> is positioned well out of the way of the engagement region <NUM> and the aircraft <NUM> until the aircraft <NUM> has been successfully captured.

One feature of at least some of the foregoing embodiments described above with reference to <FIG> is that the restraint device <NUM> can operate to control the motion of the aircraft <NUM> as it undergoes the capture operation. By doing so, the aircraft <NUM> is less likely to contact or interfere with the capture line <NUM>, other than via the intended contact with the engagement device <NUM>. In addition, the aircraft <NUM> is less likely to undergo sudden decelerations, and/or collisions with surrounding equipment or the ground, and therefore can significantly lengthen the useful life of the aircraft <NUM>.

<FIG> schematically illustrate a system <NUM> having a landing device (e.g., a flexible, resilient landing device) <NUM> positioned to cushion the impact of the aircraft <NUM> after it is engaged with the capture line <NUM>. <FIG> is an isometric illustration of the aircraft <NUM> approaching the system <NUM>, which includes a single support <NUM> having a configuration generally similar to that described above with reference to <FIG>. The landing device <NUM> is positioned generally along the flight path <NUM> past the support <NUM>. In general, the landing device <NUM> is positioned below the engagement portion <NUM> of the capture line <NUM> so as to be below the aircraft <NUM> when the aircraft <NUM> engages with the capture line <NUM>.

<FIG> is a simplified side view of the aircraft <NUM> as it approaches the capture line <NUM>. For purposes of clarity, the energy absorber device <NUM> shown in <FIG> is not shown in <FIG>. As shown in <FIG>, the landing device <NUM> is positioned a selected distance beyond the capture line <NUM> along the flight path <NUM>, so as to receive the aircraft <NUM> at the end of the capture operation.

In <FIG>, the aircraft <NUM> has engaged with the capture line <NUM> and pulled the capture line <NUM> laterally along the flight path <NUM>. Each of the pulleys <NUM> around which the capture line <NUM> passes can include a restraint device, for example, a lock or ratchet that allows the pulleys <NUM> to rotate in the direction required to facilitate extending the capture line <NUM> to the position shown in <FIG>, and resist or prevent the capture line <NUM> from moving in the opposite direction. Accordingly, the restraint device can lock the motion of the capture line <NUM> when the aircraft <NUM> is in the position shown in <FIG>. At that point, the aircraft <NUM> falls towards the landing device <NUM> along an arc C defined by the length of the capture line <NUM> between the aircraft <NUM> and the upper boom portion <NUM>. In <FIG>, the aircraft <NUM> has come to rest on the landing device <NUM> and is ready to be released from the capture line <NUM>.

The landing device <NUM> can be particularly configured to reduce or eliminate the likelihood of damage to the aircraft <NUM> as it lands. Referring now to <FIG>, the landing device <NUM> (shown in plan view) includes a recess, receptacle, concave region or depression that restricts and/or cushions lateral motion of the aircraft <NUM> as it comes to rest. For example, the landing device <NUM> can include a generally circular or elliptical depression 1261a (shown in dashed lines) that performs this function. In another embodiment, for example, where the position and orientation of the aircraft <NUM> is reliably repeatable from one capture to the next, a representative depression 1261b (shown in solid lines) can have a shape that corresponds to the shape and orientation of the aircraft when it impacts the landing device <NUM>.

<FIG> is a partially schematic, cross-sectional illustration of the landing device <NUM>, taken generally along line 12F-12F of <FIG>. As shown in <FIG>, the landing device <NUM> can include a base <NUM> and sidewalls <NUM> that surround or at least partially surround a concave region <NUM>. In a particular embodiment, the sidewalls <NUM> can include multiple portions, e.g., a first portion 1263a and a second portion 1263b. The first portion 1263a can have one composition, and the second portion 1263b can have another. In a particular embodiment, the first portion 1263a can be inflatable and can include one or more gas (e.g., air) bladders. The second portion 1263b can include foam or another compressible resilient material. The base <NUM> can also include a compressible material, e.g., a foam or gas filled bladder.

<FIG> is a partially schematic illustration of a system <NUM> adding an energy absorber device <NUM> configured in accordance with another embodiment of the present technology. In one aspect of this embodiment, the energy absorber device <NUM> can communicate with a controller <NUM> (e.g., a computer-based controller) to adjust the manner in which the energy absorber device <NUM> absorbs energy resulting from the impact between the UAV <NUM> and the capture line <NUM>. For example, in particular embodiments, the energy absorber device <NUM> can include a computer-controlled break that applies a varying breaking force to the capture line <NUM> as the aircraft engages with the capture line <NUM>. By varying the breaking force applied by the energy absorber device <NUM>, the system <NUM> can accommodate aircraft having different sizes, weights, and/or velocities. In particular, the landing device <NUM> may be positioned a selected distance away from the support <NUM> and the capture line <NUM>. If the momentum of the aircraft <NUM> can vary from one aircraft to another, and/or one flight to another, the distance the aircraft <NUM> travels once captured may vary as well. As a result, the aircraft may overshoot or undershoot the landing device <NUM>. The energy absorber device <NUM>, in particular, when coupled to the controller <NUM>, can address this potential issue. In particular, the controller <NUM> can receive data from the aircraft <NUM> and/or other sources, indicating the weight and velocity of the aircraft. The controller <NUM> can use that information to determine the breaking force as a function of time to be applied to the capture line <NUM> such that the aircraft is directly over the landing device <NUM> when its forward progress stops. In a particular embodiment, the break can include the wheel or a series of wheels that provide a variable resistant force on the capture line <NUM>, so as to vary the breaking force from one capture operation to another, and/or during the course of an individual capture operation. An advantage of the foregoing arrangement is that it can allow aircraft having a variety of weights and velocities to use a single capture device <NUM> without the need to make manual adjustments to the capture device <NUM>.

One feature of at least some of the foregoing embodiments described above with reference to <FIG> is that they can be relatively simple to implement. For example, the landing device <NUM> can be largely inflatable and accordingly can be easily collapsed for storage. In addition, the landing device <NUM> can have a simple mechanical construction that may be less susceptible to wear and fatigue. Conversely, embodiments of the present technology described above with reference to <FIG> do not require an impact between the captured aircraft and a landing device, and accordingly, may have a reduced tendency for incidental damage that can potentially result from such contact.

Claim 1:
An aircraft system (<NUM>) comprising:
at least one support (<NUM>) having an upright portion and at least one boom portion (<NUM>, <NUM>);
a capture line (<NUM>) carried by and extending downwardly from the at least one boom portion, the capture line having an engagement portion (<NUM>) positioned to releasably attach to an unmanned aircraft (<NUM>); and
a flexible, resilient landing device (<NUM>) positioned proximate to the at least one support, wherein the landing device includes a depression (1261a, 1261b) positioned to receive the unmanned aircraft, the depression configured to restrict lateral motion of the unmanned aircraft as it comes to rest.