WO2005014390A2

WO2005014390A2 - Methods and apparatuses for storing, launching, and capturing unmanned aircraft

Info

Publication number: WO2005014390A2
Application number: PCT/US2004/001033
Authority: WO
Inventors: Bryan D. Dennis; Clifford Jackson; Brian T. Mcgeer; Cory Roeseler; Andreas H. Vonflotow
Original assignee: The Insitu Group
Priority date: 2003-01-17
Filing date: 2004-01-17
Publication date: 2005-02-17
Also published as: AU2004262619A1; WO2005014390A3; AU2004262619B2; EP1590238A2; CA2513507C; AU2009201713A1; AU2009201713B2; AU2009201713B8; CA2513507A1

Abstract

Methods and apparatuses for assembling, launching, recovering, disassembling, capturing, and storing unmanned aircraft (140) and other flight devices or projectiles are described. In one embodiment, the aircraft (140) can be assembled from a container (111) with little or no manual engagement by an operator. The container (111) can include a guide structure to control motion of the aircraft components. The aircraft (140) can be launched from an apparatus that includes an extendable boom (103). The boom (103) can be extended to deploy a recovery line (853) to capture the aircraft (140) in flight. The aircraft (140) can then be returned to its launch platform, disassembled, and stored in the container (111), again with little or no direct manual contact between the operator and the aircraft (140).

Description

METHODS AND APPARATUSES FOR STORING, LAUNCHING, AND CAPTURING UNMANNED AIRCRAFT

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to the following pending U.S. Provisional Applications: 60/440,846; 60/440,843; 60/440,845; 60/440,729; 60/440,851 ; 60/440,890; 60/440,849; 60/440,726; and 60/440,727; all filed January 17, 2003, and incorporated herein in their entireties by reference. The present application also claims priority to the following pending U.S. Nonprovisional

Applications: U.S. Application No. , entitled "Methods and Apparatuses for Capturing and Storing Unmanned Aircraft, Including Methods and Apparatuses for Securing the Aircraft After Capture" (Perkins Coie Docket No. 36761 -8002US01 );

U.S. Application No. , entitled "Methods and Apparatuses for Launching

Unmanned Aircraft, Including Methods and Apparatuses for Transmitting Forces to the Aircraft During Launch" (Perkins Coie Docket No. 36761 -8003US01 ); U.S.

Application No. , entitled "Methods and Apparatuses for Capturing and

Recovering Unmanned Aircraft, Including Extendable Capture Devices" (Perkins

Coie Docket No. 36761 -8004US01 ); U.S. Application No. , entitled

"Methods and Apparatuses for Launching and Capturing Unmanned Aircraft, Including a Combined Launch and Recovery System" (Perkins Coie Docket No.

36761 -8005US01 ); U.S. Application No. , entitled "Methods and

Apparatuses for Capturing Unmanned Aircraft and Constraining Motion of the Captured Aircraft" (Perkins Coie Docket No. 36761 -8006US01); U.S. Application

No. , entitled "Methods and Apparatus for Capturing and Recovering

Unmanned Aircraft, Including a Cleat for Capturing Aircraft on a Line" (Perkins Coie

Docket No. 36761 -8007US01 ); U.S. Application No. , entitled "Methods and Apparatuses for Launching, Capturing, and Storing Unmanned Aircraft, Including a Container Having a Guide Structure for Aircraft Components" (Perkins

Coie Docket No. 36761 -8008US01 ); U.S. Application No. , entitled

"Methods and Apparatuses for Launching Unmanned Aircraft, Including Methods and Apparatuses for Launching Aircraft with a Wedge Action" (Perkins Coie Docket S Θ& 6^:|i8iΘ»l^l2l3S0f^t)f 'irϊdβ.'Si Application No. , entitled "Methods and

Apparatuses for Launching Unmanned Aircraft, Including Methods and Apparatuses for Releasably Gripping Aircraft During Launch" (Perkins Coie Docket No. 36761- 8013US01 ).

TECHNICAL FIELD

The present disclosure describes methods and apparatuses for storing, launching, and capturing unmanned aircraft.

BACKGROUND

Unmanned aircraft or air 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. BRP&FiOE CRIPTrON-W^FfiE^^RAWINGS

Figures 1A-1 H illustrate an apparatus and process for storing and assembling an unmanned aircraft prior to launch in accordance with an embodiment of the invention. Figure 2 is a partially schematic illustration of an apparatus configured to both launch and recover an unmanned aircraft in accordance with an embodiment of the invention. Figures 3A-3B schematically illustrate an apparatus for providing acceleration to launch an unmanned aircraft, and a corresponding deceleration of parts of the apparatus, which deceleration acts as a brake. Figures 4A-4C schematically illustrate one type of energy source to provide motive power to an apparatus for accelerating an unmanned aircraft and braking moving components of the apparatus in accordance with an embodiment of the invention. Figures 5A-5E are partially schematic illustrations of an apparatus having at least one movable link for launching an unmanned aircraft in accordance with another embodiment of the invention. Figures 6A-6B are partially schematic illustrations of an apparatus having a movable link for launching an unmanned aircraft in accordance with another embodiment of the invention. Figures 6C-6F are partially schematic illustrations of a carriage having a gripper arrangement for releasably carrying an unmanned aircraft in accordance with an embodiment of the invention. Figures 6G illustrates an apparatus for launching an unmanned aircraft in accordance with another embodiment of the invention. Figures 7A-7C illustrate apparatuses for storing and/or launching multiple unmanned aircraft in accordance with yet further embodiments of the invention. Figures 8A-8B illustrate an apparatus configured to recover an unmanned aircraft in accordance with an embodiment of the invention. Figures 9A-9D illustrate a line capture device configured in accordance with an embodiment of the invention.

schematic illustrations of a portion of a recovery system, configured to recover an unmanned aircraft and control post- recovery motion of the aircraft in accordance with an embodiment of the invention. Figures 10E-10F are schematic illustrations of portions of recovery systems configured to provide tension in a recovery line in accordance with further embodiments of the invention. Figures 11A-11G are partially schematic illustrations of a system and method for securing and stowing an unmanned aircraft after capture in accordance with an embodiment of the invention. Figures 12A-12E are partially schematic illustrations of a container and method for disassembling and stowing an unmanned aircraft in accordance with another embodiment of the invention. Figures 13A-13F are partially schematic illustrations of aircraft configurations in accordance with further embodiments of the invention.

DETAILED DESCRIPTION

The present disclosure describes unmanned aircraft and corresponding methods and apparatuses for launching and retrieving or recovering such aircraft. Included in the disclosure are methods and apparatuses for handling small unmanned aircraft in a secure and efficient cycle from flight through retrieval, dismantling, storage, servicing, assembly, checkout, launch, and back to flight. Many specific details of certain embodiments of the invention are set forth in the following description and in Figures 1A-13F to provide a thorough understanding of these embodiments. One skilled in the art, however, will understand that the present invention may have additional embodiments, and that the invention may be practiced without several of the details described below. For example, many of the aspects described below in the context of launching, recovering, and storing unmanned aircraft may be applicable as well to other self-propelled and/or projectile airborne devices. In particular embodiments, aspects of the invention can enable and improve handling of unmanned aircraft from retrieval to launch. They address the problem of vulnerability to damage during manual handling and storage, retrieval, and launch aboard ship or in a similarly confined space, and efficient operation of multiple

secure and efficient handling cycle. Aspects of the apparatuses and methods can include (1 ) compact storage; and (2) constrained motion. Accordingly, embodiments of the system can discourage freehanding of the unprotected aircraft, whole or in pieces, and instead can include provisions for dismantling, packing, and assembling the aircraft along prescribed paths, with the storage apparatus and its interfaces with the launch and retrieval apparatus shielding the aircraft from abuse. The following description includes four sections, each focused on a particular aspect of unmanned aircraft operation. Section 1 focuses on methods and apparatuses for assembling unmanned aircraft, Section 2 focuses on methods and apparatuses for launching unmanned aircraft, Section 3 focuses on methods and apparatuses for retrieving unmanned aircraft, and Section 4 focuses on methods and apparatuses for disassembling and stowing unmanned aircraft. Each of the following Sections describes several embodiments of the corresponding structures and methods that are the focus of that Section. Overall systems in accordance with other embodiments of the invention can include any of a wide variety of combinations and variations of the following embodiments.

1. Aircraft Assembly Figures 1A-1 H illustrate a method and apparatus for storing and assembling an unmanned aircraft prior to launch, in accordance with an embodiment of the invention. In anticipation of launch, a closed storage container as shown in Figure 1A can be secured to a launch apparatus as shown in Figure 1 G, thereby establishing a secure workstand for assembly, and a path for constrained motion of the aircraft onto the launcher. Beginning with Figure 1A, a stowage system 110 in accordance with one aspect of this embodiment can include a container 111 (shown in phantom lines in Figure 1A) having one or more movable panels defining a volume in which an unmanned aircraft 140 is stowed. The aircraft 140 can be carried on an aircraft support member, which can include a cradle 116, which is in turn supported by a movable dolly or car 117. The car 117 can be mounted on a rail 118 or another controlled motion system for movement relative to the container 111 , as described in greater detail below with reference to Figure 1 G. In one aspect of this embodiment, the cradle 116 can be mounted to the car 117 with a jack 121 to move the aircraft

[36761 -8002-WO0100/SL040160.331 ] -5-

,

reference to Figure 1 B. The container 111 can have a generally box-like shape and can include a bottom 112 (which supports the rail 118), opposing ends 114 extending upwardly from the bottom 112, and sides 115 positioned between the opposing ends 114. A removable top 113 can seal the aircraft 140 within the container 111. In one embodiment, the aircraft 140 can include a fuselage 141 , an aft-mounted propeller 148, and a wing stub 142. Wings 143 can be stowed against the sides 115 of the container 111 and can be attached to the wing stub 142 as described in greater detail below with reference to Figures 1 B-1 E. In other embodiments, the aircraft 140 can have other configurations when stowed. Referring now to Figure 1 B, the jack 121 can be activated to elevate the aircraft 140 relative to the container 111. For example, in one embodiment, the aircraft 140 can be elevated at least until the wing stub 142 is positioned above the upper edges of the container sides 115. With the wing stub 142 in this position, the wings 143 can be aligned for attachment to the aircraft 140. Each wing 143 can have a wing gripper 119 attached to it. As described in greater detail below, the wing grippers 119 can eliminate the need for the operator (not shown in Figures 1A- 1 H) to have direct manual contact with the wings 143 during wing assembly. Referring now to Figure 1C, a section 122 of one of the container sides 115 can be pivoted outwardly from the container 111 and slid aft, parallel to a longitudinal axis L of the aircraft 140. This motion can position a corresponding one of the wings 143 proximate to the wing stub 142. In one aspect of this embodiment, the degrees to which the section 122 pivots outwardly and slides longitudinally are controlled by stops (not visible in Figure 1 C) positioned in the bottom 112 of the container 111. Accordingly, the stops can orient the wing 143 for attachment to the wing stub 142 with precision. The overall motion of the section 122 relative to the container 111 is constrained by a guide structure (e.g., a pin of the section 122 received in a slot of the container). Accordingly, the section 122 moves along a constrained, section guide path. Referring now to Figure 1 D, the wing 143 can be rotated upwardly (as indicated by arrow R) until forward and aft spars 144 of the wing 143 are aligned with corresponding spar receptacles 145 in the wing stub 142. In one aspect of this

[36761 -8002-WO0100/SL040160.331] -6- 119, reducing the likelihood for contaminating the wing surfaces with debris and/or damaging the wing surfaces. Once the spars 144 are aligned with the corresponding spar receptacles 145, the operator can slide the wing gripper 119 along a track located on the inner surface of the section 122 of the container 111 to insert the spars 144 into the corresponding spar receptacles 145, as indicated by arrow S. Accordingly, the motion of the wing gripper 119 is constrained to be along a gripper guide path. For purposes of illustration, communication lines (such as electrical cables) which run between the fuselage 141 and the wing 143 are not shown in Figure 1 D. These lines can include sufficient extra length to allow the wing 143 to be moved toward and away from the fuselage 141 during assembly and disassembly, and take-up devices such as reels or spring-loaded loops to adjust the lines appropriately. Referring now to Figure 1 E, the operator can lock the wing 143 relative to the wing stub 142 by removing a hatch 147 from the wing stub 142 and inserting wing retainers (not visible in Figure 1 E) which lock the spars 144 in firm engagement with the wing stub 142. The process described above with reference to Figures 1 B-1 E can then be repeated for the other wing 143 to fully assemble the aircraft 140 in preparation for launch. While the aircraft 140 is carried on the cradle 116, it can be serviced. For example, the aircraft 140 can be fueled and/or electrically powered prior to flight, de-fueled and/or powered down after flight, and can receive/transmit data before and/or after flight. Figure 1 F shows the container 111 with the fully assembled aircraft 140 positioned in preparation for a controlled transfer of the aircraft 140 onto a launch system 125. In one embodiment, the forward end 114 of the container 111 can then be removed or pivoted out of the way to allow the aircraft 140 to slide onto the launch system 125, as described below with reference to Figure 1 G. In one embodiment (shown in Figure 1 G), an operator or motorized device can slide the car 117, the cradle 116, and the aircraft 140 (as a unit) relative to the rail 118 to position the aircraft 140 on the launch system 125. In other embodiments, the container 111 can include other arrangements for moving the aircraft 140 into position for launch via the launch system 125. In any of these embodiments, the aircraft 140 can be moved from the container 111 to the launch systeiti ^l'1 SS^'iWlfhόύt tlh&JWslfafhed motion or manual handling of the aircraft 140. For example, an operator can move the car 117 by grasping or engaging the cradle 116 or the car 117 rather than the aircraft 140. In another embodiment, all of the motions made after securing the storage container to the launch apparatus can be fully automated. As shown in Figure 1 H, the launch system 125 can include a launch carriage 126 which is moved into position to receive the aircraft 140 from the cradle 116. The launch carriage 126 can releasably support the wings 143 (as shown in Figure 1 H) or the fuselage 141 , or other portions of the aircraft 140 during launch. In any of these embodiments, once the aircraft 140 is supported by the launch carriage 126, the operator can retract the cradle 116 downwardly by activating the jack 121. The operator can then slide the car 117, with the retracted cradle 116, back along the rail 118 into the container 111. The container 111 can then be moved away from the launch system 125 so as not to interfere with the propeller 148 or any other portion of the aircraft 140.

2. Aircraft Launch Figure 2 is a partially schematic, rear isometric illustration of an apparatus 100 that includes the aircraft 140 positioned on an aircraft handling system 103. The aircraft handling system 103 can include an embodiment of the launch system 125 (described briefly above) configured to launch the aircraft 140, and a recovery system 150 configured to recover the same aircraft 140 at the end of its flight. In one aspect of an embodiment shown in Figure 2, the launch system 125 can include a launch support member 128 that carries a launch track 130 having two launch rails 129. The launch system 125 can further include a launch carriage 126, such as that described above with reference to Figure 1H. In one embodiment, the launch carriage 126 can include two independent components, each of which supports one of the wings 143 and each of which travels along one of the launch rails 129. In other embodiments, the launch carriage 126 can include a generally unitary structure that supports both wings 143 and travels along both launch rails 129. In still further embodiments, the launch carriage 126 can support other portions of the aircraft 140, such as the fuselage 141. In yet another embodiment, only one launch rail can support the launch carriage 126. In any of these ~ can e prope e a ong e

o launch the aircraft 140, as described below with reference to Figures 4A-6F. In another aspect of an embodiment of the apparatus shown in Figure 2, the recovery system 150 can be integrated with the launch system 125 to reduce the overall volume occupied by these two systems. For example, in one particular embodiment, the recovery system 150 can include an extendable (and retractable) boom 151 having a plurality of nested segments 152. An operator can extend the nested segments 152 along a launch axis K defined by the launch track 130 to retrieve the aircraft 140 after its flight. Further details of embodiments of the extendable boom 151 and its operation are described below with reference to Figures 11A-11G. Figure 3A is a partially schematic, side elevational view of a portion of the apparatus 100 described above with reference to Figure 2, illustrating an energy reservoir 135 that provides power to and receives power from the launch carriage 126. Accordingly, the energy reservoir 135 can accelerate the launch carriage 126 to launch the aircraft 140 and then absorb the kinetic energy of the launch carriage 126 to slow it down. In one aspect of this embodiment, the energy reservoir 135 can include a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and/or a weight (as described below with respect to Figures 4A-4C). In another aspect of this embodiment, the energy reservoir 135 is coupled to the launch carriage 126 with a transmission 131. In a further aspect of this embodiment, the transmission 131 can include a cable 133, a plurality of fixed pulleys 132 (shown as first, second, and third fixed pulleys 132a-c, respectively) and a plurality of traveling pulleys 134 (shown as first and second traveling pulleys 134a-b, respectively) arranged in a block and tackle configuration. When the energy reservoir 135 moves the traveling pulleys 134 aft (as indicated by arrow P), the carriage 126 and the aircraft 140 accelerate and move forward (as indicated by arrow Q). In one aspect of this embodiment, the energy reservoir 135 can be configured to provide a relatively high force with a relatively low acceleration over a relatively short distance, and the transmission 131 can provide to the carriage 126 a relatively smaller force with a relatively higher acceleration over a relatively longer distance. For example, in one aspect of an embodiment shown in Figure 3A, the acceleration at the carriage 126 can be about

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apparatus 100 can include other block and tackle configurations or other transmissions 131 that provide the same or different acceleration levels to the carriage 126. In any of these embodiments, the energy reservoir 135 and the transmission 131 can be tailored to the aerodynamic characteristics of the aircraft 140 to provide the aircraft 140 with an adequate takeoff velocity. Figure 3B schematically illustrates the apparatus 100 with the energy reservoir 135 activated to move the carriage 126 from a position aft of the fixed pulleys 132 to a position forward of the fixed pulleys 132. As the carriage 126 passes the first fixed pulley 132a and the cable 133 begins to engage the second fixed pulley 132b, the carriage 126 rapidly decelerates. At the same time, the aircraft 140 continues forward to lift off the carriage 126 and become airborne. As the carriage 126 passes the first fixed pulley 132a, it also begins to exert a force on the energy reservoir 135 via the cable 133. One effect of this coupling between the carriage 126 and the energy reservoir 135 is that the carriage 126 rapidly decelerates. Accordingly, the apparatus 100 need not accommodate a long post-launch travel distance for the carriage 126. As a result, the apparatus 100 can be more compact than some existing launch/recovery devices. Another effect is that the energy associated with decelerating the carriage 126 can be reversibly absorbed by the energy reservoir 135. Accordingly, the energy reservoir 135 can be returned partially to its pre-launch state and can accordingly be closer to a state of readiness for the next launch. Figures 4A-4C schematically illustrate a particular embodiment of the apparatus 100 for which the energy reservoir 135 includes a weight 436. Prior to launch, the weight 436 is positioned as shown in Figure 4A so that it has an available potential energy determined by a height H. The weight is then released, accelerating the aircraft 140, as indicated by arrow Q. The acceleration provided by the falling weight 436 is completed when the weight 436 reaches its lower limit. Just before the weight 436 reaches its lower limit, the cable 133 passes from the first fixed pulley 132a to the second fixed pulley 132b, as shown in Figure 4B, which reverses the accelerating force on the carriage 126. The carriage 126 immediately begins to decelerate, as shown in Figure 4C, releasing the aircraft 140 into flight. As the carriage 126 continues for some distance beyond the second fixed pulley subsequent launch operation, the weight 436 can be raised completely to the height H, and the carriage 126 can be moved to the position shown in Figure 4A for another launch. One feature of embodiments of the apparatus 100 described above with reference to Figures 3A-4C is that the energy provided by the energy reservoir 135 can accelerate the aircraft 140 at a rapid rate. Accordingly, the aircraft 140 can be accelerated to its lift-off speed without requiring a lengthy takeoff run. An advantage of this feature is that the apparatus 100 can be compact and suitable for operation in cramped quarters. Another feature of an embodiment of the apparatus described above with reference to Figures 3A-4C is that the energy reservoir 135 can be configured to absorb energy from the carriage 126 after the carriage 126 has released the aircraft 140. In some cases, as described above, the energy reservoir 135 can reversibly regain a portion of the energy required to conduct a subsequent launch. An advantage of this feature is that the time and energy required to ready the apparatus 100 for a subsequent launch can be reduced. A further advantage of this arrangement is that the apparatus 100 does not require a braking device separate from the energy reservoir 135. Figures 5A-6F illustrate launch systems configured in accordance with further embodiments of the invention. Beginning with Figure 5A, a launch system 525 in accordance with one embodiment of the invention can include a base 530 carrying two or more supports 529 (shown in Figure 5A as a first support 529a and a second support 529b). The base 530 can be configured to incline relative to the ground (for example, with a jack 539) to orient the aircraft 140 for launch. The base 530 can be mounted to a vehicle, including a trailer or a boat, or to a fixed platform, including a building. The launch system 525 can further include a first member 527 (e.g., a first launch member 527) and a second member 528 (e.g., a second launch member 528), both of which support a carriage 526, which in turn carries the aircraft 140 via a releasable gripper 520. At least one of the first member 527 and the second member 528 is movable relative to the other. For example, in one embodiment, the first member 527 can be fixed relative to the base 530, and the second member 528

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second members 527, 528 can have different arrangements. In any of these embodiments, the movement of at least one of the first and second members 527, 528 can accelerate the carriage 526 to launch the aircraft 140, as described in greater detail below. In one embodiment, the second member 528 can translate and/or rotate relative to the first member 527. In a particular aspect of this embodiment, the motion of the second member 528 relative to the first member 527 can be controlled by a pin 532, which depends from the second member 528 and which is received in an elongated guide slot 531 of the support 529b. The motion of the second member 528 can be further controlled by a block and tackle 533. In one embodiment, the block and tackle 533 can include a coupling line 535 attached to the second member 528 at a first line attachment point 536a. The coupling line 535 passes through a series of pulleys 534a-534e to a second attachment point 536b, also on the second member 528. In other embodiments, the second member 528 can be supported relative to the first member 527 in other arrangements. In any of the embodiments described above, the carriage 526 can engage both the first member 527 and the second member 528. For example, in one embodiment, the first member 527 can include a first roller surface 537 (which engages first wheels 524a of the carriage 526), and the second member 528 can include a second roller surface 538 (which engages second wheels 524b of the carriage 526). , Carriage arms or links 523 can support the second wheels 524b relative to the first wheels 524a. In one embodiment, the second roller surface 538 can have a curved profile to control the acceleration of the carriage 526. In other embodiments, the second roller surface 538 can have other shapes. In any of these embodiments, the carriage 526 can travel (from left to right as shown in Figure 5A) along the first roller surface 537 while engaging the second surface roller surface 538. In a particular aspect of this embodiment, the second roller surface 538 an be inclined relative to the first roller surface 537 and can move in a wedge fashion, so as to force the carriage 526 from left to right to launch the aircraft 140. In one embodiment, the force required to move the second member 528 relative to the first member 527 can be provided by an actuator 510. The actuator

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around an actuator pulley 512. In one aspect of this embodiment, the actuator 510 can include a compressed gas cylinder, having a piston that retracts the actuator line 511 to draw the second member 528 downwardly away from the first member 527, as described in greater detail below with reference to Figure 5B. In other embodiments, the actuator 510 can have other arrangements, such as a hydraulic cylinder, a bungee, or a spring. In any of these embodiments, the actuator 510 can move the second member 528 relative to the first member 527, forcing movement of the carriage 526 from left to right. The launch system 525 can include a carriage return crank or winch 522 having a carriage return line 521 with a releasable trigger 522a connected to the carriage 526. The launch carriage 526 is held back in a pre-launch position by the carriage return line 521 while a launch force is applied to the launch carriage 526. The releasable trigger 522a is then disengaged, allowing the launch carriage 526 to accelerate. The carriage return line 521 can be used to reset the carriage 526 after launch, as described in greater detail below with reference to Figure 5B. Figure 5B illustrates the launch system 525 after the carriage 526 has been accelerated to launch the aircraft 140. In one aspect of this embodiment, the actuator 510 has rapidly drawn the second member 528 downwardly in a manner controlled by the block and tackle 533 and the pin 532 positioned in the slot 531. As the second member 528 moves downwardly relative to the first member 527, the carriage 526 is forced from left to right at a high rate of speed, until the second wheels 524b engage a braking portion 519 of the second roller surface 538. Accordingly, the angle between the second roller surface 538 and the first roller surface 537 changes at the braking portion 519. At this point, the carriage 526 rapidly decelerates, while the gripper 520 releases, allowing the aircraft 140 to continue forward as it is launched into flight. Once the actuator 510 has moved the second member 528, it can be effectively decoupled while an operator couples the carriage return line 521 to the launch carriage and activates the carriage return crank 522 to return the carriage 526 to the position shown in Figure 5A. For example, when the actuator 510 includes a gas powered piston, the volume of the cylinder in which the piston moves can be opened to atmospheric pressure so that the operator does not need to

position. Once the carriage 526 has been returned to the position shown in Figure 5A, the actuator 510 can be readied for the next launch, for example, by charging the cylinder in which the piston operates with a compressed gas. In other embodiments, the energy of deceleration can be used to reversibly regain energy to be used during the next launch. In still further embodiments, the actuator 510 can be recharged by the carriage return crank 522. As the carriage return crank 522 is actuated, it can force the second member 528 to its original position as the carriage 526 returns. This movement can also force the piston on the actuator 510 to its starting position and restore gas pressure in the actuator 510. Figure 5C is a partially schematic illustration of a portion of the launch system 525 illustrating the first member 527, along with the second member 528 (shown in its pre-launch configuration in solid lines and in its post-launch configuration in dashed lines). As shown in Figure 5C, the portion of the second member 528 to which the coupling line 535 is attached can move by distance 3X, which is three times the distance X moved by the right most portion of the second member 528. The wedge angle between the first member 527 and the second member 528 increases by translating and pivoting the second member 528 relative to the first member 527. By increasing the wedge angle during the launch process, the carriage 526 is accelerated at a constant or nearly constant rate, even as the force from the actuator decreases near the end of the actuator's power stroke. Figure 5D is a graph illustrating predicted acceleration and velocity values for a carriage 526 propelled by a launch system 525 in accordance with an embodiment of the invention. In one aspect of this embodiment, the launch system 525 can provide a generally constant acceleration to the carriage 526, which instantaneously reverses (when the carriage 526 reaches the braking portion 519 described above). This acceleration profile can provide a generally uniform increase in velocity, as is also shown in Figure 5D, up to at least the take-off velocity of the aircraft 140. In other embodiments, the carriage 526 can be propelled in manners that result in different acceleration and velocity profiles. Figure 5E is a partially schematic illustration of a launch system 525a configured in accordance with another embodiment of the invention and having many characteristics in common with the launch system 525 described above with ι j - e s ec o s em o men , iπe launcn system 525a includes a first link 518a and a second link 518b coupled between the first member 527 and the second member 528, in lieu of the block and tackle 533 and pin 532 arrangement described above. The motion of the second member 528 relative to the first member 527 can be generally similar to that described above with reference to Figures 5A and 5B, to provide acceleration and velocity profiles generally similar to those described above with reference to Figure 5D. Figures 6A-6B illustrate a launch system 625 configured in accordance with still another embodiment of the invention. In one aspect of this embodiment, the launch system 625 can include a first member 627 coupled to a second member 628 at a pivot point 633. An actuator 610 can be coupled to the first member 627 and the second member 628 with actuator rods 611 to force the first and second members 627, 628 apart from each other in a transverse plane. A carriage 626 can carry the aircraft 140 and can engage a first roller surface 637 of the first member 627 with first wheels 624a. The carriage 626 can also engage a second roller surface 638 of the second member 628 with second wheels 624b. Referring now to Figure 6B, the actuator 610 can be activated to spread the first member 627 and the second member 628 apart from each other, forcing the carriage 626 from left to right. When the carriage 626 reaches braking portions 619 of the first and second members 627, 628, it rapidly decelerates, causing a gripper 620 to open (as indicated by arrows Y) while the aircraft 140 continues forward and is launched into flight. In other embodiments, the launch system 625 can have other arrangements. One feature of embodiments of the launch systems described above with reference to Figure 5A-6B is that the "wedge action" of the first and second members relative to each other can rapidly accelerate the carriage (and therefore the aircraft 140) in a relatively short distance. An advantage of this arrangement is that the launch systems can be used in cramped quarters, including the deck of a fishing vessel or a towed trailer. Another feature of embodiments of the launch systems described above is that the wedge angle between the first and second members can increase as they move relative to one another. This arrangement can provide a constant or nearly constant acceleration to the carriage (and the aircraft 140), even if the force , pϋ advantage of this arrangement is that the aircraft 140 is less likely to be subject to sudden changes in acceleration, which can damage the aircraft 140. Yet another feature of the launch systems described above with reference to Figures 5A-6B is that at least one of the first and second members can include a braking portion which rapidly and safely decelerates the carriage carried by the launch system. An advantage of this feature is that the rail length required for deceleration can be short relative to that for acceleration, and the overall length of the system can be correspondingly limited. Further details of the manner in which the carriage releases the aircraft are described below with reference to Figures 6C- 6F. Another feature of the launch systems described above with reference to Figures 5A-6B is that the number of components that move at high speed during the launch process is relatively small. For example, in a particular embodiment, the only rolling elements that are traveling at high speed are the carriage wheels, and no high speed pulleys are included. Accordingly, the potential losses associated with components moving at high speed, including losses caused by ropes attached to the carriage suddenly accelerating and decelerating (e.g., "rope slurping") can be reduced and/or eliminated. Figures 6C-6F illustrate an arrangement for supporting the aircraft 140 during launch, suitable for use with any of the launch systems described above. In one embodiment, shown in Figure 6C, the arrangement can include a carriage 626 having a gripper 620 which includes two gripper arms 618. Each gripper arm 618 can include a forward contact portion 617a and an aft contact portion 617b configured to releasably engage the fuselage 141 of the aircraft 140. Figure 6D is a front end view of the carriage 626 and the aircraft 140. As shown in Figure 6D, each contact portion 617a can have a curved shape so as to conform to the curved shape of the fuselage 141. Each gripper arm 618 can be pivotably coupled to the carriage 626 to rotate about a pivot axis P. In one aspect of this embodiment, each pivot axis P is canted outwardly away from the vertical by an angle Z. As described in greater detail below, this arrangement can prevent interference between the gripper arms 618 and the aircraft 140 as the aircraft 140 is launched. In another aspect of this embodiment, the gripper arms 618 can pivot to a -

ambient wind loads, gravity, propeller thrust (e.g., the maximum thrust provided to the aircraft 140), and other external transitory loads. Figure 6E is a top plan view of the carriage 626 as it reaches the end of its launch stroke. As the carriage 626 decelerates, the forward momentum of the gripper arms 618 causes them to fling open by pivoting around the pivot axes P, as indicated by arrows M, which can overcome the over-center action described above. As the gripper arms 618 begin to open, the contact portions 617a, 617b begin to disengage from the aircraft 140. Referring now to Figure 6F, the carriage 626 has come to a stop and the gripper arms 618 have pivoted entirely away from the aircraft 140, allowing the aircraft 140 to become airborne. As shown in Figure 6F, the gripper arms 618 have pivoted in a manner so as not to interfere with the fuselage 141 , the wings 143 or the propeller 148 of the aircraft 140. For example, as described above, the gripper arms 618 pivot about a canted pivot axis P. As a result, the gripper arms 618 can rotate downwardly (as well as outwardly) away from the aircraft 140 as the aircraft

140 takes flight. One feature of an embodiment of the carriage 626 described above with reference to Figures 6C-6F is that the gripper arms 618 can engage the fuselage

141 of the aircraft 140. An advantage of this arrangement is that the gripping action provided by the gripper arms 618 can be distributed fore and aft over the fuselage 141, thus distributing the gripping load. A further advantage of embodiments of the foregoing arrangement is that the gripper arms 618 can be configured to quickly and completely rotate out of the way of the aircraft 140 as the aircraft 140 takes flight. Still a further advantage of the foregoing arrangement is that no additional hardware, with associated weight and drag, need be provided to the aircraft 140 to allow it to be releasably carried by the carriage 626. Figure 6G illustrates a launch system 625a configured in accordance with still another embodiment of the invention. In one aspect of this embodiment, the launch system 625a can include a launch support member 128. A carriage 126 can carry the aircraft 140 along the launch support member 128 for takeoff. The force required to move the carriage 126 relative to the launch support member 128 can be provided by one or more constant force springs 690 (six are shown in Figure 6G as

π to force movement of the carriage 126 from left to right. In the illustrated embodiment, the springs 690a-690f are arranged in parallel. The number of springs 690 required to provide the necessary launch force can be adjusted based on specific operating conditions (e.g., the size of the aircraft 140, the length of the launch support member 128, and the local atmospheric conditions). Suitable constant force springs are available from Vulcan Spring and Mfg. Company of Telford, Pennsylvania. The launch system 625a can further include a carriage return crank or winch 522 (Figure 5A) which can operate as described above to return the carriage from a post-launch position to a pre-launch position. In one aspect of this embodiment, the springs 690 provide a constant force to the launch carriage 126. One advantage of using one or more constant force springs is that the resulting launch distance is reduced. Furthermore, when using a constant force spring, the acceleration of the launch carriage can be constant or nearly constant during launch, which can reduce the stresses applied to the aircraft 140. Another advantage of this arrangement is that the peak force on the launch system can be reduced by providing a constant force, which can in turn reduce the amount of structure (and therefore weight) required by the launch system. In other embodiments, the apparatus can be configured to rapidly launch a plurality of the aircraft 140. For example, as shown in Figure 7A, an apparatus 700a configured in accordance with an embodiment of the invention can include multiple containers 111 positioned proximate to a launch system 125. In one aspect of this embodiment, the containers 111 can be positioned in one or more container groups 720 (shown in Figure 7A as a vertical container group 720a, a horizontal container group 720b, and a diagonal container group 720c). In one embodiment, a single type of container group (e.g., a vertical container group 720a) can be positioned adjacent to a single launch system 125. In other embodiments, multiple container groups of different types can be positioned adjacent to a single launch system 125. In any of these embodiments, the containers 111 within each container group 720 can be easily accessible to operators preparing the aircraft 140 within the containers 111 for launch. Furthermore, the containers can be mechanically fed to the launcher, and assembly and positioning for launch then completed automatically as previously discussed. Accordingly, multiple aircraft 140 can be rapidly launched < . e . circumstances, the targets toward which the aircraft 140 are launched extend over a wide territorial range, and/or change rapidly enough that a single aircraft 140 is unable to provide suitable coverage. By rapidly launching multiple aircraft 140, widely dispersed targets that change rapidly with time can more easily be surveilled or otherwise engaged. In other embodiments, multiple launchers can be employed in combination with multiple containers to quickly deploy a plurality of the aircraft 140. For example, referring now to Figure 7B, an apparatus 700b can include multiple aircraft handling systems 703b arranged vertically, and multiple container groups 720b, also arranged vertically. Each container group 720b can have horizontally grouped containers 111. In another arrangement shown in Figure 7C, an apparatus 700c can include horizontally spaced-apart aircraft handling systems 703c, each supplied with aircraft 140 from containers 111 positioned in vertically stacked container groups 720a. In any of the embodiments described above with reference to Figures 7A-7C, the aircraft handling systems can be supplied with containers 111 via gravity feed systems, mechanical rollers, slides, or other mechanisms. In a further aspect of these embodiments, each container group can also be mobile, for example, by placing stacks or rows of containers 111 on independently wheeled carriages, or on rails, skids, bearings, or floats. Accordingly, in still another aspect of these embodiments, the aircraft handling systems (in addition to the container groups) can also be mobile, for example, by positioning the aircraft handling systems on independently wheeled carriages, rails, skids, bearings or floats. As described above, an advantage of any of these embodiments is that multiple aircraft 140 can be deployed in rapid succession.

3. Vehicle Capture Figures 8A-1 OF illustrate apparatuses and methods for capturing unmanned aircraft (including the aircraft 140 described above) in accordance with several embodiments of the invention. Beginning with Figure 8A, the aircraft 140 can be captured by an aircraft handling system 803 positioned on a support platform 801. In one embodiment, the support platform 801 can include a boat 802 or other water vessel. In other embodiments, the support platform 801 can include other . _{a c o ι or} π aιroome ven c such as a balloon. In many of these embodiments, the aircraft handling system 803 can be configured solely to retrieve the aircraft 140 or, as described above with reference to Figure 2, it can be configured to both launch and retrieve the aircraft 140. Referring now to Figure 8B, the aircraft handling system 803 can include a recovery system 850 integrated with a launch system 825. In one aspect of this embodiment, the recovery system 850 can include an extendable boom 851 having a plurality of segments 852. The boom 851 can be mounted on a rotatable base 856 or turret for ease of positioning. The segments 852 are initially stowed in a nested or telescoping arrangement (generally similar to that described above with reference to Figure 2) and are then deployed to extend outwardly as shown in Figure 8B. In other embodiments, the extendable boom 851 can have other arrangements, such as a scissors arrangement, a parallel linkage arrangement or a knuckle boom arrangement. In any of these embodiments, the extendable boom 851 can include a recovery line 853 extended by gravity or other forces. In one embodiment, the recovery line 853 can include 0.25 inch diameter polyester rope, and in other embodiments, the recovery line 853 can include other materials and/or can have other dimensions. In any of these embodiments, a spring or weight 854 at the end of the recovery line 853 can provide tension in the recovery line 853. The aircraft handling system 803 can also include a retrieval line 855 connected to the weight 854 to aid in retrieving and controlling the motion of the weight 854 after the aircraft recovery operation has been completed. In another embodiment, a recovery line 853a can be suspended from one portion of the boom 851 and attachable to another point on the boom 851 , in lieu of the recovery line 853 and the weight 854. In one aspect of this embodiment, the end of the extendable boom 851 can be positioned at an elevation E above the local surface (e.g., the water shown in Figure 8B), and a distance D away from the nearest vertical structure projecting from the local surface. In one aspect of this embodiment, the elevation E can be about 15 meters and the distance D can be about 10 meters. In other embodiments, E and D can have other values, depending upon the particular installation. For example, in one particular embodiment, the elevation E can be about 17 meters when the boom 851 is extended, and about 4 meters when the boom 851 is

e oom oo ιs extenαe , and about 4 meters when the boom 851 is retracted. In a further particular aspect of this embodiment, the boom 851 can be configured to carry both a vertical load and a lateral load via the recovery line. For example, in one embodiment, the boom 851 can be configured to capture an aircraft 140 having a weight of about 30 pounds, and can be configured to withstand a side load of about 400 pounds, corresponding to the force of the impact between the aircraft 140 and the recovery line 853 with appropriate factors of safety. In any of the foregoing embodiments, the aircraft 140 is captured when it flies into the recovery line 853. Once captured, the aircraft 140 is suspended from the recovery line by the wing 143. Further details of apparatuses and methods for capturing the aircraft 140 are described below with reference to Figures 9A-10D. Figure 9A is a partially schematic, isometric illustration of an outboard portion of the wing 143 and the winglet 146 of the aircraft 140 shown in Figure 8B. In one aspect of this embodiment, the wing 143 includes a leading edge 949 (which can be swept), an outboard edge 939, and a line capture device 960 positioned at the outboard edge 939. In other embodiments, each wing 143 can include a plurality of line capture devices 960 located along the span of the wing 143. In any of these embodiments, the line capture device 960 can include a cleat 961 fixedly attached to the wing 143 that engages the recovery line 853 to releasably and securely attach the aircraft 140 to the recovery line 853. The cleat 961 can include a cleat body 962, a cleat slot 963 positioned in the cleat body 962, and a gate or retainer 964 attached to the cleat body 962. As the aircraft 140 flies toward the recovery line 853 (as indicated by arrow A), the recovery line 853 strikes the wing leading edge 949 and causes the aircraft to yaw toward the recovery line 853, which then slides outboard along the leading edge 949 toward the line capture device 960 (as indicated by arrow B). The recovery line 853 then passes into the cleat slot 963 and is retained in the cleat slot 963 by the retainer 964, as described in greater detail below with reference to Figures 9B-9C. In other embodiments, the retainer 964 can be eliminated and the recovery line 853 can still be securely pinched in the cleat slot 963. If the aircraft 140 is not properly aligned with the recovery line 853 during its approach, the recovery line 853 may strike the line capture device 960 instead of „ , z ιπcιuαes a cιe leading edge 969 which is swept aft so as to deflect the recovery line 853 away from the aircraft 140. This can prevent fouling of the line 853 and can reduce the yawing moment imparted to the aircraft 140, allowing the aircraft 140 to recover from the missed capture and to return for another capture attempt. Figure 9B is an enlarged, isometric illustration of a portion of the wing 143 and the line capture device 960 described above with reference to Figure 9A. As described above with reference to Figure 9A, the recovery line 853 travels outboard along the wing leading edge 949 to position the recovery line 853 at the cleat slot

963 of the line capture device 960. In one aspect of this embodiment, the retainer

964 of the cleat 961 includes two or more closure arms 965 (two are shown in Figure 9B as a first closure arm 965a and a second closure arm 965b) that extend over the cleat slot 963. The retainer 964 is pivotally mounted to the cleat body 962 at a pivot joint 968, and is forced toward a closed position (shown in Figure 9B) by a spring 967. As the recovery line 853 strikes the first closure arm 965a from outside the cleat slot 963, the force on the first closure arm 965a forces the retainer 964 to rotate about the pivot joint 968 (as indicated by arrow C) to an open position, allowing the recovery line 853 to move into the cleat slot 963. The recovery line 853 continues through the cleat slot 963, allowing the retainer 964 to begin closing as it passes the first closure arm 965a. The recovery line 853 then strikes the second closure arm 965b to force the retainer 964 back open again, and then travels further in the slot 963. In one aspect of this embodiment, the slot 963 (which can be tapered) has a width that is less than a diameter of the recovery line 853. Accordingly, the recovery line 853 can be pinched in the slot 963 as the recovery line 853 travels outboard and aft, securing the aircraft 140 to the recovery line 853. The momentum of the aircraft 140 relative to the recovery line 853 provides the impetus to securely engage the recovery line 853 with the line capture device 960. As described above, the retainer 964 can include a first closure arm 965a and a second closure arm 965b. One advantage of a retainer 964 having a first closure arm 965a and a second closure arm 965b is that, if the relative velocity between the recovery line 853 and the aircraft 140 is insufficient to cause the recovery line 853 to travel to the end of the cleat slot 963, the retainer 964 can close around the recovery line 853, with the recovery line 853 positioned between the first

can arrest and secure the aircraft 140 even though the recovery line 853 has a relatively low outboard and aft velocity component relative to the capture device 960. Another advantage of the foregoing features, as shown in Figure 9C is that, as the aircraft 140 is captured on the recovery line 853, the recovery line 853 may twist so as to form a looping portion 953. The retainer 964 can prevent the recovery line 853 from passing out of the cleat slot 963, even if the recovery line 853 experiences forces inboard and forward relative to the capture device 960. The recovery line 853, secured in the cleat slot 963, also serves to resist further opening of the retainer 964. Furthermore, without the closure arms 965, tension on the end of a loop 953 could pull the recovery line 853 free of the cleat slot 963. The closure arms 965 can prevent this by admitting only one diameter of the recovery line 853. Figure 9D is a partially schematic, isometric illustration of a portion of a wing 143 of the aircraft 140 with a line capture device 960d positioned at the outboard edge 939 of the wing 143 in accordance with another embodiment of the invention. In one aspect of this embodiment, the line capture device 960d includes a cleat body 962 and a retainer 964d having two cleat arms 965c, 965d that pivot independently relative to the cleat slot 963. Each cleat arm 965c, 965d is pivotally mounted to the cleat body 962 at a corresponding pivot joint 968c, 968d, and is forced toward a closed position by a corresponding spring 967c, 967d. The individual cleat arms 965c, 965d can provide generally the same function as the cleat arms 965a, 965b described above with respect to Figures 9B-9C, e.g., to consistently and securely capture the recovery line 853. Figures 10A-10D illustrate a method and apparatus for further securing the aircraft 140 after it is attached to the recovery line 853. Referring first to Figure 10A, an aircraft handling system 1003 in accordance with an embodiment of the invention can include a hoist device 1080 coupled to the recovery line 853. The recovery line 853 can pass over a series of pulleys 956, shown in Figure 10A as a first pulley 956a, a second pulley 956b and a third pulley 956c. The recovery line 853 can also pass through a restraining device 1070 operatively coupled to the extendable boom 1051.

(including a weight, a hydraulic or pneumatic actuator, or an electric motor) coupled to the recovery line 853 in a deployable or triggerable manner that allows the spring 1085 to take up the recovery line 853. The hoist device 1080 can also include a damper (not shown in Figure 10A) to smooth out the action of the spring 1085. In one aspect of this embodiment, the hoist device 1080 can include a release mechanism 1081 configured to activate the spring 1085. In a further aspect of this embodiment, the release mechanism 1081 can include a release link 1082 coupled to the recovery line 853. The release link 1082 can include a trigger 1083 received in a corresponding trigger receptacle 1084. The trigger receptacle 1084 is positioned at an interface between the spring 1085 and the recovery line 853. Before the aircraft 140 strikes the recovery line 853, the trigger 1083 can be engaged with the trigger receptacle 1084, so that the spring 1085 does not act on the recovery line 853. Referring now to Figure 10B, as the aircraft 140 strikes and engages with the recovery line 853, it imparts a vertical force on the release link 1082 (as indicated by arrow C), causing the trigger 1083 to pull out of the trigger receptacle 1084, as indicated by arrow D. Accordingly, in this embodiment, the trigger 1083 is activated when a threshold extension or travel of the recovery line 853 is exceeded. In other embodiments, the trigger 1083 can be activated by other mechanisms, for example, when a threshold tension in the recovery line 853 is exceeded. Referring next to Figure 10C, once the trigger 1083 has been released from the trigger receptacle 1084, the spring 1085 begins to exert a force (indicated by arrow F) on the recovery line 853. Concurrently, the aircraft 140 may be swinging from side to side as it is suspended from the recovery line 853, thus exerting a centrifugal force on the recovery line 853. The force F exerted by the spring 1085 on the recovery line 853 compensates for the weight of the aircraft 140 hanging on the recovery line 853 and the centrifugal force caused by the aircraft swinging on the line after capture. As shown in Figure 10D, the spring 1085 can draw the recovery line 853 around the pulleys 956 to reduce the line length between the first pulley 956a and the aircraft 140. As the spring 1085 acts, it hoists the aircraft 140 up toward the restraining device 1070 at the end of the extendable boom 1051. The spring 1085 can be sized so as not to exert so much force on the recovery line 853 - w eχcess ve o ce an damages the aircraft 140. The restraining device 1070 is configured to releasably engage a portion of the aircraft 140, thus stabilizing the aircraft 140 after it is hoisted up by the recovery line 853 to the extendable boom 1051. In one embodiment, the restraining device 1070 can include a piece of pipe operatively connected to the end of the boom 1051. In other embodiments, the restraining device 1070 can include both active and passive devices to engage and restrain at least a portion of the aircraft 140, including an innertube apparatus configured to surround at least a portion of the aircraft 140, a plurality of cushions configured to "sandwich" the aircraft 140, or an umbrella which softly closes around the aircraft 140. In other embodiments, the restraining device can have other arrangements, or the restraining device may be omitted. If, after the aircraft 140 is caught and substantially decelerated, it is allowed to swing freely on the recovery line 853 (in response to wind or motion of the boom 1051) then it may be damaged by collision with structures in the swing space including (when the boom 1051 is carried by a ship) the ship's mast and deck. The vulnerability of the aircraft 140 to damage can be much reduced by hoisting the recovery line 853 such that the line capture device 960 (Figures 9A-9B) or nearby surfaces of the aircraft 140 are pulled firmly against the restraining device 1070 or a stiff object attached to the boom 1051. The aircraft's freedom to swing is thereby much reduced. Firm contact between the aircraft 140 and the boom 1051 can be maintained as the aircraft 140 is lowered, for example, by articulation of the boom 1051 or by translation on a trolley. When sufficiently close to the deck, the aircraft 140 can be securely removed from the recovery line 853 and stowed. Figures 10E-10F are schematic illustrations of apparatuses for providing tension in the recovery line 853 before, during, and after aircraft capture. Referring first to Figure 10E, the recovery line 853 can pass over a series of pulleys 1056, shown as a first pulley 1056a and a second pulley 1056b. In another aspect of this embodiment, the recovery line 853 can be operatively coupled to a first axially resilient member 1086 and a second axially resilient member 1087. The first and second axially resilient members 1086, 1087 can provide tension in the recovery line 853 before the aircraft (not shown) intercepts the recovery line at a location pu ey . n one emooαi m n , the axially resilient members 1086, 1087 can include a spring or other forcing mechanism (including a weight, a hydraulic or pneumatic actuator, or an electric motor) coupled to the recovery line 853. In another aspect of this embodiment, a damper 1089 can be operatively coupled to the recovery line 853 in parallel or in series with at least one of the axially resilient members 1086, 1087 to smooth out the action of the axially resilient members 1086, 1087. In another embodiment, the axially resilient members 1086, 1087 can be omitted and the recovery line 853 can be operatively coupled to only the damper 1089. In this embodiment, the damper 1089 provides only a drag force on the recovery line 853. Referring next to Figure 10F, in another embodiment, the recovery line 853 can be operatively coupled to a weight 854 and an axially resilient member 1086 to provide tension in the line. In one embodiment, the axially resilient member 1086 can include a constant force spring similar to the constant force spring 690 described above with respect to Figure 6G. An advantage of the foregoing arrangements is that the aircraft 140 can be less likely to swing about in an uncontrolled manner (e.g., when acted on by the wind) during subsequent portions of the recovery operation. Accordingly, the aircraft 140 will be less likely to become damaged by inadvertent contact with the ground, water, or the support platform from which the aircraft handling system 1003 extends. The aircraft will also be less likely to damage surrounding structures. In other embodiments, the boom 1051 can also be elevated as or after the recovery line 853 is taken up, to keep the aircraft 140 clear of surrounding structures.

4. Vehicle Disassembly and Stowage Figures 11A-11G illustrate a method for removing the aircraft 140 from the recovery line 853 and further securing and disassembling the aircraft 140. Figure 11A is an isometric view of the aircraft 140 suspended from the extendable boom 1051 , which is in turn carried by the boat 802 or other support platform. As shown in Figure 11A, the motion of the aircraft 140 has been arrested and the aircraft 140 has been hoisted to the end of the boom 1051. Referring now to Figure 11B, the boom 1051 can be retracted (as indicated by arrow G), by nesting the segments 1052 of the boom 1051. The aircraft 140 is accordingly brought closer to the boat 802 or other support platform while its motion is constrained (e.g., by the restraining device ,

aircraft 140 is not shown in Figures 11 B-11E. Referring next to Figure 11C, the boom 1051 can then be swiveled (as indicated by arrow J) to align one of the wings 143 of the aircraft 140 with a securement hook 1190 positioned on a deck 1104 of the boat 802. In one aspect of this embodiment, the securement hook 1190 can engage the line capture device 960 at the end of the wing 143, and in other embodiments, the securement hook 1190 can engage other portions of the aircraft 140. In any of these embodiments, the securement hook 1190 can be positioned proximate to a bracket 1191 that includes a cradle 116 connected to a container bottom 112. As described in greater detail below with reference to Figures 11 D-G, the bracket 1191 can be movable to position the cradle 116 proximate to the aircraft 140 in preparation for stowage. Figure 11 D is an aft isometric view of the aircraft 140 releasably suspended between the retracted boom 1051 and the securement hook 1190 in accordance with an embodiment of the invention. The bracket 1191 can be mounted to the deck 1104 such that the cradle 116 is positioned properly for receiving the fuselage 141 of the aircraft 140. In one aspect of this embodiment, the aircraft 140 can be engaged with the cradle 116 by lowering the boom 1051 until the fuselage 141 rests in the cradle 116. In another embodiment, the bracket 1191 can be pivotably coupled to the deck 1104 at a pair of pivot joints 1192. Accordingly (referring now to Figure 11 E), the bracket 1191 (with the container floor 112 and the cradle 116 attached) can be rotated upwardly as indicated by arrow K to engage the cradle 116 with the fuselage 141. An operator can then secure clamps 1193 around the fuselage 141 to firmly and releasably attach the aircraft 140 to the cradle 116. Referring now to Figure 11 F, the operator can detach the two wings 143 from the extendable boom 1051 and the securement hook 1190, respectively. The wings 143 can then be detached from the aircraft 140. In a further aspect of this embodiment, the removed wings 143 can be stowed on the container floor 112 adjacent to the fuselage 141 of the aircraft 140. Referring now to Figure 11 G, the bracket 1191 can be rotated downwardly as indicated by arrow I until the container bottom 112 rests on the deck 1104. The aircraft 140 (not visible in Figure 11G) can then be completely enclosed by adding _. . _ __. _ _. __

-en , . , an a" op o e con ainer o om _ r , Torming a protective sealed container 111 around the aircraft 140. In another embodiment, illustrated schematically in Figures 12A-12E, the aircraft 140 can be disassembled and stowed in a manner that is generally the reverse of the method described above with reference to Figures 1A-1 E. Accordingly, (referring first to Figure 12A), the aircraft 140 can be attached to the cradle 116, with the container 111 fully assembled except for the container top 113 (not shown in Figure 12A). The wing retainers (which connect the wings 143 to the wing stub 142) can be accessed for removal by opening the hatch 147 positioned in the wing stub 142. As shown in Figure 12B, an operator can detach the wing 143 from the wing stub 142 by translating and rotating the container section 122 to engage the gripper 119 with the wing 143. The operator can then slide the gripper 119 along a track on the inner surface of the container section 122 to withdraw the spars 144 from the spar receptacles 145, and to fully release the wing 143 from the rest of the aircraft 140. The wing 143 can then be folded downwardly against the inner surface of the container section 122, as shown in Figure 12C, and the container section 122 can be pivoted back into position as shown in Figure 12D. The foregoing steps can be repeated for the other wing 143 to complete the disassembly of the aircraft 140. In one aspect of this embodiment, the wings 143 can be offset longitudinally from each other when stowed so that the stowed winglets 146 (if long enough) do not interfere with each other within the container 111. Referring now to Figure 12E, the cradle 116 can be lowered into the container 111 and the top 113 placed on the container 111 to complete the stowage operation. The above-described process can be fully automated following the initial attachment of the aircraft 140 to the cradle 116 by the addition of actuators. Referring to Figure 12B, in an exemplary embodiment an actuator 1202 (shown schematically) can move the container section 122 relative to the rest of the container 111. Actuator 1204 (shown schematically) can move the gripper 119 relative to the container section 122. Further actuators (not shown) can move other portions of the container 111 and/or aircraft 140. This process can operate in reverse order to fully automate the aircraft assembly process, as described above with respect to Figures 1A-1 E. ,

of the apparatuses an metnods describe above for securing and stowing the aircraft 140 is that at least one portion of the container can move relative to the aircraft for disassembly of at least portions of the aircraft. This can limit the amount of unconstrained or freehand handling that an operator must undertake when stowing the aircraft 140. An advantage of this feature is that the likelihood for inadvertently damaging the aircraft 140 as it is being secured and stowed can be reduced when compared with existing manual techniques for securing and stowing such aircraft. Another advantage of this feature is that the potential risk to people and nearby objects can be reduced. A system in accordance with an embodiment of the invention can provide for a secure and efficient cycle from flight through retrieval, dismantling, storing, servicing, assembly, checkout, launch, and back to flight and can include (a) a storage and assembly apparatus (such as a container); (b) means for supporting the storage and assembly apparatus at a station positioned for retrieval of the aircraft; (c) means for attaching the assembled aircraft to the storage and assembly apparatus; (d) means for controllably dismantling the aircraft and storing dismantled components of the aircraft within the storage and assembly apparatus; (e) means for servicing the aircraft within the container, including for example, means for transferring fuel and electrical power to the aircraft, and data to and/or from the aircraft; (f) means for supporting the storage and assembly apparatus at least proximate to a launch apparatus; (g) means for controlled assembly of the aircraft; and (h) means for controlled transfer of the aircraft to the launch apparatus such that the aircraft is available for launching. In other embodiments, the systems and methods described above with reference to Figures 1A-12E can be used in conjunction with aircraft having configurations different than those described above. For example, in one embodiment shown in Figure 13A, an aircraft 140a can include generally unswept wings 143a. In another embodiment shown in Figure 13B, an aircraft 140b can include forward swept wings 143b. Line capture devices on the wings 143b can be installed toward the wing roots. In still another embodiment shown in Figure 13C, an aircraft 140c can include delta wings 143c. In still further embodiments, the aircraft can have propulsion systems that are different than, and/or are arranged differently than, those described above with

cmuica 140d can include a nose-mounted propeller 148d. In an embodiment shown in Figure 13E, an aircraft 140e can include twin propellers 148e, each mounted to one of the wings 143. In still another embodiment shown in Figure 13F, an aircraft 140f can include jet engines 1348 mounted to the wings 143. In still further embodiments, the aircraft can have other configurations, while remaining compatible with some or all of the systems and methods described above for storing, launching, and capturing the aircraft. From the foregoing, it will be appreciated that specific embodiments of the invention have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the invention. For example, the systems described above can be used to store, launch and recover aircraft having arrangements different than those described above. In other embodiments, these systems can handle projectiles or other airborne devices. Accordingly, the invention is not limited except as by the appended claims.

Claims

I/We claim:

1. A method for handling an unmanned aircraft, comprising: releasably capturing an aircraft by contacting a lifting surface of the aircraft with a flexible recovery line; while a first portion of the aircraft is releasably coupled to the flexible recovery line, securing a second portion of the aircraft; and while the second portion of the aircraft is secured, releasing the first portion of the aircraft from the flexible recovery line.

2. The method of claim 1 wherein the aircraft includes a capture device mounted to the lifting surface, and wherein releasably capturing the aircraft includes releasably securing a portion of the recovery line to the capture device.

3. The method of claim 1 wherein the aircraft includes a first lifting surface portion and a second lifting surface portion, wherein releasably capturing the aircraft includes capturing the first lifting surface portion, and wherein securing a second portion of the aircraft includes securing the second lifting surface.

4. The method of claim 1 , further comprising applying tension to the flexible recovery line before releasably capturing the aircraft.

5. The method of claim 1 wherein the flexible recovery line depends from an extendable boom, and wherein the method further comprises moving the boom while the first portion of the aircraft is releasably coupled to the flexible recovery line to position the aircraft relative to a support platform.

6. The method of claim 1 wherein the flexible recovery line depends from a support, and wherein the method further comprises retracting the flexible recovery line to draw the aircraft into contact with the support before securing the second portion of the aircraft.

[36761 -8002-WO0100/SL040160.331 ] -31 -

aircraft includes securing the second portion of the aircraft to a fixed securement member.

8. The method of claim 1 wherein securing the second portion of the aircraft includes securing the second portion of the aircraft to a securement member fixedly attached to a support platform.

9. The method of claim 1 , further comprising releasably securing at least a portion of the aircraft to a storage apparatus before releasing the first portion of the aircraft from the flexible recovery line.

10. The method of claim 1 , further comprising releasably securing a portion of the aircraft to a storage apparatus by moving the storage apparatus pivotally up to contact a fuselage of the aircraft before releasing the first portion of the aircraft from the flexible recovery line.

11. A method for handling an unmanned aircraft, comprising: deploying a flexible recovery line from an extendable boom mounted at least proximate to a support platform, the flexible recovery line being positioned to capture an unmanned aircraft in flight; flying the aircraft to contact a first lifting surface portion of the aircraft with the flexible recovery line while the aircraft is in flight; releasably capturing the aircraft in flight with the flexible recovery line; while the aircraft is releasably coupled to the flexible recovery line, moving the boom to position the aircraft relative to the support platform; releasably securing a second lifting surface portion of the aircraft to a securement member positioned at the support platform; moving a storage apparatus pivotally up from the support platform to contact a portion of a fuselage of the aircraft; and releasing the aircraft from the flexible recovery line and the securement member. ,

upwardly into contact with the boom while the aircraft is releasably coupled to the flexible recovery line.

13. The method of claim 11 wherein the aircraft includes a capture device mounted to the first lifting surface portion, and wherein releasably capturing the aircraft in flight includes releasably securing a portion of the flexible recovery line to the capture device.

14. The method of claim 11 wherein moving the boom includes retracting at least a portion of the boom after releasably capturing the aircraft and before releasably securing the second lifting surface portion of the aircraft to the securement member.

15. The method of claim 11 wherein moving the boom includes retracting the boom along a longitudinal axis and rotating the boom about a rotational axis transverse to the longitudinal axis.

16. The method of claim 11 wherein releasably securing a second lifting surface portion of the aircraft includes securing the aircraft to a support platform on a ship deck.

17. An apparatus for handling unmanned aircraft, comprising: support means; recovery means carried by the support means, the recovery means being positioned to intercept a lifting surface of an unmanned aircraft in flight and attach to a first portion of the aircraft; and securement means at least proximate to the support means, the securement means being positioned to releasably and securely attach to a second portion of the aircraft.

18. The apparatus of claim 17 wherein the support means includes an extendable boom having at least one retractable portion. i s. me appara us o c aim w erein e recovery means includes a flexible recovery line suspendable in a generally downward direction from the support means.

20. The apparatus of claim 17 wherein the securement means includes a securement member positioned at a station for retrieval of the aircraft.

21. The apparatus of claim 17, further comprising the aircraft, and wherein the aircraft includes a cleat attached to the lifting surface, and wherein the recovery means are positioned to attach to the cleat.

22. An apparatus for handling unmanned aircraft, comprising: a support structure; a flexible recovery line carried by the support structure and positioned to capture an unmanned aircraft in flight by contacting a spanwise lifting surface at a first portion of the aircraft; and a securement member positioned at least proximate to the support structure, the securement member being configured to releasably and securely attach to a second portion of the aircraft.

23. The apparatus of claim 22, further comprising a support platform, and wherein the support structure is carried by the support platform.

24. The apparatus of claim 22, further comprising a support platform, and wherein the support structure includes an extendable boom pivotally mounted to a rotatable base positioned on the support platform.

25. The apparatus of claim 22 wherein the support structure includes an extendable boom having at least one section that is movable along a longitudinal axis from a retracted position to an extended position.

26. The apparatus of claim 22, further comprising the aircraft, wherein the aircraft includes a first lifting surface portion having a first capture device and a second lining surrace por ion aving a secon cap ure evice, ana wnereiπ me iiis capture device is configured to be releasably secured to the flexible recovery line and the second capture device is configured to be releasably secured to the securement member.

27. The apparatus of claim 22, further comprising a storage apparatus positioned at least proximate to the support structure, and wherein the storage apparatus is pivotable relative to the support structure between a first position and a second position, the storage apparatus being oriented to contact and releasably receive the aircraft when in the second position.

28. An apparatus for handling unmanned aircraft, comprising: an extendable boom having a first section and a second section, at least one of the first and second sections being movable relative to the other between a retracted position and an extended position; a flexible recovery line carried by the extendable boom and positioned to capture an unmanned aircraft in flight by contacting a first lifting surface portion of the aircraft; a securement member positioned at a least proximate to the extendable boom to releasably secure a second lifting surface portion of the aircraft while the aircraft is releasably secured to the flexible recovery line; and a storage apparatus positioned at least proximate to the extendable boom, the storage apparatus being pivotable between a first position and a second position, the storage apparatus in the second position being oriented to contact and releasably attach to a fuselage of the aircraft before the aircraft is released from the flexible recovery line.

29. The apparatus of claim 28, further comprising a support platform, and wherein the support structure is carried by the support platform. u. i rie appara us o cla m 28, urther comprising a support platform, an wherein the extendable boom is pivotally mounted to a rotatable base carried by the support platform.

31. The apparatus of claim 28, further comprising the aircraft, wherein the aircraft includes a first capture device at the first lifting surface portion, the first capture device being configured to be releasably secured to the flexible recovery line, and wherein the aircraft further includes a second capture device at the second lifting surface portion, the second capture device being configured to be releasably secured to the securement member.

32. The apparatus of claim 28, further comprising the aircraft, wherein the aircraft includes a first capture device at the first lifting surface portion, the first capture device being configured to be releasably secured to the either the flexible recovery line or the securement member, and wherein the aircraft further includes a second capture device at the second lifting surface portion, the second capture device being configured to be releasably secured to either the flexible recovery line or the securement member.

33. An apparatus for launching an unmanned aircraft, comprising: a launch guide structure having a launch axis; a launch carriage movably carried by the launch guide structure for movement along the launch axis, the launch carriage being configured to releasably carry an unmanned aircraft during takeoff; an energy reservoir configured to provide energy to the launch carriage to accelerate the launch carriage and receive energy from the launch carriage to decelerate the launch carriage; and a transmission coupled between the energy reservoir and the launch carriage to transmit energy between the energy reservoir and the launch carriage.

34. The apparatus of claim 33 wherein the transmission includes a first portion coupled to the energy reservoir to receive a first force from the energy

_. reservoir ano acce era e wi a irs acce era ion, e ransmission further inc u ing a second portion coupled to launch carriage to impart a second force and a second acceleration to the launch carriage, wherein the second force is different than the first force and the second acceleration is different than the first acceleration.

35. The apparatus of claim 33 wherein the transmission includes a first portion coupled to the energy reservoir to receive a first force from the energy reservoir and accelerate with a first acceleration, the transmission further including a second portion coupled to launch carriage to impart a second force and a second acceleration to the launch carriage, wherein the second acceleration is greater than the first acceleration.

36. The apparatus of claim 33 wherein the transmission includes a first portion coupled to the energy reservoir to receive a first force from the energy reservoir and accelerate with a first acceleration, the transmission further including a second portion coupled to launch carriage to impart a second force and a second acceleration to the launch carriage, wherein the second acceleration is at least approximately four times the first acceleration.

37. The apparatus of claim 33 wherein the launch carriage is positioned to carry at least one of a fuselage and a lifting surface of the aircraft.

38. The apparatus of claim 33, further comprising: an extendable boom having a longitudinal axis, wherein the launch guide structure is carried by the extendable boom, and wherein the launch axis extends at least approximately parallel to the longitudinal axis of the boom; and a flexible recovery line carried by the extendable boom, the flexible recovery line having an intercept portion positioned to intercept the unmanned aircraft in flight. OS. i πe appara us o c aim w erein e aunc gui e structure inclu es a rail positioned along the launch axis and the launch carriage is movably carried by the rail.

40. The apparatus of claim 33 wherein the energy reservoir includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

41. The apparatus of claim 33 wherein the energy reservoir includes at least one constant force spring.

42. The apparatus of claim 33 wherein the transmission includes a cable and a plurality of pulleys arranged in a block and tackle configuration.

43. The apparatus of claim 33, further comprising the aircraft.

44. The apparatus of claim 33 wherein the launch carriage is configured to accelerate from a first position to a second position during launch and decelerate to a third position after launch, and wherein: the energy reservoir has a first energy level when the launch carriage is in the first position; the energy reservoir has a second energy level less than the first level when the launch carriage is in the second position; and the energy reservoir has a third energy level higher than the second energy level and lower than the first energy level when the launch carriage is in the third position.

45. An apparatus for launching an unmanned aircraft, comprising: a launch guide structure having a launch axis; a launch carriage movably carried by the launch guide structure for movement along the launch axis, the launch carriage being configured to releasably carry at least one of a fuselage and a lifting surface of an unmanned aircraft during takeoff; a transmission coupled between the energy reservoir and the launch carriage to transmit energy between the energy reservoir and the launch carriage.

46. The apparatus of claim 45 wherein the transmission is coupled between the energy reservoir and the launch carriage to transmit energy from the energy reservoir to the launch carriage as the launch carriage accelerates and transmit energy from the launch carriage to the energy reservoir as the launch carriage decelerates.

47. The apparatus of claim 45, further comprising: an extendable boom having a longitudinal axis, wherein the launch guide structure is carried by the extendable boom and wherein the launch axis extends at least approximately parallel to the longitudinal axis of the boom; and a flexible recovery line carried by the extendable boom, the flexible recovery line having an intercept portion positioned to intercept the unmanned aircraft in flight.

48. The apparatus of claim 45 wherein the launch guide structure includes a rail positioned along the launch axis and the launch carriage is movably carried by the rail.

49. The apparatus of claim 45 wherein the energy reservoir includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

50. The apparatus of claim 45 wherein the transmission includes a cable and a plurality of pulleys arranged in a block and tackle configuration.

51. The apparatus of claim 45, further comprising the aircraft. Ό . An appara us or launc ing an unmanne aircra , comprising: a launch guide structure having a launch axis; a launch carriage movably carried by the launch guide structure for movement along the launch axis, the launch carriage being configured to releasably support at least one of a fuselage and a lifting surface of an unmanned aircraft during takeoff; an energy reservoir configured to provide energy to the launch carriage; and a transmission having a first portion coupled to the energy reservoir and a second portion coupled to the launch carriage, the first portion being configured to accelerate at a first acceleration when receiving a first force from the energy reservoir, the second portion being configured to impart a second force and a second acceleration to the launch carriage, wherein the second force is different than the first force and the second acceleration is different than the first acceleration.

53. The apparatus of claim 52 wherein the transmission is configured to impart to the launch carriage a second acceleration greater than the first acceleration.

54. The apparatus of claim 52 wherein the transmission is configured to impart to the launch carriage a second acceleration at least approximately four times the first acceleration.

55. The apparatus of claim 52, further comprising: an extendable boom having a longitudinal axis, wherein the launch guide structure is carried by the extendable boom and wherein the launch axis extends at least approximately parallel to the longitudinal axis of the boom; and a flexible recovery line carried by the extendable boom, the flexible recovery line having an intercept portion positioned to intercept the unmanned aircraft in flight. oo. i πe appara us o c aim w erein e aunc gui e structure inclu es a rail positioned along the launch axis and the launch carriage is movably carried by the rail.

57. The apparatus of claim 52 wherein the energy reservoir includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

58. The apparatus of claim 52 wherein the transmission includes a cable and a plurality of pulleys arranged in a block and tackle configuration.

59. The apparatus of claim 52, further comprising the aircraft.

60. An apparatus for launching an unmanned aircraft, comprising: an extendable boom having a first portion and a second portion, with at least one of the first and second portions being movable relative to the other along a longitudinal axis between a retracted position and an extended position; a launch guide structure having a launch axis extending at least approximately parallel to the longitudinal axis of the boom; a launch carriage having an aircraft support positioned to releasably carry at least one of a lifting surface and a fuselage of an unmanned aircraft, the launch carriage being movably carried by the launch guide structure for movement along the launch axis during takeoff of the unmanned aircraft; an energy reservoir configured to provide energy to the launch carriage during acceleration of the launch carriage and receive energy from the launch carriage during deceleration of the launch carriage; and a transmission having a first portion coupled to the energy reservoir and a second portion coupled to the launch carriage, the first portion being configured to accelerate at a first acceleration when receiving a first force from the energy reservoir, the second portion being configured to impart a second force and a second acceleration to the launch _ι the second acceleration is different than the first acceleration.

61. The apparatus of claim 60, further comprising a flexible recovery line carried by the extendable boom, the flexible recovery line having an intercept portion positioned to intercept the unmanned aircraft in flight.

62. The apparatus of claim 60 wherein the launch guide structure includes at least one launch rail positioned generally parallel to the launch axis and the launch carriage is movably supported by the launch rail.

63. The apparatus of claim 60 wherein the energy reservoir includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

64. The apparatus of claim 60 wherein the transmission includes a cable and a plurality of pulleys arranged in a block and tackle configuration.

65. The apparatus of claim 60, further comprising the aircraft.

66. The apparatus of claim 60 wherein the launch carriage is configured to accelerate from a first position to a second position during launch and decelerate to a third position after launch, and wherein: the energy reservoir has a first energy level when the launch carriage is in the first position; the energy reservoir has a second energy level less than the first level when the launch carriage is in the second position; and the energy reservoir has a third energy level higher than the second energy level and lower than the first energy level when the launch carriage is in the third position.

67. An apparatus for launching an unmanned aircraft, comprising: carriage means for carrying an unmanned aircraft during launch; suppor means or suppor ing an gui ing e carriage means along a launc axis during launch; energy reservoir means for transferring energy to and from the carriage means; and transmission means coupled between the energy reservoir means and the launching means to impart energy to the carriage means during acceleration of the carriage means and return energy from the carriage means to the energy reservoir means during deceleration of the carriage means.

68. The apparatus of claim 67 wherein the support means include: an extendable boom having a first portion and a second portion, with at least one of the first and second portions being movable relative to the other along a longitudinal axis between a retracted position and an extended position; and a launch guide structure carried by the extendable boom, the launch guide structure including the launch axis extending at least generally parallel to the longitudinal axis of the extendable boom.

69. The apparatus of claim 67 wherein the carriage means are positioned to carry at least one of a lifting surface and a fuselage of the unmanned aircraft along the launch axis during takeoff.

70. The apparatus of claim 67 wherein the energy reservoir means include at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

71. The apparatus of claim 67 wherein the transmission means include a cable and a plurality of pulleys arranged in a block and tackle configuration.

72. A method for launching an unmanned aircraft, comprising: releasably carrying an unmanned aircraft with a launch carriage; accelera ing e a rcra a ong a aunc ax s y rans err ng energy from an energy reservoir to the launch carriage; decelerating the launch carriage by transferring energy from the launch carriage to the energy reservoir; and releasing the aircraft from the launch carriage for flight.

73. The method of claim 72 further comprising: reducing an energy level of the energy reservoir from a first level to a second level by accelerating the launch carriage from a first position to a second position; and increasing an energy level of the energy reservoir from the second level to a third level by decelerating the launch carriage from the second position to a third position.

74. The method of claim 72 wherein transferring energy from an energy reservoir includes transferring energy from at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a falling weight.

75. A method for launching an unmanned aircraft, comprising: releasably carrying an unmanned aircraft by supporting at least one of a fuselage and a lifting surface of the aircraft with a launch carriage; activating an energy reservoir to produce a first force and a first acceleration; converting the first force to second force different than the first force and converting the first acceleration to a second acceleration different than the first acceleration; accelerating the aircraft along a launch axis at the second acceleration by imparting the second force to the launch carriage; and releasing the aircraft from the launch carriage for flight.

76. The method of claim 75, further comprising decelerating the launch carriage by transferring energy from the launch carriage to the energy reservoir after

before releasing the aircraft from the launch carriage for flight.

77. The method of claim 75 wherein converting the first force to the second force includes decreasing the first force to the second force, and wherein converting the first acceleration to the second acceleration includes increasing the first acceleration to the second acceleration.

78. The method of claim 75 wherein activating an energy reservoir includes activating at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a falling weight.

79. The method of claim 75 wherein converting the first acceleration to the second acceleration includes operating a block and tackle.

80. A method for launching an unmanned aircraft, comprising: releasably carrying an unmanned aircraft by supporting at least one of a fuselage and a lifting surface of the aircraft with a launch carriage; activating an energy reservoir to produce a first force and a first acceleration; converting the first force to second force different than the first force and converting the first acceleration to a second acceleration different than the first acceleration; accelerating the aircraft along a launch axis at the second acceleration by imparting the second force to the launch carriage; decelerating the launch carriage by transferring energy from the launch carriage to the energy reservoir; and releasing the aircraft from the launch carriage for flight.

81. The method of claim 80 wherein: the energy reservoir has a first energy level before activation; activating the energy reservoir to produce the first force and first acceleration includes removing energy from the energy reservoir until the energy __ _ rese s a r y eve ess an r y eve ; and decelerating the launch carriage further includes transferring energy from the launch carriage to the energy reservoir until the energy reservoir has a third energy level greater than the second energy level and less than the first energy level.

82. The method of claim 80 wherein converting the first force to the second force includes decreasing the first force to the second force, and wherein converting the first acceleration to the second acceleration includes increasing the first acceleration to the second acceleration.

83. An apparatus for handling an unmanned aircraft, comprising: a support structure having a first portion and a second portion, at least one of the first and second portions being movable relative to the other between a first position and a second position; a flexible recovery line carried by the second portion of the support structure, wherein the recovery line is spaced apart from a point on the first portion of the support structure by a first distance when the at least one of the first and second portions is in the first position, and wherein the recovery line is spaced apart from the point on the first portion of the support structure by a second distance greater than the first distance when the at least one of the first and second portions is in the second position; and an axially extendable resilient member coupled to the recovery line, the resilient member being positioned to extend when tension is applied to the recovery line.

84. The apparatus of claim 83 wherein the support structure includes an extendable boom, and wherein the first position is a retracted position and the second position is an extended position. _{o pa m w e supp r} extendable boom, with the at least one of the first and second portions being telescopically received in the other portion.

86. The apparatus of claim 83 wherein the axially extendable resilient member includes a spring.

87. The apparatus of claim 83 wherein the flexible recovery line is configured to capture an unmanned aircraft in flight.

88. The apparatus of claim 83, further comprising a rotatable base, wherein the support structure is pivotally attached to the rotatable base.

89. The apparatus of claim 83 wherein the flexible recovery line is suspendable from the second portion of the support structure to hang at least generally downward.

90. The apparatus of claim 83 wherein the flexible recovery line is suspendable from the second portion of the support structure, the flexible recovery line having a first recovery line portion hanging generally downward and a second recovery line portion attachable to a point on the support structure.

91. The apparatus of claim 83, further comprising an unmanned aircraft having a lifting surface and a capture device mounted to the lifting surface, the capture device being configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

92. The apparatus of claim 83, further comprising a retrieval line operatively coupled to the recovery line, wherein the retrieval line is positioned to at least partially control motion of the recovery line.

93. The apparatus of claim 83 wherein the support structure is configured to carry both a lateral load and a vertical load via the recovery line.

. U appara us rrar ing an unmanne aircra , comprising: an extendable boom, the boom having a proximal end and a distal end spaced apart from the proximal end, wherein the boom is extendable along a longitudinal axis from a retracted position to an extended position; a flexible recovery line suspendable from the boom when the boom is in the extended position, the recovery line being movable between a retracted position and a deployed position, wherein the recovery line in the deployed position extends at least generally downward; and an axially extendable resilient member coupled to the recovery line, the resilient member being positioned to extend when tension is applied to the recovery line.

95. The apparatus of claim 94 wherein the extendable boom includes a first segment and a second segment, with the at least one of the first and second segments being movable relative to the other as the extendable boom moves along the longitudinal axis between the retracted position and the extended position.

96. The apparatus of claim 94 wherein the flexible recovery line is configured to capture an unmanned aircraft in flight.

97. The apparatus of claim 94, further comprising a rotatable base, wherein the extendable boom is pivotally attached to the rotatable base.

98. The apparatus of claim 94, further comprising an unmanned aircraft having a lifting surface and a capture device mounted to the lifting surface, the capture device being configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

99. The apparatus of claim 94, further comprising a retrieval line operatively coupled to the recovery line, wherein the retrieval line is positioned to at least partially control motion of the recovery line.

. e appara us < aim w erein e suppor s ruc ure is con igure to carry both a lateral load and a vertical load via the recovery line.

101. An apparatus for handling an unmanned aircraft, comprising: support means having a first portion and a second portion, at least one of the first and second portions being movable relative to the other between a first position and a second position; recovery means for intercepting and capturing an unmanned aircraft in flight, wherein the recovery means is carried by the support means; and tension means operatively coupled to the recovery means, wherein the tension means is configured extend when tension is applied to the recovery line.

102. The apparatus of claim 101 wherein the support means includes an extendable boom, with the at least one of the first and second portions being movable relative to the other on a longitudinal axis extending along the boom between the first position and the second position, and wherein the first position is a retracted position and the second position is an extended position.

103. The apparatus of claim 101 wherein the recovery means includes a flexible recovery line suspendable from the support means when the support means is in the second position.

104. The apparatus of claim 101 wherein the tension means includes a spring operatively coupled to the recovery means.

105. A method for handling an unmanned aircraft, comprising: moving a first portion of a support structure relative to a second portion of the support structure to increase the length of the support structure; deploying a flexible recovery line from the support structure; flying an unmanned aircraft to intercept the flexible recovery line in flight; and releasably capturing the aircraft in flight with the recovery line.

apart from a point on the first portion of the support structure by a first distance when the at least one of the first and second portions of the support structure is in a first position, and wherein the recovery line is spaced apart from the point on the first portion of the support structure by a second distance greater than the first distance when the at least one of the first and second portions of the support structure is in a second position.

107. The method of claim 105 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.

108. The method of claim 105, further comprising applying tension to the flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

109. The method of claim 105, further comprising retrieving the aircraft from the recovery line after releasably capturing the aircraft.

110. A method for handling an unmanned aircraft, comprising: moving a first portion of an extendable boom relative to a second portion of the extendable boom to increase the length of the boom; deploying a flexible recovery line from the second portion of the extendable boom, wherein the recovery line is suspended at least generally in a downward direction from the boom; flying an unmanned aircraft to intercept the flexible recovery line in flight; releasably capturing the aircraft in flight with the recovery line; and retrieving the aircraft from the flexible recovery line.

111. The method of claim 110 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line. 1^"12. The metho c aTm 110 wherein the at least one

second portions of the extendable boom are placed in a retracted position before retrieving the aircraft from the flexible recovery line.

113. The method of claim 110, further comprising applying tension to the flexible recovery line after deploying the recovery line and before capturing the aircraft.

114. The method of claim 110 wherein the method further comprises controlling the flexible recovery line with a retrieval line.

115. The method of claim 110, further comprising lengthening an extendable tension member coupled to the flexible recovery line when intercepting the aircraft with the flexible recovery line.

116. An apparatus for handling unmanned aircraft, comprising: a support structure having a longitudinal axis; a launch guide structure carried by the support structure, the launch guide structure including an elongated launch path positioned along the longitudinal axis of the support structure to guide an unmanned aircraft during takeoff; and a flexible recovery line carried by the support structure, the flexible recovery line being suspendable from the support structure to intercept and releasably capture the unmanned aircraft in flight.

117. The apparatus of claim 116 wherein the support structure includes a first portion and a second portion, and wherein the at least one of the first and second portions is movable relative to the other between a first position and a second position.

118. The apparatus of claim 116 wherein the support structure includes an extendable boom, with a first portion and a second portion of the boom being movable along the o g ϊ ina' 'axis from a retracte position 10 an exieπued position.

119. The apparatus of claim 116, further comprising a rotatable base, wherein the support structure is pivotally attached to the rotatable base.

120. The apparatus of claim 116 wherein the launch guide structure further comprises a launch carriage that is movable along the elongated launch path, the launch carriage being configured to releasably carry the aircraft along the elongated launch path during takeoff.

121. The apparatus of claim 116 wherein: the elongated launch path includes a first rail and a second rail spaced apart from each other and generally parallel to the longitudinal axis of the support structure; and the launch guide structure further comprises a launch carriage movably carried by the first and second rails, wherein the launch carriage is configured to releasably carry the aircraft along the first and second rails during takeoff.

122. The apparatus of claim 116 wherein: the elongated launch path includes a first rail and a second rail spaced apart from each other and generally parallel to the longitudinal axis of the support structure; and the launch guide structure further comprises a first launch carriage movably carried by the first rail and a second launch carriage movably carried by the second rail, wherein the first launch carriage is configured to releasably carry a first portion of the aircraft during takeoff, and the second launch carriage is configured to releasably carry a second portion of the aircraft during takeoff. the elongated launch path includes a rail positioned along the longitudinal axis of the support structure; and the launch guide structure further comprises a launch carriage movably carried by the rail, wherein the launch carriage is configured to releasably carry the aircraft during takeoff.

124. The apparatus of claim 116, further comprising the aircraft, and wherein the aircraft includes a lifting surface and a capture device mounted to the lifting surface and configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

125. The apparatus of claim 116, further comprising an axially resilient member coupled to the flexible recovery line, the resilient member being positioned to extend when tension is applied to the recovery line.

126. An apparatus for handling unmanned aircraft, comprising: an extendable boom having a first portion and a second portion, with at least one of the first and second portions being movable relative to the other along a longitudinal axis between a retracted position and an extended position; at least one launch rail positioned generally parallel to the longitudinal axis of the extendable boom to guide an unmanned aircraft during takeoff; a launch carriage having an aircraft support positioned to releasably carry the aircraft, the launch carriage being movably supported by the at least one launch rail to move along the at least one launch rail during takeoff; and a flexible recovery line carried by the extendable boom, the flexible recovery line being suspendable from the extendable boom to intercept and releasably capture the unmanned aircraft in flight. ^~ Zf . I ne apparatus o c aim 26 w erein: the at least one launch rail includes a first launch rail and a second launch rail positioned generally parallel to the longitudinal axis of the extendable boom; and the launch carriage is movably supported by the first and second launch rails to move the aircraft along the longitudinal axis during takeoff.

128. The apparatus of claim 126 wherein: the at least one launch rail includes a first launch rail and a second launch rail positioned generally parallel to the longitudinal axis of the extendable boom; and the launch carriage includes a first launch carriage carried by the first launch rail and a second launch carriage carried by the second rail, wherein the first launch carriage is movably supported by the first launch rail to move a first portion of the aircraft along the longitudinal axis during takeoff, and the second launch carriage is movably supported by the second launch rail to move a second portion of the aircraft along the longitudinal axis during takeoff.

129. The apparatus of claim 126, further comprising a rotatable base, wherein the extendable boom is pivotally attached to the rotatable base.

130. The apparatus of claim 126, further comprising the aircraft, and wherein the aircraft includes a lifting surface and a capture device mounted to the lifting surface and configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

131. The apparatus of claim 126, further comprising an axially resilient member coupled to the flexible recovery line, the resilient member being positioned to extend when tension is applied to the recovery line.

132. An apparatus for handling unmanned aircraft, comprising: support means having a longitudinal axis; aunc ing means carrie y e suppor means, w erein e launcning means is positioned along the longitudinal axis of the support means to guide an unmanned aircraft during takeoff; and recovery means for intercepting and releasably capturing the unmanned aircraft in flight, the recovery means being carried by the support means.

133. The apparatus of claim 132 wherein the support means includes an extendable boom having a first portion and a second portion, with at least one of the first and second portions being movable relative to the other along the longitudinal axis between a retracted position and an extended position.

134. The apparatus of claim 132 wherein the recovery means includes a flexible recovery line suspendable from the support means when the support means is in an extended position.

135. The apparatus of claim 132 wherein the launching means includes a launch guide structure carried by the support means, the launch guide structure including an elongated launch path positioned along the longitudinal axis of the support means to guide the unmanned aircraft during takeoff.

136. The apparatus of claim 132 wherein the launching means includes a launch guide structure carried by the support means, the launch guide structure including an elongated launch path positioned along the longitudinal axis of the support means and a carriage means positioned to guide the unmanned aircraft along the launch path during takeoff.

137. A method for handling an unmanned aircraft, comprising: launching an unmanned aircraft from a support structure; deploying a flexible recovery line from the support structure; flying the unmanned aircraft to intercept the flexible recovery line in flight; and releasably capturing the aircraft in flight with the recovery line.

guiding the aircraft along an elongated launch path of the support structure during takeoff.

139. The method of claim 137 wherein launching the aircraft includes releasably carrying the aircraft with a launch carriage, accelerating the launch carriage along an elongated launch path of the support structure, decelerating the launch carriage, and releasing the aircraft for flight.

140. The method of claim 137 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.

141. The method of claim 137, further comprising applying tension to the flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

142. The method of claim 137, further comprising lengthening an extendable tension member coupled to the flexible recovery line when intercepting the aircraft with the flexible recovery line.

143. A method for handling an unmanned aircraft, comprising: releasably positioning an unmanned aircraft on a launch carriage movably carried on an elongated launch path extending along a longitudinal axis of an extendable boom; accelerating the launch carriage along the elongated launch path; decelerating the launch carriage; releasing the aircraft from the launch carriage for flight; moving at least a first portion of the boom relative to a second portion of the boom to extend the length of the boom after takeoff; deploying a flexible recovery line from the boom; flying the unmanned aircraft to intercept the flexible recovery line in flight; releasably capturing the aircraft in flight with the recovery line; and retrieving tne aιrcraTt"fro1τ fhe flexible recovery line.

144. The method of claim 143 wherein the method further comprises moving at least one of the first and second portions of the boom relative to the other after capturing the aircraft to place the boom in a retracted position before retrieving the aircraft.

145. The method of claim 143 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.

146. The method of claim 143, further comprising applying tension to the flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

147. The method of claim 143, further comprising lengthening an extendable tension member coupled to the flexible recovery line when intercepting the aircraft with the flexible recovery line.

148. An apparatus for retrieving an unmanned aircraft in flight, comprising: a support structure; a flexible recovery line carried by the support structure, the flexible recovery line being suspendable from the support structure and having an intercept portion positioned to intercept an unmanned aircraft in flight; a hoist device coupled to the recovery line to retract the recovery line; and a trigger device operatively coupled between the recovery line and the hoist device to change from a first configuration to a second configuration when a tension is applied to the recovery line at the intercept portion, the trigger device being positioned to actuate the hoist device to retract the recovery line when the trigger device is in the second configuration. -149^'. '^uT iέ^Jlappaf^,aWs^ubf raim 148 wherein the support structure inciuαes a first portion and a second portion, and wherein at least one of the first and second portions is movable relative to the other.

150. The apparatus of claim 148 wherein the hoist device includes at least one of a spring, weight, hydraulic actuator, pneumatic actuator, and electric motor.

151. The apparatus of claim 148, further comprising a restraining device operatively coupled to the support structure, wherein the restraining device is positioned to releasably engage at least a portion of the aircraft upon retraction of the recovery line.

152. The apparatus of claim 148, further comprising a damper operatively coupled to the recovery line to smooth out the action of the hoist device.

153. The apparatus of claim 148, further comprising the aircraft, and wherein the aircraft includes a lifting surface and a capture device mounted to the lifting surface and configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

154. The apparatus of claim 148, further comprising a rotatable base, wherein the support structure is pivotally mounted on the rotatable base.

155. The apparatus of claim 148 wherein the support structure is configured to carry both a lateral load and a vertical load via the recovery line.

156. An apparatus for retrieving an unmanned aircraft in flight, comprising: an extendable boom having a first portion and a second portion, at least one of the first and second portions being movable relative to the other; a flexible recovery line suspendable from the extendable boom in a generally downward direction and having an intercept portion positioned to intercept an unmanned aircraft in flight;

. e 3 mem er coupled to the recovery line to retract the recovery line; a restraining device carried by the boom and operatively coupled to the recovery line, the restraining device being positioned to releasably engage at least a portion of the aircraft during retraction of the recovery line; and a trigger device operatively coupled between the recovery line and the axially extendable member to change from a first configuration to a second configuration when a tension is applied to the recovery line at the intercept portion, the trigger device being positioned to actuate the axially extendable member to retract the recovery line when the trigger device is in the second configuration.

157. The apparatus of claim 156 wherein the axially extendable member includes a spring.

158. The apparatus of claim 156, further comprising a damper operatively coupled to the recovery line to smooth out the action of the axially extendable member.

159. The apparatus of claim 156, further comprising the aircraft, and wherein the aircraft includes a lifting surface and a capture device mounted to the lifting surface and configured to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

160. The apparatus of claim 156, further comprising a rotatable base, wherein the extendable boom is pivotally mounted on the rotatable base.

161. The apparatus of claim 156 wherein the extendable boom is configured to carry both a lateral load and a vertical load via the recovery line.

162. An apparatus for retrieving an unmanned aircraft in flight, comprising: support means; _{( J} recovery mea s arre y e suppor means, e recovery means being suspendable from the support means and having an intercept portion positioned to intercept an unmanned aircraft in flight; hoisting means coupled to the recovery means to retract the recovery means after capture of the aircraft in flight; and trigger means operatively coupled between the recovery means and the hoisting means to retract the recovery means when a tension is applied to the recovery means at the intercept portion.

163. The apparatus of claim 162 wherein the support means includes an extendable boom having a first portion and a second portion, with at least one of the first and second portions being movable relative to the other.

164. The apparatus of claim 162 wherein the recovery means includes a flexible recovery line suspendable in a generally downward direction from the support means.

165. The apparatus of claim 162 wherein the hoisting means includes a spring operatively coupled to the recovery means.

166. The apparatus of claim 162, further comprising restraining means carried by the support means and positioned to releasably engage at least a portion of the aircraft upon retraction of the recovery means.

167. An apparatus for constraining motion of a captured aircraft, comprising: a support structure carrying a flexible recovery line having an intercept portion positioned to intercept an unmanned aircraft in flight; and a restraining device operatively coupled to the support structure, the restraining device positioned to releasably engage a portion of the aircraft captured by the recovery line. ^{wo 2},°3^.⁰¹⁴³r id^' apparatus^" oT'claim 167 wherein the restraining device includes a pipe operatively connected to the support structure, and wherein the recovery line passes through the pipe.

169. The apparatus of claim 167 wherein the restraining device includes a soft resilient member positioned to releasably engage at least a portion of the aircraft.

170. The apparatus of claim 167, further comprising a hoisting device coupled to the recovery line to retract the recovery line after the aircraft intercepts the line.

171. The apparatus of claim 167, further comprising the aircraft, the aircraft having a lifting surface, and wherein the restraining device is positioned to releasably engage the lifting surface.

172. A method for retrieving an unmanned aircraft in flight, comprising: deploying a flexible recovery line from a support structure, the flexible recovery line being suspendable from the support structure and having an intercept portion positioned to intercept an unmanned aircraft in flight; flying the aircraft to intercept the intercept portion of the recovery line in flight; releasably capturing the aircraft in flight with the recovery line; activating a trigger device operatively coupled between the recovery line and a hoist device to retract the recovery line when a tension is applied to the recovery line at the intercept portion; and retracting the recovery line with the hoist device.

173. The method of claim 172 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line. 1 1 . I MΘ me o o m , ur er comprising app ying tension to e flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

175. The method of claim 172, further comprising lengthening an extendable tension member coupled to the flexible recovery line when intercepting the aircraft with the flexible recovery line.

176. A method for handling an unmanned aircraft, comprising: deploying a flexible recovery line from an extendable boom, the flexible recovery line being suspendable from the boom and having an intercept portion positioned to intercept an unmanned aircraft in flight; flying the aircraft to intercept the intercept portion of the recovery line in flight; releasably capturing the aircraft in flight with the recovery line; activating a trigger device operatively coupled between the recovery line and an axially resilient member to change the trigger device from a first configuration to a second configuration when a tension is applied to the recovery line at the intercept portion, the trigger device being positioned to actuate the axially resilient member to retract the recovery line when the trigger device is in the second configuration; retracting the recovery line with the axially resilient member; releasably engaging at least a portion of the aircraft with a restraining device; and retrieving the aircraft from the flexible recovery line.

177. The method of claim 176 wherein the method further comprises moving at least one of the first and second portions of the boom relative to the other after capturing the aircraft to place the boom in a retracted position before retrieving the aircraft.

178. The method of claim 176 wherein the aircraft includes a wing, and wherein capturing the aircraft includes releasably securing the wing to the recovery line.

_. __ , ι / ».

o c aim , urt er comprising app ying tension to t e flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

180. The method of claim 176, further comprising lengthening the axially resilient member coupled to the recovery line when intercepting the aircraft with the recovery line.

181. A method of constraining motion of a captured aircraft, comprising: deploying a flexible recovery line from a support structure, the flexible recovery line having an intercept portion positioned to intercept an unmanned aircraft in flight; releasably capturing the aircraft in flight with the flexible recovery line; retracting the recovery line; and releasably engaging at least a portion of the aircraft with a restraining device operatively coupled to the support structure.

182. The method of claim 181 , wherein retracting the recovery line includes activating a trigger device operatively coupled between the recovery line and a hoist device to retract the recovery line when a tension is applied to the recovery line at the intercept portion.

183. The method of claim 181 , further comprising applying tension to the flexible recovery line after deploying the recovery line and before releasably capturing the aircraft.

184. The apparatus of claim 181 wherein the restraining device includes a soft resilient member, and wherein releasably engaging the aircraft with the restraining device includes contacting and releasably securing at least a portion of the aircraft with the soft resilient member. a rα _sys _m comp s ng: a cleat body having a cleat slot, the cleat slot having an open end with a first width and a closed end with a second width; and a retainer coupled to the cleat body and movable between a first position with the retainer at least restricting access to the cleat slot and a second position with the retainer positioned to allow a flexible recovery line to enter the cleat slot, the retainer having first and second portions positioned to restrict access to the cleat slot when the retainer is in the first position, the first and second portions being spaced apart by a distance sufficient to receive the recovery line.

186. The system of claim 185, further comprising an aircraft having a lifting surface, wherein the cleat body is fixedly attached to the lifting surface and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

187. The system of claim 185, further comprising an aircraft having a wing, wherein the cleat body is fixedly attached at least proximate to an outboard edge of the wing and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

188. The system of claim 185 wherein the first and second retainer portions are rigidly coupled together to move as a unit.

189. The system of claim 185 wherein the first and second retainer portions pivotally move independent of each other.

190. The system of claim 185, further comprising an aircraft having a longitudinal axis and a lateral axis transverse to the longitudinal axis, the aircraft further having a lifting surface swept back relative to the lateral axis, wherein the cleat body is mounted to the lifting surface and includes a leading edge swept back relative to the lateral axis and positioned to deflect the recovery line away from the aircraft if the recovery line does not enter the cleat slot. H7 i .'^ "π ιe s ste *' β -' a i m , ur er comprising an aircraπ naving a forward swept lifting surface, wherein the cleat body is fixedly attached to the lifting surface and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

192. The system of claim 185, further comprising an aircraft having an aft swept lifting surface, wherein the cleat body is fixedly attached to the lifting surface and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

193. The system of claim 185, further comprising an aircraft having a generally unswept lifting surface, wherein the cleat body is fixedly attached to the lifting surface and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

194. The system of claim 185 wherein the first width of the cleat slot is greater than the second width of the cleat slot.

195. The system of claim 185, further comprising a resilient member positioned to apply force on the retainer moving the retainer from the second position back to the first position.

196. An aircraft system, comprising: a cleat body operatively connected to an unmanned aircraft, the cleat body including a cleat slot having an open end with a first width and a closed end with a second width less than the first width; a retainer coupled to the cleat body and pivotally movable between a first position with the retainer at least restricting access to the cleat slot and a second position with the retainer positioned to allow a flexible recovery line to enter the cleat slot, the retainer having first and second portions positioned to restrict access to the cleat slot when the retainer is in the first position, the first and second portions being spaced apart by a distance sufficient to receive the recovery line; and

. . a l &nieπt member coupled to the cleat body and positioned to apply force on the retainer moving the retainer from the second position back to the first position.

197. The system of claim 196, further comprising the aircraft, and wherein the aircraft includes a lifting surface with the cleat body fixedly attached to the lifting surface and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

198. The system of claim 196, further comprising the aircraft, and wherein the aircraft includes a wing with the cleat body fixedly attached at least proximate to an outboard edge of the wing and positioned to releasably secure the aircraft to the recovery line when the aircraft intercepts the recovery line.

199. The system of claim 196 wherein the first and second retainer portions are rigidly coupled together to move as a unit.

200. The system of claim 196, further comprising an aircraft having a longitudinal axis and a lateral axis transverse to the longitudinal axis, the aircraft further having a lifting surface swept back relative to the lateral axis, wherein the cleat body is mounted to the lifting surface and includes a leading edge swept back relative to the lateral axis and positioned to deflect the recovery line away from the aircraft if the recovery line does not enter the cleat slot.

201. The system of claim 196 wherein the resilient member includes a spring.

202. An aircraft system, comprising: an unmanned aircraft having a fuselage and a lifting surface; a cleat body fixedly attached to the lifting surface and having a cleat slot, the cleat slot having an open end with a first width and a closed end with a second width; and * a retaine up e - e' c ea o y an mova e e ween a irs posi ion wi the retainer at least restricting access to the cleat slot and a second position with the retainer positioned to allow a flexible recovery line to enter the cleat slot, the retainer having first and second portions positioned to restrict access to the cleat slot when the retainer is in the first position, the first and second portions being spaced apart by a distance sufficient to receive the recovery line.

203. The system of claim 202 wherein the aircraft includes a longitudinal axis and a lateral axis transverse to the longitudinal axis with the lifting surface swept back relative to the lateral axis, and wherein the cleat body includes a leading edge swept back relative to the lateral axis and positioned to deflect the recovery line away from the aircraft if the recovery line does not enter the cleat slot.

204. The system of claim 202 wherein the cleat body is fixedly attached at least proximate to an outboard edge of the lifting surface.

205. The system of claim 202 wherein the first and second retainer portions are rigidly coupled together to move as a unit.

206. The system of claim 202 wherein the first and second retainer portions pivotally move independent of each other.

207. The system of claim 202 wherein the first width of the cleat slot is greater than the second width of the cleat slot.

208. The system of claim 202, further comprising a resilient member positioned to apply force on the retainer moving the retainer from the second position back to the first position.

209. A method for capturing an unmanned aircraft in flight, comprising: flying an unmanned aircraft having a lifting surface and a line capture device mounted to the lifting surface so as to intercept a flexible recovery line; receiving e c er 'tine in a s o o e ine cap ure evice; and releasably securing the recovery line to the line capture device with a retainer by passing the recovery line past at least one of two spaced apart portions of the retainer and moving the at least one portion of retainer relative to the recovery line as the recovery line moves through the slot.

210. The method of claim 209 wherein passing the recovery line past the retainer includes moving the retainer from a first position pivotally out to a second position as the recovery line moves past the first portion of the retainer and moving the retainer pivotally back to the first position, and again moving the retainer from the first position pivotally out to the second position as the recovery line moves past the second portion of the retainer, and then moving the retainer pivotally back to the first position.

211. The method of claim 209, further comprising applying tension to the flexible recovery line before intercepting the recovery line with the aircraft.

212. The method of claim 209, further comprising retrieving the aircraft from the flexible recovery line after releasably securing the aircraft to the recovery line.

213. A method for capturing an unmanned aircraft in flight, comprising: flying an unmanned aircraft having a lifting surface and a line capture device, the line capture device including a cleat body with a cleat slot, the cleat body being fixedly attached to the lifting surface so as to intercept a flexible recovery line; receiving the recovery line in the cleat slot; moving the recovery line into the cleat slot by passing the recovery line past at least one engaging portion of a retainer; and releasably securing the recovery line in the cleat slot with the retainer.

214. The method of claim 213 wherein passing the recovery line includes moving the retainer from a first position pivotally out to a second position as the

[36761 -8002-WO0100/SL040160.331 ] -68- _ ___ ^■ eo er - i ' e i s engaging por ion o e re ainer an moving e retainer pivotally back to the first position, and again moving the retainer from the first position pivotally out to the second position as the recovery line moves past a second engaging portion of the retainer spaced apart from the first engaging portion, and then moving the retainer pivotally back to the first position.

215. The method of claim 213, further comprising applying tension to the flexible recovery line before intercepting the recovery line with the aircraft.

216. The method of claim 213, further comprising retrieving the aircraft from the flexible recovery line after releasably securing the recovery line in the slot with the retainer.

217. A method for handling an unmanned aircraft, comprising: releasably securing a portion of an unmanned aircraft to a storage apparatus; removing a lifting surface of the aircraft using a movable portion of the storage apparatus; and at least partially enclosing the aircraft in the storage apparatus.

218. The method of claim 217 wherein releasably securing a portion of the aircraft to the storage apparatus includes pivoting the storage apparatus to contact and releasably engage a fuselage of the aircraft.

219. The method of claim 217 wherein the storage apparatus is pivotally mounted to a support platform, and wherein releasably securing the aircraft to the storage apparatus includes pivoting the storage apparatus from the support platform to contact a fuselage of the aircraft.

220. The method of claim 217 wherein releasably securing a portion of the aircraft to the storage apparatus includes pivoting the storage apparatus from a first position to a second position, the storage apparatus being oriented to contact and releasably receive the aircraft when in the second position. ^•• rr "i πes

w ere n re easa y securing a portion o e aircraft to the storage apparatus includes releasably securing a portion of a fuselage of the aircraft to a cradle movably carried by a storage apparatus.

222. The method of claim 217 wherein releasably securing a portion of the aircraft to the storage apparatus includes releasably securing a portion of the aircraft to a storage container.

223. The method of claim 217, further comprising translating and rotating the movable portion of the storage apparatus relative to the lifting surface of the aircraft to align a gripper carried by the movable portion for contact with the lifting surface of the aircraft.

224. The method of claim 217, further comprising: slidably moving and pivoting a gripper carried by the movable portion of the storage apparatus for contact with the lifting surface of the aircraft; and pivoting the gripper toward the movable portion after removing the lifting surface of the aircraft.

225. The method of claim 217 wherein removing the lifting surface of the aircraft includes: releasably attaching the lifting surface to the movable portion of the storage apparatus; and moving the movable portion and the lifting surface along a constrained guide path of the storage apparatus.

226. The method of claim 217 wherein removing the lifting surface of the aircraft includes: contacting and releasably engaging the lifting surface with a gripper carried by the movable portion of the storage apparatus, the gripper being positioned to slidably move along a guide path of the movable portion; and

from the aircraft by slidably moving the gripper along the guide path from a first position with the lifting surface attached to the aircraft to a second position with the lifting surface detached from the aircraft.

227. The method of claim 217 wherein removing the lifting surface of the aircraft includes: translating and rotating the movable portion of the storage apparatus relative to the lifting surface of the aircraft to align a gripper carried by the movable portion with the lifting surface; contacting and releasably engaging the gripper with the lifting surface; and detaching the lifting surface from the aircraft by slidably moving the gripper along a guide path of the movable portion from a first position with the lifting surface attached to the aircraft to a second position with the lifting surface detached from the aircraft.

228. The method of claim 217, further comprising servicing the aircraft after releasably securing the aircraft to the storage apparatus.

229. A method for handling an unmanned aircraft, comprising: deploying a flexible recovery line from an extendable boom mounted at least proximate to a support platform; releasably capturing a first lifting surface portion of the aircraft in flight with the flexible recovery line; while the first lifting surface portion of the aircraft is releasably coupled to the flexible recovery line, securing a second lifting surface portion of the aircraft to the support platform; releasably securing at least a portion of a fuselage of the aircraft to a storage container; releasing the aircraft from the flexible recovery line and the support platform; removing at least one of the lifting surfaces of the aircraft using a movable portion of the storage container; and at least partially enclosing the aircraft in the storage container. - '" r i' " c rn w ere n e a rcra nc u es a cap ure ev ce mounted to the lifting surface, and wherein releasably capturing the aircraft in flight includes releasably capturing a portion of the recovery line with the capture device.

231. The method of claim 229, further comprising retracting at least a portion of the extendable boom after releasably capturing the aircraft and before releasably securing the second lifting surface portion of the aircraft to the support platform.

232. The method of claim 229 wherein at least a portion of the storage container is pivotally mounted to the support platform, and wherein releasably securing the aircraft to the storage container includes pivoting at least a portion of the storage container from the support platform to contact a fuselage of the aircraft.

233. The method of claim 229 wherein releasably securing a portion of the aircraft to the storage container includes pivoting at least a portion of the storage container from a first position to a second position, the portion of the storage container being oriented to contact and releasably receive the aircraft when in the second position.

234. The method of claim 229 wherein releasably securing at least a portion of the fuselage of the aircraft to the storage container includes releasably securing a portion of the fuselage of the aircraft to a cradle movably carried by a storage container.

235. The method of claim 229, further comprising translating and rotating the movable portion of the storage container relative to at least one lifting surface of the aircraft to align a gripper carried by the movable portion for contact with the lifting surface of the aircraft.

236. The method of claim 229, further comprising: slidably moving and pivoting a gripper carried by the movable portion of the storage container for contact with the lifting surface of the aircraft; and iVΘWϊc tπe gripper - o ard the movable portion after removing the lifting surface of the aircraft.

237. The method of claim 229 wherein removing at least one lifting surface of the aircraft includes: releasably attaching the at least one lifting surface to the movable portion of the storage container; and moving the movable portion and the at least one lifting surface along a constrained guide path of the storage container.

238. The method of claim 229 wherein removing the at least one lifting surface of the aircraft includes: translating and rotating the movable portion of the storage container relative to the at least one lifting surface of the aircraft to align a gripper carried by the movable portion with the at least one lifting surface; contacting and releasably engaging the gripper with the at least one lifting surface; and detaching the at least one lifting surface from the aircraft by slidably moving the gripper along a guide path of the movable portion from a first position with the at least one lifting surface attached to the aircraft to a second position with the at least one lifting surface detached from the aircraft.

239. The method of claim 229, further comprising directing an actuator to move the movable portion of the storage container after releasably securing the aircraft to the storage apparatus.

240. The method of claim 229, further comprising servicing the aircraft after releasably securing the aircraft to the storage apparatus.

241. A method for handling an unmanned aircraft, comprising: removing at least a portion of a storage apparatus at least partially enclosing an unmanned aircraft to provide access to the aircraft; ^ι«- attacnιng'"^Ja^"1'liftιlrιQ"^i,,^tfrf c§ to the aircraft using a movable portion of the storage apparatus; and moving the aircraft from the storage apparatus into position for takeoff.

242. The method of claim 241 , further comprising moving the fuselage from a first position within the storage apparatus to a second position elevated from the first position before attaching the lifting surface to the aircraft.

243. The method of claim 241 wherein moving a movable portion of a storage apparatus includes moving a movable portion of a storage container.

244. The method of claim 241 , further comprising translating and rotating the movable portion of the storage apparatus relative to the lifting surface of the aircraft to align the lifting surface with the aircraft.

245. The method of claim 241 wherein attaching the lifting surface to the aircraft includes: releasably attaching the lifting surface to the movable portion of the storage apparatus; and moving the movable portion and the lifting surface along a constrained guide path of the storage apparatus.

246. The method of claim 241 wherein attaching the lifting surface to the aircraft includes: contacting and releasably engaging the lifting surface with a gripper carried by the movable portion of the storage apparatus, the gripper being positioned to slidably move along a guide path of the movable portion; and attaching the lifting surface to the aircraft by slidably moving the gripper along the guide path from a first position with the lifting surface detached from the aircraft to a second position with the lifting surface attached to the aircraft.

. , . , „ , * 247^'.^t"^{l' *}Thk m^'ethbα orclafm 241 wherein moving the aircraft into position for takeoff includes moving the aircraft from a cradle movably carried by the storage apparatus to a launch carriage movably carried by a launch guide structure.

248. The method of claim 241 , further comprising slidably moving and pivoting a gripper carried by the movable portion of the storage apparatus for contact with the lifting surface of the aircraft, and wherein the gripper is pivoted against the movable portion after removing the lifting surface of the aircraft.

249. The method of claim 241 , further comprising directing an actuator to move the movable portion of the storage apparatus.

250. The method of claim 241 , further comprising servicing the aircraft after providing access to the aircraft and before moving the assembled aircraft into position for takeoff.

251. An apparatus for handling unmanned aircraft, comprising: storage means for at least partially enclosing and releasably storing the aircraft; fuselage support means for supporting a fuselage of the aircraft, the fuselage support means being carried by the storage means; gripper means for releasably carrying a lifting surface of the aircraft, the gripper means being movable relative to the fuselage support means; and guide means for guiding motion of the gripper means, the guide means being carried by the storage means to constrain the motion of the gripper means as the gripper means moves between a first position with the lifting surface attached to the fuselage and second position with the lifting surface detached from the fuselage.

252. The apparatus of claim 251 wherein the storage means includes a storage apparatus having at least one movable portion, the movable portion carrying the gripper means.

. ^[ 2 3" ^,- ^,T"h'§ 'apparatus'⁵ -of claim 251 wherein the fuselage support means includes a carriage movably carried by the storage means and positioned to releasably secure at least a portion of the fuselage of the aircraft.

254. The apparatus of claim 251 wherein the gripper means is slidably received in the guide means.

255. An apparatus for handling an unmanned aircraft, comprising: a storage apparatus; an aircraft support carried by the storage apparatus and configured to support at least a portion of an unmanned aircraft; and a movable device carried by the storage apparatus and configured to carry a lifting surface of an unmanned aircraft, the movable device being movable relative to the aircraft support in a constrained manner along a guide path.

256. The apparatus of claim 255, further comprising a support platform, and wherein the storage apparatus is pivotably carried by the support platform and is pivotable between a first orientation and a second orientation, the storage apparatus being positioned to contact the aircraft when in the second orientation.

257. The apparatus of claim 255 wherein the aircraft support includes a fuselage support member carried by the storage apparatus, the fuselage support member being movable from a first position for storage to a second position for launch.

258. The apparatus of claim 255 wherein the aircraft support includes a cradle positioned to releasably secure at least a portion of a fuselage of the aircraft.

259. The apparatus of claim 255 wherein the movable device translates and rotates relative to the lifting surface of the aircraft to releasably engage the lifting surface, and wherein the movable device is positioned to slidably move along the εgiiirae μaϊπ"τrom^,la' fFrfet'^lpdsϊtiό-h with the lifting surface attached to the aircraft to a second position with the lifting surface detached from the aircraft.

260. The apparatus of claim 255 wherein the guide path includes a first guide path portion, and wherein the movable device includes a container section movable along the first guide path portion, the movable device further including a gripper, the gripper being positioned to detach the lifting surface of the aircraft by slidably moving relative to the container section along a second guide path portion from a first position with the lifting surface attached to the aircraft to a second position with the lifting surface detached from the aircraft.

261. The apparatus of claim 255, further comprising an elevating member coupled to the aircraft support to move the aircraft support relative to the storage apparatus.

262. The apparatus of claim 255 wherein the storage apparatus includes a storage container.

263. The apparatus of claim 255, further comprising the unmanned aircraft.

264. An apparatus for handling an unmanned aircraft, comprising: a storage container that includes a first guide structure having a first guide path, the storage container including a movable portion movable along the first guide path, the movable portion including a second guide structure having a second guide path; a cradle movably carried by the storage container and positioned to support a fuselage of the aircraft; and a gripper carried by the movable portion of the storage container and positioned to contact and releasably engage a lifting surface of the aircraft, the gripper being movable along the second guide path between a first position and a second position. - n O c a m w ere n e mova e portion is sli a e along the first guide path and the gripper is slidable along the second guide path and pivotable relative to the second guide path.

266. The apparatus of claim 264, further comprising an elevating member releasably coupled to the cradle, and wherein the elevating member is configured to move the cradle relative to the storage apparatus.

267. An apparatus for launching an unmanned aircraft, comprising: a first launch member; a second launch member positioned at least proximate to the first launch member, at least one of the first and second launch members being movable relative to the other between a first position and a second position; and a launch carriage having an aircraft support positioned to releasably carry an unmanned aircraft during a takeoff operation, the launch carriage being in contact with the first and second launch members, the launch carriage being movable relative to the launch members between a first launch carriage location and a second launch carriage location as the at least one of the first and second launch members moves from the first position to the second position.

268. The apparatus of claim 267 wherein the launch carriage moves in a first direction between the first launch carriage location and the second launch carriage location, and wherein the at least one launch member moves in a second direction transverse to the first direction between the first position and the second position.

269. The apparatus of claim 267, further comprising a support structure, and wherein the first and launch members are carried by the support structure.

. - im , ur er com i c u r coup e o the at least one launch member to move the at least one launch member relative to the other.

271. The apparatus of claim 267, further comprising an actuator coupled to the at least one launch member to move the at least one launch member relative to the other, and wherein the actuator includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

272. The apparatus of claim 267, further comprising an energy reservoir coupled to the at least one launch member to move the at least one launch member.

273. The apparatus of claim 267, further comprising: an actuator; and a transmission coupled between the actuator and the second launch member, wherein the transmission includes a first portion coupled to the actuator to receive a first force from the actuator and accelerate with a first acceleration, the transmission further including a second portion coupled to second launch member to impart a second force and a second acceleration to the launch carriage, wherein the second force is different than the first force and the second acceleration is different than the first acceleration.

274. The apparatus of claim 267 wherein at least one of the first and second launch members includes a braking portion, and wherein the braking portion is positioned to contact and decelerate the launch carriage as the launch carriage moves from the first launch carriage location to the second launch carriage location.

275. The apparatus of claim 267 wherein at least one of the first and second launch members includes a curved portion, and wherein the curved portion is shaped to provide constant acceleration to the launch carriage as the at least one of the first and second launch members moves relative to the other.

c aim w erein: the first launch member includes a first roller surface and the second launch member includes a second roller surface non-parallel to the first roller surface; and the launch carriage includes a first wheel in rolling contact with the first roller surface and a second wheel in rolling contact with the second roller surface.

277. The apparatus of claim 267 wherein the first launch member includes a first surface in contact with the launch carriage, and wherein the second launch member includes a second surface in contact with the launch carriage, the second surface having a first portion oriented at a first angle relative to the first surface to accelerate the launch carriage, the second surface having a second portion oriented at a second angle relative to the first surface to decelerate the launch carriage, the second angle being different than the first angle.

278. The apparatus of claim 267 wherein the second launch member translates and pivots relative to the first launch member from the first position to the second position.

279. The apparatus of claim 267 wherein the second launch member includes a guide pin, and wherein the apparatus further comprises a guide having an elongated guide slot positioned between the first and second launch members, the guide pin being received in the guide slot to allow the guide pin to translate along the guide slot while the second launch member rotates relative to the first launch member.

280. The apparatus of claim 267, further comprising a carriage return coupled to the launch carriage, the carriage return being positioned to reset the launch carriage to the first launch carriage location after takeoff of the aircraft. , ^, 'afϊ r w O c a m w ere n e a eas one launcn memoer moves in a generally vertical plane between the first position and the second position.

282. The apparatus of claim 267 wherein the at least one launch member moves in a generally horizontal plane between the first position and the second position.

283. The apparatus of claim 267 wherein the first and second launch members are coupled to each other with a cable and an arrangement of pulleys.

284. The apparatus of claim 267 wherein the first and second launch members are coupled to each other with a four-bar linkage.

285. The apparatus of claim 267 wherein the first and second launch members are pivotable relative to each other.

286. The apparatus of claim 267 wherein the first launch member includes a first roller surface and the second launch member includes a second roller surface non-parallel to the first roller surface, and wherein the angle between the first and second roller surfaces is greater when the launch carriage is in the second launch carriage location than when the launch carriage is in the first launch carriage location.

287. The apparatus of claim 267, further comprising the unmanned aircraft.

288. An apparatus for launching an unmanned aircraft, comprising: a support structure; a first launch member fixed relative to the support structure; a second launch member coupled to the support structure, the second launch member being movable relative to the support structure and the first launch member; a a oup^{^} eo- σ' ne secon aunc mem er an pos one o move the second launch member relative to the first launch member from a first position to a second position; and a launch carriage having an aircraft support positioned to releasably carry an unmanned aircraft during a takeoff operation, the launch carriage being in contact with the first and second launch members, the launch carriage being movable relative to the first and second launch members between a first launch carriage location and a second launch carriage location as the second launch member moves from the first position to the second position.

289. The apparatus of claim 288 wherein the actuator includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

290. The apparatus of claim 288, further comprising a transmission coupled between the actuator and the second launch member, wherein the transmission includes a first portion coupled to the actuator to receive a first force from the actuator and accelerate with a first acceleration, the transmission further including a second portion coupled to second launch member to impart a second force and a second acceleration to the launch carriage, wherein the second force is different than the first force and the second acceleration is different than the first acceleration.

291. The apparatus of claim 288 wherein the first launch member includes a first surface in contact with the launch carriage, and wherein the second launch member includes a second surface in contact with the launch carriage, the second surface having a first portion oriented at a first angle relative to the first surface to accelerate the launch carriage, the second surface having a second portion oriented at a second angle relative to the first surface to decelerate the launch carriage, the second angle being different than the first angle. ~ 292P h6^"Iρpa d^ of claim 288 wherein: the first launch member includes a first roller surface and the second launch member includes a second roller surface non-parallel to the first roller surface; and the launch carriage includes a first wheel in rolling contact with the first roller surface and a second wheel in rolling contact with the second roller surface.

293. The apparatus of claim 288 wherein the second launch member translates and pivots relative to the first launch member as the second launch member moves from the first position to the second position.

294. The apparatus of claim 288, further comprising a carriage return coupled to the launch carriage, the carriage return being positioned to reset the launch carriage to the first launch carriage location after takeoff of the aircraft.

295. An apparatus for launching an unmanned aircraft, comprising: a first launch member; a second launch member pivotally coupled to the first launch member, at least one of the first and second launch members being pivotable relative to the other between a first position and a second position; an actuator coupled to the at least one launch member and positioned to pivot the at least one launch member from the first position to the second position; and a launch carriage having an aircraft support positioned to releasably carry an unmanned aircraft during a takeoff operation, the launch carriage being in contact with the first and second launch members, the launch carriage being forced to move relative to the launch members between a first launch carriage location and a second launch carriage location as the at least one launch member moves from the first position to the second position.

first surface in contact with the launch carriage, and wherein the second launch member includes a second surface in contact with the launch carriage, the second surface having a first portion oriented at a first angle relative to the first surface to accelerate the launch carriage, the second surface having a second portion oriented at a second angle relative to the first surface to decelerate the launch carriage, the second angle being different than the first angle.

297. The apparatus of claim 295 wherein: the first launch member includes a first roller surface and the second launch member includes a second roller surface non-parallel to the first roller surface; and the launch carriage includes a first wheel in rolling contact with the first roller surface and a second wheel in rolling contact with the second roller surface.

298. The apparatus of claim 295 wherein the at least one launch member moves in a generally lateral plane.

299. The apparatus of claim 295 wherein each of the first and second launch members pivots relative to the other.

300. The apparatus of claim 295 wherein the actuator includes at least one of a hydraulic cylinder, a spring, a pneumatic cylinder, an electric motor, a flywheel, a steam-powered apparatus, an explosive charge, and a weight.

301. The apparatus of claim 295 wherein: the first and second launch members each include a first end portion and a second end portion spaced apart from the first end portion; the first end portions of the first and the second launch member are pivotally coupled together; and the second end portions of the first and the second launch members are coupled to the actuator, and wherein the actuator is positioned to ' -^■"m e nc en po ons o e rs an e secon aunc member apart from each other.

302. The apparatus of claim 295, further comprising a carriage return coupled to the launch carriage, the carriage return being positioned to reset the launch carriage to the first launch carriage location after takeoff of the aircraft.

303. An apparatus for launching an unmanned aircraft, comprising: carriage means for supporting an unmanned aircraft during a takeoff operation; and support means for moving the carriage means, the support means including: first launch means for accelerating the carriage means; and second launch means for accelerating the carriage means, the first and second launch means being coupled to the carriage means, at least one of the first and second launch means being movable relative to the other to accelerate the carriage means.

304. The apparatus of claim 303, further comprising actuating means coupled to the support means to move at least one of the first and second launch means relative to the other.

305. The apparatus of claim 303, further comprising braking means carried by the support means to decelerate the carriage means.

306. A method for launching an unmanned aircraft, comprising: releasably supporting an unmanned aircraft with a launch carriage, the launch carriage being movably carried by and in contact with a first launch member and a second launch member; accelerating the launch carriage from a first launch carriage location to a second launch carriage location by moving at least one of the first and second launch members relative to the other from a first position to a second position while the launch members contact the launch carriage; and -releasing the fiftrflafirtStfaircraft from the launch carriage for flight.

307. The method of claim 306, further comprising decelerating the launch carriage to release the aircraft from the launch carriage for flight.

308. The method of claim 306 wherein moving at least one of the first and second launch members includes moving the at least one launch member in a generally vertical plane.

309. The method of claim 306 wherein moving at least one of the first and second launch members includes moving the at least one launch member in a generally horizontal plane.

310. The method of claim 306 wherein moving the at least one of the first and second launch members includes pivoting the second launch member relative to the first launch member.

311. The method of claim 306 wherein moving the at least one of the first and second launch members includes translating and pivoting the second launch member relative to the first launch member.

312. The method of claim 306, further comprising returning the launch carriage to the first launch carriage location after releasing the aircraft for takeoff.

313. A method for launching an unmanned aircraft, comprising: releasably supporting an unmanned aircraft with a launch carriage, the launch carriage movably carried by and in contact with a first launch member and a second launch member; activating an actuator coupled to at least one of the first and second launch members; moving at least one of the first and second launch members relative to the other between a first position and a second position; ^■afeόe r-a g 'the^l,l^'a'Lπi^lch' carriage by rolling the launch carriage along the first and second launch members from a first launch carriage location to a second launch carriage location under a force imparted to the launch carriage by the at least one launch member as the at least one launch member moves relative to the other; decelerating the launch carriage; and releasing the unmanned aircraft from launch carriage for flight.

314. The method of claim 313 wherein moving the at least one launch member includes moving the at least one launch member in a first direction and wherein accelerating the launch carriage includes accelerating the launch carriage in a second direction transverse to the first direction.

315. The method of claim 313 wherein moving the at least one of the first and second launch members includes translating and pivoting the second launch member relative to the first launch member.

316. The method of claim 313 wherein moving the at least one of the first and second launch members includes pivoting the second launch member relative to the first launch member.

317. The method of claim 313, further comprising returning the launch carriage to the first launch carriage location after releasing the aircraft for takeoff.

318. An apparatus for carrying an unmanned aircraft, comprising: a support member; a launch carriage movably carried by the support member; and a gripper movably coupled to the launch carriage, the gripper including at least one grip portion positioned to releasably engage an unmanned aircraft, the gripper being movable relative to the launch carriage between a first position with the at least one grip portion positioned to contact the aircraft and a second position with the at least one grip portion positioned to be out of contact with the aircraft. _L

claim 318 wherein the gripper includes at least one grip portion positioned to releasably engage a fuselage of the aircraft, the gripper being movable relative to the launch carriage between a first position with the at least one grip portion positioned to contact the fuselage and a second position with the at least one grip portion positioned to be out of contact with the fuselage.

320. The apparatus of claim 318 wherein the gripper includes at least one gripper arm pivotally coupled to the launch carriage, the at least one gripper arm carrying the at least one grip portion positioned to releasably engage the fuselage of the aircraft.

321. The apparatus of claim 318 wherein the gripper includes two gripper arms pivotally coupled to the launch carriage, the individual gripper arms including at least one grip portion positioned to releasably engage the fuselage of the aircraft.

322. The apparatus of claim 318 wherein: the gripper includes two gripper arms pivotally coupled to the launch carriage; and the individual gripper arms include a first grip portion and a second grip portion positioned to releasably engage the fuselage of the aircraft, the first grip portion contacting the fuselage of the aircraft at a position forward of a lifting surface of the aircraft and the second grip portion contacting the fuselage at a position aft of the lifting surface of the aircraft.

323. The apparatus of claim 318 wherein the gripper is movable between the first and second position when the launch carriage decelerates relative to the support member.

324. The apparatus of claim 318 wherein: the launch carriage is movable relative to the support member along a launch axis; and ϊt e^rϊ^^f^ pi'i'tdtdBleVe ative to the launch carriage about a pivot axis offset from the launch axis to pivot downwardly and outwardly away from the launch axis as the gripper moves from the first position to the second position, and wherein at least a portion of the mass of the gripper is eccentrically offset from the pivot axis to swing the gripper from the first position to the second position as the carriage decelerates.

325. The apparatus of claim 318, further comprising the aircraft.

326. The apparatus of claim 318 wherein the support member includes a launch guide structure having a launch axis, and wherein the launch carriage is movable relative to the support member along the launch axis.

327. The apparatus of claim 318 wherein the support member includes an extendable boom having a longitudinal axis and a launch guide structure having a launch axis, the launch guide structure being carried by the extendable boom and the launch axis extending at least approximately parallel to the longitudinal axis of the boom.

328. An apparatus for carrying an unmanned aircraft, comprising: a launch guide structure having a launch axis; a launch carriage carried by the launch guide structure and movable along the launch axis; and a gripper supported by the launch carriage, the gripper including at least two gripper arms pivotally coupled to the launch carriage, the individual gripper arms including at least one grip portion positioned to releasably engage a fuselage of an unmanned aircraft, the at least two gripper arms being pivotally movable relative to the launch carriage between a first position with the at least one grip portion of the individual gripper arms positioned to contact the fuselage and a second position with the at least one grip portion of the individual gripper arms positioned to be out of contact with the fuselage.

claim 328 wherein the launch guide structure includes a rail positioned along the launch axis, and wherein the launch carriage is movably carried by the rail.

330. The apparatus of claim 328, further comprising an extendable boom having a longitudinal axis, wherein the launch guide structure is carried by the extendable boom and wherein the launch axis extends at least approximately parallel to the longitudinal axis of the boom.

331. The apparatus of claim 328 wherein the individual gripper arms include a first grip portion and a second grip portion positioned to releasably engage the fuselage of the aircraft, the first grip portion of the individual gripper arms contacting the fuselage of the aircraft at a position forward of a lifting surface of the aircraft, and the second grip portion of the individual gripper arms contacting the fuselage at a position aft of the lifting surface of the aircraft.

332. The apparatus of claim 328 wherein the at least two gripper arms are movable between the first and second position when the launch carriage decelerates relative to the launch guide structure.

333. The apparatus of claim 328 wherein the gripper is pivotable relative to the launch carriage about a pivot axis offset from the launch axis to pivot downwardly and outwardly away from the launch axis as the gripper moves from the first position to the second position, and wherein at least a portion of the mass of the gripper is eccentrically offset from the pivot axis to swing the gripper from the first position to the second position as the carriage decelerates, further wherein the gripper is over-centered when in the first position to resist moving to the second position.

334. The apparatus of claim 328 wherein the apparatus is configured to operate with an aircraft having a maximum thrust capability, and wherein the force required to move the gripper from the first position to the second position is greater

applied to the gripper as the carriage decelerates.

335. The apparatus of claim 328, further comprising the aircraft.

336. An apparatus for carrying an unmanned aircraft, comprising: carriage means for carrying an unmanned aircraft during launch; support means for supporting and guiding the carriage means along a launch axis during takeoff; and gripper means for releasably carrying an unmanned aircraft, the gripper means being movably coupled to the carriage means, the gripper means including at least one grip portion movable relative to the carriage means between a first position with the at least one grip portion positioned to contact the aircraft and a second position with the at least one grip portion positioned to be out of contact with the aircraft.

337. The apparatus of claim 336 wherein the support means includes: an extendable boom having a longitudinal axis; and a launch guide structure carried by the extendable boom, the launch guide structure extending along the launch axis at least generally parallel to the longitudinal axis of the extendable boom.

338. The apparatus of claim 336 wherein the gripper means includes a gripper having at least one gripper arm pivotally coupled to the launch carriage, the at least one gripper arm carrying the at least one grip portion positioned to releasably engage the fuselage of the aircraft.

339. The apparatus of claim 336 wherein the gripper means is pivotable relative to the carriage means about a pivot axis offset from the launch axis to pivot downwardly and outwardly away from the launch axis as the gripper means moves from the first position to the second position, and wherein at least a portion of the mass of the gripper means is eccentrically offset from the pivot axis to swing the gi peπi m ans f'rø^'tfrtne first

to the second position as the carriage means decelerates.

340. A method for launching an unmanned aircraft, comprising: releasably supporting an unmanned aircraft with a launch carriage; releasably engaging the aircraft with a gripper carried by the launch carriage; accelerating the launch carriage along a launch axis; disengaging the gripper from the aircraft by moving the gripper relative to the launch carriage from a first position to a second position; and releasing the aircraft from the launch carriage for flight.

341. The method of claim 340, further comprising decelerating the launch carriage to move the gripper from the first position to the second position.

342. The method of claim 340 wherein releasably engaging the aircraft with the gripper includes releasably engaging a fuselage of the aircraft with the gripper.

343. The method of claim 340 wherein the gripper includes at least one gripper arm pivotally coupled to the launch carriage, and wherein moving the gripper from a first position to a second position includes rotating the at least one gripper arm downwardly and outwardly away from a longitudinal axis of the aircraft.

344. The method of claim 340 wherein the gripper includes at least one gripper arm pivotally coupled to the launch carriage, and wherein moving the gripper from a first position to a second position includes rotating the at least one gripper arm outwardly away from a fuselage of the aircraft and downwardly away from a lifting surface of the aircraft.

345. A method for launching an unmanned aircraft, comprising: releasably supporting a fuselage of an unmanned aircraft with a launch carriage; e e s gagt g e se age o e aircra wi a gripper carried oy tne launch carriage, the gripper having at least one grip portion positioned to contact the fuselage of the aircraft; accelerating the launch carriage along the launch axis; decelerating the launch carriage to move the gripper relative to the launch carriage from a first position to a second position, with at least one grip portion out of contact with the fuselage when the gripper is in the second position; and releasing the aircraft from the launch carriage for flight.

346. The method of claim 345 wherein the gripper includes at least two gripper arms pivotally coupled to the launch carriage, and wherein moving the gripper from a first position to a second position includes rotating the at least two gripper arms outwardly and downwardly away from a longitudinal axis of the aircraft.

347. The method of claim 345 wherein the gripper includes a first grip portion and a second grip portion positioned to releasably engage the fuselage of the aircraft, and wherein releasably engaging the aircraft with the gripper includes contacting the fuselage at a position forward of a lifting surface of the aircraft with the first grip portion and contacting the fuselage at a position aft of the lifting surface with the second grip portion.

348. The method of claim 345 wherein the gripper is pivotable relative to the launch carriage about a pivot axis offset from the launch axis and at least a portion of the mass of the gripper is eccentrically offset from the pivot axis, and wherein decelerating the launch carriage to move the gripper relative to the launch carriage from a first position to a second position includes pivoting the gripper downwardly and outwardly away from the launch axis as the gripper moves from the first position to the second position.