WO2023044173A2

WO2023044173A2 - Methods and systems for flight control configured for use in an electric aircraft

Info

Publication number: WO2023044173A2
Application number: PCT/US2022/045066
Authority: WO
Inventors: Nicholas Moy; Joshua Auerbach
Original assignee: Beta Air, Llc
Priority date: 2021-09-17
Filing date: 2022-09-28
Publication date: 2023-03-23
Also published as: WO2023044173A3

Abstract

A system for flight control configured for use in an electric aircraft includes an inertial measurement unit (IMU) and configured to detect an aircraft angle and an aircraft angle rate. The system includes a flight controller including an outer loop controller configured to receive the input datum from the sensor, receive the aircraft angle from the IMU, and generate a rate setpoint as a function of the input datum. The system includes an inner loop controller configured to receive the aircraft angle rate, receive the rate setpoint from the outer loop controller, and generate a moment datum as a function of the rate setpoint. The system includes a mixer configured to receive the moment datum, perform a torque allocation as a function of the moment datum, and generate a motor command datum as a function of the torque allocation.

Description

METHODS AND SYSTEMS FOR FLIGHT CONTROL CONFIGURED FOR USE IN AN

ELECTRIC AIRCRAFT

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/478,143, filed on September 17, 2021, and entitled “METHODS AND SYSTEMS FOR FLIGHT CONTROL CONFIGURED FOR USE IN AN ELECTRIC AIRCRAFT.” This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/515,420, filed on October 30, 2021 and entitled “SYSTEMS AND METHODS FOR WIND COMPENSATION OF AN ELECTRIC AIRCRAFT.” This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/515,423, filed on October 30, 2021 and entitled “SYSTEMS AND METHODS TO CONTROL GAIN FOR AN ELECTRIC AIRCRAFT.” Each of U.S. Nonprovisional Application Serial No. 17/478,143, U.S. Nonprovisional Application Serial No. 17/515,420, and U.S. Nonprovisional Application Serial No. 17/515,423 is incorporated by reference herein in its entirety.

FIELD OF THE INVENTION

The present invention generally relates to the field of electric aircraft control. In particular, the present invention is directed to methods and systems for flight control configured for use in an electric aircraft.

BACKGROUND

In electrically propelled vehicles, such as an electric vertical takeoff and landing (eVTOL) aircraft, it is essential to maintain the integrity of the aircraft until safe landing. In some flights, a component of the aircraft may experience a malfunction or failure which will put the aircraft in an unsafe mode which will compromise the safety of the aircraft, passengers and onboard cargo.

SUMMARY OF THE DISCLOSURE

In an aspect, a system for flight control configured for use in an electric aircraft includes an inertial measurement unit, the inertial measurement unit configured to detect at least an aircraft angle and detect at least an aircraft angle rate, a flight controller, the flight controller including an outer loop controller, the outer loop controller configured to receive at least an input datum, receive at least an aircraft angle from the inertial measurement unit, and generate a rate setpoint as a function of at least an input datum, an inner loop controller, the inner loop controller configured to receive at least an aircraft angle rate, receive the rate setpoint from the outer loop controller, and generate a moment datum as a function of the rate setpoint, and a mixer, the mixer configured to receive the moment datum, perform a torque allocation as a function of the moment datum, and generate at least a motor command datum as a function of the torque allocation.

In another aspect, a method of flight control configured for use in electric aircraft includes detecting, at the inertial measurement unit, at least an aircraft angle, detecting, at the inertial measurement unit, at least an aircraft angle rate, receiving, at a flight controller, at least an input datum, receiving, at the flight controller, at least an aircraft angle from the inertial measurement unit, generating, at the flight controller, a rate setpoint as a function of at least an input datum, receiving, at the flight controller, at least an aircraft angle rate from the inertial measurement unit, generating, at the flight controller, a moment datum as a function of the rate setpoint, receiving, at a mixer, the moment datum, perform, at the mixer, a torque allocation as a function of the moment datum, and generating, at the mixer, at least a motor command datum as a function of the torque allocation.

In another aspect, a system for wind compensation of an electric aircraft includes a sensor attached to an electric aircraft, wherein the sensor is configured to detect at least a geographical datum, and a processor communicatively connected to the sensor, wherein the processor is configured to receive the geographical datum from the sensor, retrieve a desired yaw of the electric aircraft, and generate, using a plant model, an optimal flight trajectory of the electric aircraft as a function of the geographical datum and the desired yaw.

In another aspect, a method for wind compensation of an electric aircraft includes receiving a geographical datum from a sensor communicatively connected to the processor, retrieving a desired yaw of the electric aircraft, providing a current aircraft position, and generating an optimal flight trajectory of the electric aircraft as a function of the geographical datum and the desired yaw of the electric aircraft using a plant model.

In another aspect, a system to control gains for an electric aircraft includes a controller communicatively connected to a sensor, the controller configured to receive a measurement datum from the sensor, determine an operating point of the electric aircraft as a function of the

2 Attorney Docket No. 1024-088PCT1 measurement datum adjust a control gain of the electric aircraft as a function of a gain schedule, wherein the gain schedule includes a first operating range, wherein if an operating point is within a first operating range then the control gain is configured to be adjusted linearly and directly scaled and a second operating range, wherein if an operating point is within the second operating range then the control gain is configured to be adjusted based on a generated attitude command that pitches the electric aircraft upward by a predetermined angle.

In another aspect, a method to control gains for an electric aircraft includes receiving, by a controller communicatively connected to a sensor, a measurement datum from the sensor, determining, by the controller, an operating point of the electric aircraft as a function of the measurement datum, and adjusting, by the controller, a control gain of the electric aircraft as a function of a gain schedule, wherein the gain schedule includes a first operating range, wherein if an operating point is within a first operating range then gain control may be adjusted linearly and directly scaled and a second operating range, wherein if an operating point is within the second operating range then gain control may be adjusted based on a generated attitude command that pitches the electric aircraft upward by a predetermined angle.

The details of one or more variations of the subject matter described herein are set forth in the accompanying drawings and the description below. Other features and advantages of the subject matter described herein will be apparent from the description and drawings, and from the claims.

DESCRIPTION OF DRAWINGS

For the purpose of illustrating the invention, the drawings show aspects of one or more embodiments of the invention. However, it should be understood that the present invention is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein: FIG. 1 is an illustrative embodiment of a system for flight control configured for use in embodiments of the present invention;

FIG. 2 is an illustrative embodiment of an outer loop controller for use in embodiments of the present invention;

FIG. 3 is an illustrative embodiment of an inner loop controller for use in embodiments of the present invention;

3 Attorney Docket No. 1024-088PCT1 FIG. 4 is an exemplary method of an aircraft control configured for use in electric aircraft in block diagram form;

FIG. 5 is a block diagram of an exemplary embodiment of a machine learning module;

FIG. 6 is an illustration of an exemplary embodiment of an electric aircraft;

FIG. 7 is an illustrative embodiment of a flight controller;

FIG. 8 is a block diagram of an exemplary embodiment of a system for wind compensation of an aircraft in accordance with one or more aspects of the present disclosure;

FIG. 9 is another illustrative embodiment of a system for an aircraft motion observer configured for use in electric aircraft in block diagram form in accordance with one or more aspects of the present disclosure;

FIG. 10 is an exemplary method of an aircraft motion observer configured for use in electric aircraft in block diagram form in accordance with one or more aspects of the present disclosure;

FIG. 11 is a block diagram of an exemplary embodiment of a system to control gain for an electric aircraft in accordance with one or more aspects of the present disclosure;

FIGS. 12A-12B are graphical representations of exemplary embodiments of control gain for an electric aircraft in accordance with one or more aspects of the present disclosure;

FIG. 13 is a flowchart of an exemplary embodiment of a method to control gain for an electric aircraft in accordance with one or more aspects of the present disclosure; and

FIG. 14 is a block diagram of a computing system that can be used to implement any one or more of the methodologies disclosed herein and any one or more portions thereof.

The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations, and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted. Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed a system for flight control configured for use in electric aircraft. System for flight control includes a sensor configured to capture an input datum from a pilot’s interaction with a pilot control consistent with the entirety

4 Attorney Docket No. 1024-088PCT1 of this disclosure. The system includes an inertial measurement unit or one or more sensors configured to detect and/or measure one or more aircraft quantities such as an aircraft angle and an aircraft angle rate. The system includes one or more flight controllers, which may include an outer loop controller configured to control one or more aircraft angles by receiving at least an input datum from one or more sensors and at least an aircraft angle from the inertial measurement unit, and in turn generate a rate setpoint, the rate setpoint identifying a desired rate of change of one or more aircraft quantities like aircraft angle, as a function of at least an input datum. The system includes an inner loop controller configured to receive an aircraft angle rate, receive the rate setpoint from the outer loop controller, and generate a moment datum describing one or more moments/forces required to be applied to the aircraft in order to achieve the one or more commanded angles and rates, as a function of the rate setpoint. The system includes a mixer, the mixer configured to receive the moment datum, perform a torque allocation as a function of the moment datum, and generate a motor torque command datum as a function of the torque allocation.

In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to embodiments oriented as shown for exemplary purposes in FIG. 6. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other

5 Attorney Docket No. 1024-088PCT1 physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

Referring now to FIG. 1, an exemplary embodiment of a flight control system 100 configured for use in electric aircraft is illustrated. Flight control system 100 includes a flight controller 124. Any component of flight control system 100 and/or flight controller 124 may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. A computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Flight control system 100 may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. Flight control system 100 may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting flight control system 100 to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and/or from a computer and/or a computing device. Flight control system 100 may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location. Flight control system 100 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight control system 100 may distribute one or more computing

6 Attorney Docket No. 1024-088PCT1 tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. Flight control system 100 may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of flight control system 100 and/or computing device.

With continued reference to FIG. 1, flight control system 100 and/or flight controller may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, Flight control system 100 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Flight control system 100 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

With continued reference to FIG. 1 flight control system 100 and/or flight controller may be controlled by one or more Proportional-Integral-Derivative (PID) algorithms driven, for instance and without limitation by stick, rudder and/or thrust control lever with analog to digital conversion for fly by wire as described herein and related applications incorporated herein by reference. A “PID controller”, for the purposes of this disclosure, is a control loop mechanism employing feedback that calculates an error value as the difference between a desired setpoint and a measured process variable and applies a correction based on proportional, integral, and derivative terms; integral and derivative terms may be generated, respectively, using analog

7 Attorney Docket No. 1024-088PCT1 integrators and differentiators constructed with operational amplifiers and/or digital integrators and differentiators, as a non-limiting example. A similar philosophy to attachment of flight control systems to sticks or other manual controls via pushrods and wire may be employed except the conventional surface servos, steppers, or other electromechanical actuator components may be connected to the cockpit inceptors via electrical wires. Fly-by-wire systems may be beneficial when considering the physical size of the aircraft, utility of for fly by wire for quad lift control and may be used for remote and autonomous use, consistent with the entirety of this disclosure. Flight control system 100 may harmonize vehicle flight dynamics with best handling qualities utilizing the minimum amount of complexity whether it be additional modes, augmentation, or external sensors as described herein.

With continued reference to FIG. 1, flight control system 100 includes at least a sensor 104. At least a sensor 104 may be mechanically and communicatively connected to one or more throttles. The throttle may be any throttle as described herein, and in non-limiting examples, may include pedals, sticks, levers, buttons, dials, touch screens, one or more computing devices, and the like. Additionally, a right-hand floor-mounted lift lever may be used to control the amount of thrust provided by the lift fans or other propulsors. The rotation of a thumb wheel pusher throttle may be mounted on the end of this lever and may control the amount of torque provided by the pusher motor, or one or more other propulsors, alone or in combination. Any throttle as described herein may be consistent with any throttle described in U.S. Pat. App. No. 16/929,206 filed on July 15, 2020 and titled, “Hover and Thrust Control Assembly for Dual -Mode Aircraft”, which is incorporated herein in its entirety by reference. At least a sensor 104 may be mechanically and communicatively connected to an inceptor stick. The pilot input may include a left-hand strain-gauge style STICK for the control of roll, pitch and yaw in both forward and assisted lift flight. A 4-way hat switch on top of the left-hand stick enables the pilot to set roll and pitch trim. Any inceptor stick described herein may be consistent with any inceptor or directional control as described in U.S. Pat. App. No. 17/001,845 filed on August 25, 2020 and titled, “A Hover and Thrust Control Assembly for a Dual-Mode Aircraft”, which is incorporated herein in its entirety by reference.

Referring still to FIG. 1, at least a sensor 104 may be mechanically and communicatively connected to a foot pedal. Flight control system 104 may incorporate wheeled landing gear

8 Attorney Docket No. 1024-088PCT1 steerable by differential braking accessed by floor mounted pedals; in the event of installing such a foot actuated “caveman” infrastructure, yaw control also may be affected through differential foot pressure. A stick may be calibrated at zero input (relaxed state) and at the stops in pitch and roll. The calibration may be done in both directions of roll and both directions of pitch. Any asymmetries may be handled by a bilinear calibration with the breakpoint at the neutral point. Likewise, a yaw zero point may correspond to a relaxed state of an inceptor stick. The full-scale torque in each twist direction may be independently calibrated to the maximum torque seen in the calibration process in that direction. In all phases of flight, the control surface deflections may be linearly mapped to their corresponding maximum stick deflections and neutral position. In the case of roll, where there may be more aileron deflection in the trailing edge up direction, the degrees of deflection per pilot input unit may be different in each direction, such that full surface deflection may be not reached until full stick deflection. When the lift fans are engaged, the pilot’s stick inputs may correspond to roll and pitch attitude (+/- 30 deg) and yaw rate (+/- 60 deg/second) commands, which are also linearly mapped to the full range of stick travel. A breakout force of 2-3 Newtons (,51bf minimums mil spec 1797 min breakout force) measured at center of stick grip position may be applied prior to the linear mapping. Breakout force prevents adverse roll yaw coupling. In order to remove the need for constant control input in steady forward flight, pitch and roll trim may be available. Pitch trim may be limited to +7 deg pitch up trim and -5 deg pitch down trim, which may be sufficient to trim for level flight over the entire center of gravity and cruise airspeed range in non-limiting examples. Roll trim limited to 2 degrees (average between the ailerons) may be also available. The trim may be applied after the breakout force to change the input that center stick corresponds to. This trimmed command applies to both the attitude commands when the lift rotors are powered, and the control surface deflections at all times. In order to ensure the pilot can always access the full capability of the aircraft, the mapping below from pre-trim input to post-trim input may be used when trim is nonzero. Note that with positive trim, the effective sensitivity in the positive direction has decreased while the sensitivity in the negative direction has increased. This is a necessary byproduct of enforcing the constraint that full stick deflection yields full control surface deflection. The lift lever has very low additional breakout torque and requires a constant (but adjustable) torque of 3.1 Nm during movement, which translates to 2 Ibf at the intended grip

9 Attorney Docket No. 1024-088PCT1 position. Control of the lift motors may be only active when the assisted lift lever may be raised above 3.75 degrees from the full down stop (out of 25 degrees total). This may represent a debounce mechanism that may be determined based on the friction of the assisted lift lever, the mass and the expected cockpit vibration levels. A mechanical detent may be installed on the lift lever at an angle corresponding to 15% average torque in order to provide kinesthetic feedback to the pilot of the minimum lift lever setting which provides adequate control authority via the lift fans.

With continued reference to FIG. 1, flight control system 100 may include at least a sensor 104 which may further include a sensor suite. One or more sensors may be communicatively connected to at least a pilot control, the manipulation of which, may constitute at least an aircraft command. “Communicative connecting”, for the purposes of this disclosure, refers to two or more components electrically, or otherwise connected and configured to transmit and receive signals from one another. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. Any datum or signal herein may include an electrical signal. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sine function, or pulse width modulated signal. At least a sensor 104 may include circuitry, computing devices, electronic components or a combination thereof that translates input datum 108 into at least an electronic signal configured to be transmitted to another electronic component. At least a sensor communicatively connected to at least a pilot control may include a sensor disposed on, near, around or within at least pilot control. At least a sensor may include a motion sensor. “Motion sensor”, for the purposes of this disclosure refers to a device or component configured to detect physical movement of an object or grouping of objects. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. At least a sensor may include, torque sensor, gyroscope, accelerometer, torque sensor, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others. At least a sensor 104 may include a sensor suite which may

10 Attorney Docket No. 1024-088PCT1 include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscopes, or a mixture of an accelerometer, gyroscope, and torque sensor.

Still referring to FIG. 1, at least a sensor may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings. At least a sensor may be configured to detect pilot input from at least pilot control. At least pilot control may include a throttle lever, inceptor stick, collective pitch control, steering wheel, brake pedals, pedal controls, toggles, joystick. One of ordinary skill in the art, upon reading the entirety of this disclosure would appreciate the variety of pilot input controls that may be present in an electric aircraft consistent with the present disclosure. Inceptor stick may be consistent with disclosure of inceptor stick in U.S. Pat. App. Ser. No. 17/001,845 and titled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety. Collective pitch control may be consistent with disclosure of collective pitch control in U.S. Pat. App. Ser. No. 16/929,206 and titled “HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety.

Further referring to FIG. 1, at least pilot control may be physically located in the cockpit of the aircraft or remotely located outside of the aircraft in another location communicatively connected to at least a portion of the aircraft. “Communicatively connection”, for the purposes of this disclosure, is a process whereby one device, component, or circuit is able to receive data

11 Attorney Docket No. 1024-088PCT1 from and/or transmit data to another device, component, or circuit; communicative connecting may be performed by wired or wireless electronic communication, either directly or by way of one or more intervening devices or components. In an embodiment, communicative connecting includes electrically coupling an output of one device, component, or circuit to an input of another device, component, or circuit. Communicative connecting may be performed via a bus or other facility for intercommunication between elements of a computing device. Communicative connecting may include indirect connections via “wireless” connection, low power wide area network, radio communication, optical communication, magnetic, capacitive, or optical coupling, or the like. At least pilot control may include buttons, switches, or other binary inputs in addition to, or alternatively than digital controls about which a plurality of inputs may be received. At least pilot control may be configured to receive pilot input. Pilot input may include a physical manipulation of a control like a pilot using a hand and arm to push or pull a lever, or a pilot using a finger to manipulate a switch. Pilot input may include a voice command by a pilot to a microphone and computing system consistent with the entirety of this disclosure. One of ordinary skill in the art, after reviewing the entirety of this disclosure, would appreciate that this is a non-exhaustive list of components and interactions thereof that may include, represent, or constitute, or be connected to at least a sensor 104.

In an embodiment, and still referring to FIG. 1, at least a sensor 104 may be attached to one or more pilot inputs and attached to one or more pilot inputs, one or more portions of an aircraft, and/or one or more structural components, which may include any portion of an aircraft as described in this disclosure. As used herein, a person of ordinary skill in the art would understand “attached” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical connection. Said mechanical connection can include, for example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal joints, or any combination thereof. In an embodiment, mechanical coupling can be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical

12 Attorney Docket No. 1024-088PCT1 coupling can be used to join two pieces of rotating electric aircraft components. Control surfaces may each include any portion of an aircraft that can be moved or adjusted to affect altitude, airspeed velocity, groundspeed velocity or direction during flight. For example, control surfaces may include a component used to affect the aircrafts’ roll and pitch which may comprise one or more ailerons, defined herein as hinged surfaces which form part of the trailing edge of each wing in a fixed wing aircraft, and which may be moved via mechanical means such as without limitation servomotors, mechanical linkages, or the like, to name a few. As a further example, control surfaces may include a rudder, which may include, without limitation, a segmented rudder. The rudder may function, without limitation, to control yaw of an aircraft. Also, control surfaces may include other flight control surfaces such as propul sors, rotating flight controls, or any other structural features which can adjust the movement of the aircraft. A “control surface” as described herein, is any form of a mechanical linkage with a surface area that interacts with forces to move an aircraft. A control surface may include, as a non-limiting example, ailerons, flaps, leading edge flaps, rudders, elevators, spoilers, slats, blades, stabilizers, stabilators, airfoils, a combination thereof, or any other mechanical surface are used to control an aircraft in a fluid medium. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various mechanical linkages that may be used as a control surface, as used and described in this disclosure.

With continued reference to FIG. 1, at least a sensor 104 is configured to capture at least an input datum 108 from a pilot, remote user, or one or more of the previous, alone or in combination. At least an input datum 108 may include a manipulation of one or more pilot input controls as described above that correspond to a desire to affect an aircraft’s trajectory as a function of the movement of one or more flight components and one or more propulsors, alone or in combination. “Flight components”, for the purposes of this disclosure, includes components related to, and mechanically connected to an aircraft that manipulates a fluid medium in order to propel and maneuver the aircraft through the fluid medium. The operation of the aircraft through the fluid medium will be discussed at greater length hereinbelow. At least an input datum 108 may include information gathered by one or more sensors.

With continued reference to FIG. 1, a “datum”, for the purposes of this disclosure, refers to at least an element of data identifying and/or a pilot input or command. At least pilot control

13 Attorney Docket No. 1024-088PCT1 may be communicatively connected to any other component presented in system, the communicative connection may include redundant connections configured to safeguard against single-point failure. Pilot input may indicate a pilot’s desire to change the heading or trim of an electric aircraft. Pilot input may indicate a pilot’s desire to change an aircraft’s pitch, roll, yaw, or throttle. Aircraft trajectory is manipulated by one or more control surfaces and propulsors working alone or in tandem consistent with the entirety of this disclosure, hereinbelow. Pitch, roll, and yaw may be used to describe an aircraft’s attitude and/or heading, as they correspond to three separate and distinct axes about which the aircraft may rotate with an applied moment, torque, and/or other force applied to at least a portion of an aircraft. “Pitch”, for the purposes of this disclosure refers to an aircraft’s angle of attack, that is the difference between the aircraft’s nose and the horizontal flight trajectory. For example, an aircraft pitches “up” when its nose is angled upward compared to horizontal flight, like in a climb maneuver. In another example, the aircraft pitches “down”, when its nose is angled downward compared to horizontal flight, like in a dive maneuver. When angle of attack is not an acceptable input to any system disclosed herein, proxies may be used such as pilot controls, remote controls, or sensor levels, such as true airspeed sensors, pitot tubes, pneumatic/hydraulic sensors, and the like. “Roll” for the purposes of this disclosure, refers to an aircraft’s position about its longitudinal axis, that is to say that when an aircraft rotates about its axis from its tail to its nose, and one side rolls upward, like in a banking maneuver. “Yaw”, for the purposes of this disclosure, refers to an aircraft’s turn angle, when an aircraft rotates about an imaginary vertical axis intersecting the center of the earth and the fuselage of the aircraft. “Throttle”, for the purposes of this disclosure, refers to an aircraft outputting an amount of thrust from a propulsor. Pilot input, when referring to throttle, may refer to a pilot’s desire to increase or decrease thrust produced by at least a propulsor.

With continued reference to FIG. 1, at least an input datum 104 may include an electrical signal. At least an input datum 104 may include mechanical movement of any throttle consistent with the entirety of this disclosure. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sine function, or pulse width modulated signal. At least a sensor may include circuitry,

14 Attorney Docket No. 1024-088PCT1 computing devices, electronic components or a combination thereof that translates pilot input into at least an input datum 104 configured to be transmitted to any other electronic component.

With continued reference to FIG. 1, flight control system 100 includes an inertial measurement unit (IMU) 112. IMU 112 may be an IMU as described herein. IMU 112 is configured to detect at least an aircraft angle 116. At least an aircraft angle 116 may include any information about the orientation of the aircraft in three-dimensional space such as pitch angle, roll angle, yaw angle, or some combination thereof. In non-limiting examples, at least an aircraft angle may use one or more notations or angular measurement systems like polar coordinates, cartesian coordinates, cylindrical coordinates, spherical coordinates, homogenous coordinates, relativistic coordinates, or a combination thereof, among others. IMU 112 is configured to detect at least an aircraft angle rate 116. At least an aircraft angle rate 116 may include any information about the rate of change of any angle associated with an electrical aircraft as described herein. Any measurement system may be used in the description of at least an aircraft angle rate 116.

With continued reference to FIG. 1, flight control system 100 includes flight controller 124. Flight controller 124 may be responsible only for mapping the pilot inputs such as input datum 108, attitude such as at least an aircraft angle 116, and body angular rate measurement such as at least an aircraft angle rate 120 to motor torque levels necessary to meet the input datum 108. In a non-limiting exemplary embodiment, flight controller 124 may include the nominal attitude command (AC AH) configuration, the flight controller 124 may make the vehicle attitude track the pilot attitude while also applying the pilot-commanded amount of assisted lift and pusher torque which may be encapsulated within motor torque command 148. The flight controller is responsible only for mapping the pilot inputs, attitude, and body angular rate measurements to motor torque levels necessary to meet the input datum 108. In the nominal attitude command (AC AH) configuration, flight controller 124 makes the vehicle attitude track the pilot attitude while also applying the pilot commanded amount of assisted lift and pusher torque. Flight controller 124 may include the calculation and control of avionics display of critical envelope information i.e., stall warning, vortex ring state, pitch limit indicator, angle of attack, transition envelopes, etc. Flight controller 124 may calculate, command, and control trim assist, turn coordination, pitch to certain gravitational forces, automation integration: attitude, position hold, LNAV, VNAV etc., minimum hover thrust protection, angle of attack limits, etc.,

15 Attorney Docket No. 1024-088PCT1 precision Autoland, other aspects of autopilot operations, advanced perception of obstacles for ‘see and avoid’ missions, and remote operations, among others. Flight control system 100 includes flight controller 124, wherein the flight controller 124 may further include a processor. The processor may include one or more processors as described herein, in a near limitless arrangement of components.

With continued reference to FIG. 1, flight control system 100 includes an outer loop controller 128. Outer loop controller 128 may include one or more computing devices consistent with this disclosure and/or one or more components and/or modules thereof. Outer loop controller 128 may be implemented using a microcontroller, a hardware circuit such as an FPGA, system on a chip, and/or application specific integrated circuit (ASIC). Outer loop controller 128 may be implemented using one or more analog elements such as operational amplifier circuits, including operational amplifier integrators and/or differentiators. Outer loop controller 128 may be implemented using any combination of the herein described elements or any other combination of elements suitable therefor. Outer loop controller 128 may be configured to input one or more parameters, such as input datum 108 and/or at least an aircraft angle 116 and output rate setpoint 132. Outer loop controller 128 may periodically detect one or more errors between aircraft angles and commanded angles in any one of pitch, roll, yaw, or a combination thereof. For example, and without limitation, outer loop controller 128 may detect the error between the commanded and detected aircraft angle and command one or more propulsors and or flight components consistent with the entirety of this disclosure to reduce said error in one or more iterations. Outer loop controller 128 may be closed by a PI controller with integral anti -windup via back-calculation. Additional logic is present to prevent integral windup while grounded on a not perfectly level surface. Gains may be reduced at large amplitude in order to reduce overshoot on large inputs. This excessive overshoot may be due in part to linear systems having constant percent overshoot, so at larger amplitudes, the absolute value of the overshoot becomes (potentially unacceptably) large. Additionally, on large step inputs, motor saturation (a nonlinear effect) may occur for extended periods of time and causes overshoot to increase. In extreme cases, the occurrence of motor saturation without any gain reduction may lead to unrecoverable tumbles. This gain reduction may be implemented as a (soft) rate command limit. In particular, this reduction may be given by the piecewise combination of a linear function and the square

16 Attorney Docket No. 1024-088PCT1 root function. Note that the input/output relationship may be monotonically increasing, so increased angle error or integral action always makes it through to the inner loop, even if the gain reduction may be engaged. For inputs less than the knee, set to 20 deg/s, the input may be not changed. Above the knee, the output may be given by sign(input) * sqrt(abs(input)*knee). The effective gain at any point to the right of the knee may be then given by sqrt(abs(input)*knee)/input. This gain decrease at large amplitudes has been shown in simulation to stabilize the vehicle when subject to inputs that would otherwise destabilize the vehicle into an unrecoverable tumble. For the vast majority of maneuvers, this soft rate limit may be set high enough to not be noticeable.

With continued reference to FIG. 1, outer loop controller 128 is configured to receive at least an input datum 108 from at least a sensor 104. Input datum 108 represents the pilot’s desire to change an electric aircraft’s heading or power output. Input datum 108 may be transmitted to one or more components from the pilot control to which it may be connected. Outer loop controller 128 may include circuitry, components, processors, transceivers, or a combination thereof configured to receive and/or send electrical signals. Input datum 108 and other inputs to this system may include pilot manipulations of physical control interfaces, remote signals generated from electronic devices, voice commands, physiological readings like eye movements, pedal manipulation, or a combination thereof, to name a few. Outer loop controller 128 may include a proportional-integral-derivative (PID) controller. PID controllers may automatically apply accurate and responsive correction to a control function in a loop, such that over time the correction remains responsive to the previous output and actively controls an output. Flight controller 104 may include damping, including critical damping to attain the desired setpoint, which may be an output to a propulsor in a timely and accurate way.

With continued reference to FIG. 1, outer loop controller 128 is configured to receive at least an aircraft angle 116 from the inertial measurement unit 112. Inertial measurement unit 112, as discussed, may be configured to detect at least an aircraft angle 116. Outer loop controller 128 may include components, circuitry, receivers, transceivers, or a combination thereof configured to receive at least an aircraft angle 116 in the form of one or more electrical signals consistent with the description herein. Outer loop controller 128 is configured to generate rate setpoint 132 as a function of at least an input datum 108. The flight controller uses an outer angle loop driving

17 Attorney Docket No. 1024-088PCT1 an inner rate loop to provide closed loop control with setpoints of desired pitch attitude, roll attitude, and yaw rate provided directly by the pilot. The outer (angle) loop provides a rate setpoint. Rate setpoint 132 may include the desired rate of change of one or more angles describing the aircraft’s orientation, heading, and propulsion, or a combination thereof. Rate setpoint 132 may include the pilot’s desired rate of change of aircraft pitch angle, consistent with pitch angles, and largely at least an aircraft angle 116 in the entirety of this disclosure. Rate setpoint 132 may include a measurement in a plurality of measurement systems including quaternions or any other measurement system as described herein.

With continued reference to FIG. 1, flight controller 124 includes inner loop controller 136. Inner loop controller 136 may be implemented in any manner suitable for implementation of outer loop controller. The inner loop of the flight controller may be composed of a lead-lag filter for roll rate, pitch rate, and yaw rate, and an integrator that acts only on yaw rate. Integrators may be avoided on the roll and pitch rate because they introduce additional phase lag that, coupled with the phase lag inherent to slow lift fans or another type of one or more propulsors, limits performance. Furthermore, it may not be necessary to have good steady state error in roll and pitch rate, which an integrator helps achieve in yaw rate. A final component of the inner loop may include gain scheduling on lift lever input. As previously discussed, the only controller change between low speed flight and fully wing-borne flight may be this gain scheduling. The plot below shows the input to output gain of this function for varying lift lever inputs. At anything above the assisted lift input corresponding to zero airspeed flight, the full requested moment from the inner loop may be sent to the mixer. At assisted lift levels lower than this, the requested moment from the inner loop may be multiplied by a gain that linearly decays to zero as shown in the plot below. The exact shape of this gain reduction may be open to change slightly. Experimentation in simulation has shown that anything between a square root function up to the IGE average torque setting and the linear map shown above works acceptably. Because the moment that can be generated by the control surfaces in pitch may be such a strong function of angle of attack, the relatively small difference in hover moment achieved between the linear and square root maps may be washed out by the angle of attack variation in a transition. At low lift lever input, the plane would have to have significant unpowered lift (and therefore airspeed) to not lose altitude. In this case, the control surface effectivity will be significant, and full

18 Attorney Docket No. 1024-088PCT1 moment production from the lift motors will not be necessary. When the lift lever may be all the way down, the lift motors may stop rotation and stow into a low drag orientation. Then, the only control authority comes from the aerodynamic control surfaces, and the plane controlled exclusively via manual pilot inputs. On transition out from vertical to cruise flight, the coordination and scheduling of control may be intuitive and straightforward. In a non-limiting example, during the transition in, or decelerating from an aborted takeoff, it may be important that the pilot not decrease assisted lift below a 15% average torque threshold in order to maintain aircraft control and not develop an unrecoverable sink rate when operating in certain airspeed regimes such as the transition regime. A mechanical detent may be installed in the lift lever, throttle, or any control input, to provide proprioceptive feedback when crossing this threshold which should occur operationally only during the terminal phases of a vertical landing.

With continued reference to FIG. 1, inner loop controller 136 is configured to receive at least an aircraft angle rate 120. Inner loop controller 136 is configured to receive the rate setpoint 132 from the outer loop controller 128. Inner loop controller 136 is configured to generate a moment datum 140 as a function of the rate setpoint 132. Moment datum 140 may include any information describing the moment of an aircraft. Moment datum 140 includes information regarding pilot’s desire to apply a certain moment or collection of moments on one or more portions of an electric aircraft, including the entirety of the aircraft.

With continued reference to FIG. 1, inner loop controller 136 may include a lead-lag- filter. Inner loop controller 136 may include an integrator. The attitude controller gains are scheduled such that full gain authority may be only achieved when the assisted lift lever may be greater than 50% torque, which corresponds to a nominal torque required to support the aircraft without fully developed lift from the wing. At average torque levels lower than said nominal levitation torque, the output of the inner loop (desired moment vector to apply to the vehicle) may be directly scaled down. This decrease in moment generated at the lift rotors may be designed to be directly complementary to the increase in aerodynamic control surface effectivity as the dynamic pressure builds on the flying wing and the flying surfaces. As a result, the total moment applied to the vehicle for a given pilot input may be kept near constant.

With continued reference to FIG. 1, flight control system 100 includes mixer 144. Mixer 144 may identify how much moment was generated by aerodynamic forces acting on one or

19 Attorney Docket No. 1024-088PCT1 more flight components and propulsors and may feed this back to inner loop controller 136 and outer loop controller 128 to prevent integral windup. A dynamic inverse of the lift rotor system may be applied to the motor torque command 148 to compensate for the rotor inertia, which will be discussed at greater length hereinbelow. The input datum 108, which represents one or more desires of a pilot or user that may include pusher torques, may be directly passed through the controller; full rotation of the pusher throttle yields full torque at the pusher. As discussed previously, the control surface deflections are driven directly from the pilot roll, pitch, and yaw inputs, which may also be included in input datum 108. Mixer 144 may map desired vehicle level control torques (as produced by the inner loop controller 136) to appropriate actuator outputs via knowledge of the vehicle layout and properties. In the case that motor saturation prevents the achievement of the desired vehicle level control torques, the mixer will deprioritize the yaw moment, then assisted lift, then roll moment, and finally pitch moment.

With continued reference to FIG. 1, mixer 144 may include a logic circuit. Mixer 144 may be implemented using an electrical logic circuit. “Logic circuits”, for the purposes of this disclosure, refer to an arrangement of electronic components such as diodes or transistors acting as electronic switches configured to act on one or more binary inputs that produce a single binary output. Logic circuits may include devices such as multiplexers, registers, arithmetic logic units (ALUs), computer memory, and microprocessors, among others. In modem practice, metal- oxi de- semi conductor field-effect transistors (MOSFETs) may be implemented as logic circuit components. Mixer 144 may be implemented using a processor. Mixer 144 is configured to receive the moment datum 140 for at least a propulsor from inner loop controller 136. Mixer 144 solves at least an optimization problem. At least an optimization problem may include solving the pitch moment function that may be a nonlinear program.

With continued reference to FIG. 1, a “mixer”, for the purposes of this disclosure, may be a component that takes in at least an incoming signal, such as moment datum 140 including plurality of attitude commands and allocates one or more outgoing signals, such as modified attitude commands and output torque command, or the like, to at least a propulsor, flight component, or one or more computing devices connected thereto. One of ordinary skill in the art, after reading the entirety of this disclosure, would be aware that a mixer, as used herein, may additionally or alternatively be described as performing “control allocation” or “torque

20 Attorney Docket No. 1024-088PCT1 allocation”. For example, mixer may take in commands to alter aircraft trajectory that requires a change in pitch and yaw. Mixer may allocate torque to at least one propulsor (or more) that do not independently alter pitch and yaw in combination to accomplish the command to change pitch and yaw. More than one propulsor may be required to adjust torques to accomplish the command to change pitch and yaw, mixer would take in the command and allocate those torques to the appropriate propulsors consistent with the entirety of this disclosure. One of ordinary skill in the art, after reading the entirety of this disclosure, will appreciate the limitless combination of propulsors, flight components, control surfaces, or combinations thereof that could be used in tandem to generate some amount of authority in pitch, roll, yaw, and lift of an electric aircraft consistent with this disclosure. Mixer may be a nonlinear program-based mixer that create new frequencies from two signals applied to it. In most applications, two signals are applied to mixer, and it produces new signals at the sum and difference of the original frequencies. Other frequency component may also be produced in a practical frequency mixer. One of ordinary skill in the art would understand that, in general, mixers are widely used to shift signals from one frequency range to another, a process known as heterodyning. Another form of mixer operates by switching, with the smaller input signal being passed inverted or noninverted according to the phase of the local oscillator (LO). This would be typical of the normal operating mode of a packaged double balanced mixer, with the local oscillator drive considerably higher than the signal amplitude. Mixer may be consistent with any mixer described herein. Mixer may be implemented using an electrical logic circuit. “Logic circuits”, for the purposes of this disclosure, refer to an arrangement of electronic components such as diodes or transistors acting as electronic switches configured to act on one or more binary inputs that produce a single binary output. Logic circuits may include devices such as multiplexers, registers, arithmetic logic units (ALUs), computer memory, and microprocessors, among others. In modem practice, metal- oxi de- semi conductor field-effect transistors (MOSFETs) may be implemented as logic circuit components. Mixer may be implemented using a processor. Mixer is configured to receive the initial vehicle torque signal for at least a propulsor from flight controller. Mixer solves at least an optimization problem. At least an optimization problem may include solving the pitch moment function that may be a nonlinear program.

21 Attorney Docket No. 1024-088PCT1 With continued reference to FIG. 1, mixer may be configured to solve at least an optimization problem, which may be an objective function. An “objective function,” as used in this disclosure, is a mathematical function with a solution set including a plurality of data elements to be compared. Mixer may compute a score, metric, ranking, or the like, associated with each performance prognoses and candidate transfer apparatus and select objectives to minimize and/or maximize the score/rank, depending on whether an optimal result may be represented, respectively, by a minimal and/or maximal score; an objective function may be used by mixer to score each possible pairing. At least an optimization problem may be based on one or more objectives, as described below. Mixer may pair a candidate transfer apparatus, with a given combination of performance prognoses, that optimizes the objective function. In various embodiments solving at least an optimization problem may be based on a combination of one or more factors. Each factor may be assigned a score based on predetermined variables. In some embodiments, the assigned scores may be weighted or unweighted. Solving at least an optimization problem may include performing a greedy algorithm process, where optimization may be performed by minimizing and/or maximizing an output of objective function. A “greedy algorithm” is defined as an algorithm that selects locally optimal choices, which may or may not generate a globally optimal solution. For instance, mixer may select objectives so that scores associated therewith are the best score for each goal. For instance, in non-limiting illustrative example, optimization may determine the pitch moment associated with an output of at least a propulsor based on an input.

Still referring to FIG. 1, at least an optimization problem may be formulated as a linear objective function, which mixer may optimize using a linear program such as without limitation a mixed-integer program. A “linear program,” as used in this disclosure, is a program that optimizes a linear objective function, given at least a constraint; a linear program maybe referred to without limitation as a “linear optimization” process and/or algorithm. For instance, in nonlimiting illustrative examples, a given constraint might be torque limit, and a linear program may use a linear objective function to calculate maximum output based on the limit. In various embodiments, mixer may determine a set of instructions towards achieving a user’s goal that maximizes a total score subject to a constraint that there are other competing objectives. A mathematical solver may be implemented to solve for the set of instructions that maximizes

22 Attorney Docket No. 1024-088PCT1 scores; mathematical solver may be implemented on mixer and/or another device in flight control system 100, and/or may be implemented on third-party solver. At least an optimization problem may be formulated as nonlinear least squares optimization process. A “nonlinear least squares optimization process,” for the purposes of this disclosure, is a form of least squares analysis used to fit a set of m observations with a model that is non-linear in n unknown parameters, where m is greater than or equal to n. The basis of the method is to approximate the model by a linear one and to refine the parameters by successive iterations. A nonlinear least squares optimization process may output a fit of signals to at least a propulsor. Solving at least an optimization problem may include minimizing a loss function, where a “loss function” is an expression an output of which a ranking process minimizes to generate an optimal result. As a non-limiting example, mixer may assign variables relating to a set of parameters, which may correspond to score components as described above, calculate an output of mathematical expression using the variables, and select an objective that produces an output having the lowest size, according to a given definition of “size,” of the set of outputs representing each of plurality of candidate ingredient combinations; size may, for instance, included absolute value, numerical size, or the like. Selection of different loss functions may result in identification of different potential pairings as generating minimal outputs.

With continued reference to FIG. 1, mixer may include an inertia compensator. An inertia compensator as described herein may be implemented in any one or more separate subsystems separate from any mixer as described herein and operate similarly to any inertia compensator implemented in a mixer. An inertia compensator may include one or more computing devices, an electrical component, circuitry, one or more logic circuits or processors, or the like, which may configured to compensate for inertia in one or more propulsors present in system. Mixer may be configured, in general, to output signals and command propulsors to produce a certain amount of torque; however, real-world propulsors contain mass, and therefore have inertia. “Inertia”, for the purposes of this disclosure, is a property of matter by which it continues in its existing state of rest or uniform motion in a straight line, unless that state may be changed by an external force. Specifically, in this case, a massive object requires more force or torque to start motion than may be required to continue producing torque. In a control system, mixer must therefore modulate the would-be signal to account for inertia of the physical system being commanded. The inertia

23 Attorney Docket No. 1024-088PCT1 compensator may make appropriate calculations based on modified attitude command, output torque command, and other considerations like environmental conditions, available power, vehicle torque limits, among others. Inertia compensator may adjust vehicle torque limits for certain periods of time wherein, for example, output torque command may be allowed to overspeed a propulsor to start the propulsor’s rotating physical components and then quickly step down the torque as required to maintain the commanded torque. The inertia compensator which may include a lead filter.

Mixer 144 is configured to generate motor torque command 148 as a function of the torque allocation. Motor torque command 148 may include at least a torque vector. Motor torque command 148 may be represented in any suitable form, which may include, without limitation, vectors, matrices, coefficients, scores, ranks, or other numerical comparators, and the like. A “vector” as defined in this disclosure is a data structure that represents one or more quantitative values and/or measures of forces, torques, signals, commands, or any other data structure as described in the entirety of this disclosure. A vector may be represented as an n-tuple of values, where n is at least two values, as described in further detail below; a vector may alternatively or additionally be represented as an element of a vector space, defined as a set of mathematical objects that can be added together under an operation of addition following properties of associativity, commutativity, existence of an identity element, and existence of an inverse element for each vector, and can be multiplied by scalar values under an operation of scalar multiplication compatible with field multiplication, and that has an identity element is distributive with respect to vector addition, and may be distributive with respect to field addition. Each value of n-tuple of values may represent a measurement or other quantitative value associated with a given category of data, or attribute, examples of which are provided in further detail below; a vector may be represented, without limitation, in n-dimensional space using an axis per category of value represented in n-tuple of values, such that a vector has a geometric direction characterizing the relative quantities of attributes in the n-tuple as compared to each other. Two vectors may be considered equivalent where their directions, and/or the relative quantities of values within each vector as compared to each other, are the same; thus, as a nonlimiting example, a vector represented as [5, 10, 15] may be treated as equivalent, for purposes of this disclosure, as a vector represented as [1, 2, 3], Vectors may be more similar where their

24 Attorney Docket No. 1024-088PCT1 directions are more similar, and more different where their directions are more divergent; however, vector similarity may alternatively or additionally be determined using averages of similarities between like attributes, or any other measure of similarity suitable for any n-tuple of values, or aggregation of numerical similarity measures for the purposes of loss functions as described in further detail below. Any vectors as described herein may be scaled, such that each vector represents each attribute along an equivalent scale of values. Each vector may be “normalized,” or divided by a “length” attribute, such as a length attribute I as derived using a Pythagorean norm: I =

where a is attribute number z of the vector. Scaling and/or normalization may function to make vector comparison independent of absolute quantities of attributes, while preserving any dependency on similarity of attributes. One of ordinary skill in the art would appreciate a vector to be a mathematical value consisting of a direction and magnitude.

With continued reference to FIG. 1, “torque”, for the purposes of this disclosure, refers to a twisting force that tends to cause rotation. Torque is the rotational equivalent of linear force. In three dimensions, the torque may be a pseudovector; for point particles, it may be given by the cross product of the position vector (distance vector) and the force vector. The magnitude of torque of a rigid body depends on three quantities: the force applied, the lever arm vector connecting the point about which the torque may be being measured to the point of force application, and the angle between the force and lever arm vectors. A force applied perpendicularly to a lever multiplied by its distance from the lever's fulcrum (the length of the lever arm) may be its torque. A force of three newtons applied two meters from the fulcrum, for example, exerts the same torque as a force of one newton applied six meters from the fulcrum. The direction of the torque can be determined by using the right-hand grip rule: if the fingers of the right hand are curled from the direction of the lever arm to the direction of the force, then the thumb points in the direction of the torque. One of ordinary skill in the art would appreciate that torque may be represented as a vector, consistent with this disclosure, and therefore includes a magnitude of force and a direction. “Torque” and “moment” are equivalents for the purposes of this disclosure. Any torque command or signal herein may include at least the steady state torque to achieve the initial vehicle torque signal 108 output to at least a propulsor.

25 Attorney Docket No. 1024-088PCT1 With continued reference to FIG. 1, as previously disclosed, solving at least an optimization problem may include solving sequential problems relating to vehicle-level inputs to at least a propulsor, namely pitch, roll, yaw, and collective force. Mixer 144 may solve at least an optimization problem in a specific order. An exemplary sequence is presented here in FIG. 1. According to exemplary embodiments, mixer 144 may solve at least an optimization problem wherein at least an optimization problem includes a pitch moment function. Solving may be performed using a nonlinear program and/or a linear program. Mixer may solve at least an optimization problem wherein solving at least an optimization program may include solving a roll moment function utilizing a nonlinear program to yield the desired amount of roll moment as a function of the desired amount of pitch moment. Mixer 144 may solve at least an optimization problem wherein solving at least an optimization program may include solving a collective force function utilizing a nonlinear program to yield the desired amount of collective force as a function of the desired amount of pitch moment and the desired amount of roll moment. Mixer 144 may solve at least an optimization problem wherein solving at least an optimization program may include solving a yaw moment function utilizing a nonlinear program to yield the desired amount of yaw moment, as a function of the desired amount of pitch moment, the desired amount of roll moment, and the desired amount of collective force. One of ordinary skill in the art, after reading the entirety of this disclosure, will appreciate that any force program may be implemented as a linear or non-linear program, as any linear program may be expressed as a nonlinear program.

With continued reference to FIG. 1, mixer 144 may include one or more computing devices as described herein. Mixer 144 may be a separate component or grouping of components from those described herein. Mixer 144 is configured to generate motor torque command 148 as a function of the torque allocation. Mixer 144 may be configured to allocate a portion of total possible torque amongst one or more propulsors based on relative priority of a plurality attitude control commands and desired aircraft maneuver. In a non-limiting illustrative example, torque allocation between two attitude control components (e.g., pitch and roll or roll and yaw) may be based on the relative priorities of those two attitude control components. Priority refers to how important to the safety of the aircraft and any users while performing the attitude control component may be relative to the other attitude control commands. Priority may also refer to the

26 Attorney Docket No. 1024-088PCT1 relative importance of each attitude control component to accomplish one or more desired aircraft maneuvers. For example, pitch attitude control component may be the highest priority, followed by roll, lift, and yaw attitude control components. In another example, the relative priority of the attitude components may be specific to an environment, aircraft maneuver, mission type, aircraft configuration, or other factors, to name a few. Torque allocator may set the highest priority attitude control component torque allocation as close as possible given the torque limits as described in this disclosure to the original command for the higher-priority attitude control component, in the illustrative example, pitch, then project to the value possible for the lower priority attitude control component, in this case, lift. The higher priority attitude control component in the first torque allocation may be the attitude control component with the highest overall priority. This process may be then repeated with lower priority attitude control component from the above comparison and the next highest down the priority list. In a nonlimiting illustrative example, the next two-dimensional torque allocation problem solved would include lift and roll attitude control commands. In embodiments, the lower priority attitude command component has already been set form the previous two-dimensional torque allocation, so this may be projecting the closest possible value for the third-level attitude command (roll in this example). This process would repeat again for the third and fourth attitude components, in this non-limiting example, roll and yaw attitude control components. Since roll may be prioritized over yaw, the roll attitude control command would be preserved, and yaw would be sacrificed as a function of the vehicle torque limits as described herein. After the sequence of two-dimensional attitude control component torque allocation are completed and four prioritized attitude component commands are set, one or more components may send out commands to flight control surfaces/propulsors to generate the set torque values allocated in the foregoing process. As a non-limiting example of one step in the torque allocation process, pitch axis may represent the command or plurality of attitude commands inputted to mixer 144 as described herein, such as moment datum 140. Pitch axis may be conditioned or altered to be inputted to mixer 144. For example, and without limitation, initial vehicle torque signal may include pitch and lift commands within plurality of attitude commands. Mixer 144 may also receive at least a moment datum 140, which may be represented without limitation by a box plotted within the pitch and lift axes. A point where pitch command and lift command intersect may represent

27 Attorney Docket No. 1024-088PCT1 initial vehicle torque signal as projected onto exemplary graph of pitch and lift axes, which may be the same or similar to initial vehicle torque signal as disclosed in the entirety of this disclosure. Mixer 144 utilizes prioritization data as described in the entirety of this disclosure to solve this two-dimensional problem by preserving the higher priority command and sacrificing the lower priority command. This prioritization preservation process may be illustrated, as a nonlimiting example by placement of a modified attitude command, wherein the pitch command was preserved (horizontally translated and therefore unchanged from the initial command), while the lift command was lessened to bring the modified attitude command within vehicle torque limits (the box). The modified attitude command, as discussed in the entirety of this disclosure, may be further combined, modified, conditioned, or otherwise adjusted to produce output torque command to the plurality of propulsors. The remaining vehicle torque represents the remaining torque capability in one or more propulsors before, during, and after an aircraft maneuver. The remaining vehicle torque may include an individual propulsor’s remaining torque capability, one or more of pitch, roll, yaw, and lift, capabilities of one or more propulsors, the remaining vehicle-level torque or power for subsequent maneuvers. The remaining vehicle torque may be displayed to a pilot or user. The above-described may be a non-limiting example of one step in the torque allocation process. Torque allocation process may be similar or the same process as described above with the torque limits adjusted for inertia compensation. Mixer 144 may be disposed fully or partially within mixer any mixer as disclosed herein. Mixer 144 may include one or more computing devices as described herein. Mixer 144 also receives at least a vehicle torque limit represented by an imaginary box plotted within the pitch and lift axes, which may be the same as, or similar to at least a vehicle torque limit. Here instead of the box being made of straight linear sides, the inertia compensation as previously discussed creates curved limits, wherein certain plurality of attitude commands may be allowed whereas without inertia compensation they would be outside of the limits. Where the pitch command and lift command intersect may be the initial vehicle torque signal, which may be the same or similar to initial vehicle torque signal as disclosed in the entirety of this disclosure. Mixer 144 utilizes prioritization data as described in the entirety of this disclosure to solve this two-dimensional problem by preserving the higher priority command and sacrificing the lower priority command. This prioritization preservation process may be shown by the placement of modified attitude

28 Attorney Docket No. 1024-088PCT1 command, wherein the pitch command was preserved (horizontally translated and therefore unchanged from the initial command), while the lift command was lessened to bring the modified attitude command within vehicle torque limits (the box). Motor torque command 148 effectively commands the amount of torque to one or more propulsors to accomplish the closest vehicle level torque to initial vehicle torque signal as possible given certain limits, maneuvers, and aircraft conditions. Modified attitude command, as discussed in the entirety of this disclosure, may be further combined, modified, conditioned, or otherwise adjusted to produce output torque command to the plurality of propulsors. The remaining vehicle torque represents the remaining torque capability in one or more propulsors before, during, and after an aircraft maneuver. The remaining vehicle torque may include an individual propulsor’s remaining torque capability, one or more of pitch, roll, yaw, and lift, capabilities of one or more propulsors, the remaining vehicle-level torque or power for subsequent maneuvers. Remaining vehicle torque may be displayed to a pilot or user.

With continued reference to FIG. 1, motor torque command 148 may be transmitted to a plurality of flight components. Flight components and control surfaces may be commanded exclusively by the pilot or by one or more users, or one or more computing devices. Flight components may be consistent with any of the flight components and/or control surfaces as described herein. “Flight components”, for the purposes of this disclosure, includes components related to, and mechanically connected to an aircraft that manipulates a fluid medium in order to propel and maneuver the aircraft through the fluid medium. The operation of the aircraft through the fluid medium will be discussed at greater length hereinbelow. At least an input datum 104 may include information gathered by one or more sensors. In non-limiting embodiments, flight components may include propulsors, wings, rotors, propellers, pusher propellers, ailerons, elevators, stabilizers, stabilators, and the like, among others.

Referring now to FIG. 2, an exemplary embodiment of outer loop controller 200 is presented in block diagram form. Outer loop controller 200 may be consistent with any outer loop controller as described herein. Outer loop controller 200 may include attitude error 204. Attitude error 204 may include a measurement of the difference between the commanded at least an aircraft angle 116 and the actual angle of the aircraft in any of pitch, roll, yaw, or a combination thereof. The attitude error 204 may include a percentage, measurement in degrees,

29 Attorney Docket No. 1024-088PCT1 measurement in radians, or one or more representations of a difference in commanded aircraft angle as a function of input datum 104 and actual angle of aircraft in the aforementioned attitudes. Attitude error 204 may include measurements as detected by one or more sensors configured to measure aircraft angle like an IMU, gyroscope, motion sensor, optical sensor, a combination thereof, or another sensor of combination of sensors. Outer loop controller 200 may include clipped moment 208 as an input to controller. Clipped moment 208 may include one or more elements of data that have been selected from a larger sample size or range. Clipped moment 208 may have been selected for its lack of noise, improved efficiency, or accuracy of moment associated with any one or more elements of an electric aircraft consistent with the entirety of this disclosure. Gain may be a linear operation. Gain compression may be not linear and, as such, its effect may be one of distortion, due to the nonlinearity of the transfer characteristic which also causes a loss of 'slope' or 'differential' gain. So, the output may be less than expected using the small signal gain of the amplifier. In clipping, the signal may be abruptly limited to a certain amplitude and may be thereby distorted in keeping under that level. This creates extra harmonics that are not present in the original signal. "Soft" clipping or limiting means there isn't a sharp "knee point" in the transfer characteristic. A sine wave that has been softly clipped will become more like a square wave with more rounded edges, but will still have many extra harmonics. Outer loop controller 200 may include Kp operational amplifier 212. Kp op amp 212 may include one or more constants configured to scale any one or more signals in any control loop or otherwise computing devices for use in controlling aspects of an electric aircraft. Outer loop controller 200 may include integral decoy logic 216. Outer loop controller 200 may include integrator 220. Integrator 220 may include an operational amplifier configured to perform a mathematical operation of integration of a signal; output voltage may be proportional to input voltage integrated over time. An input current may be offset by a negative feedback current flowing in the capacitor, which may be generated by an increase in output voltage of the amplifier. The output voltage may be therefore dependent on the value of input current it has to offset and the inverse of the value of the feedback capacitor. The greater the capacitor value, the less output voltage has to be generated to produce a particular feedback current flow. The input impedance of the circuit may be almost zero because of the Miller effect. Hence all the stray capacitances (the cable capacitance, the amplifier input capacitance, etc.) are

30 Attorney Docket No. 1024-088PCT1 virtually grounded and they have no influence on the output signal. Operational amplifier as used in integrator may be used as part of a positive or negative feedback amplifier or as an adder or subtractor type circuit using just pure resistances in both the input and the feedback loop. As its name implies, the Op-amp Integrator is an operational amplifier circuit that causes the output to respond to changes in the input voltage over time as the op-amp produces an output voltage which may be proportional to the integral of the input voltage. In other words, the magnitude of the output signal may be determined by the length of time a voltage may be present at its input as the current through the feedback loop charges or discharges the capacitor as the required negative feedback occurs through the capacitor. Input voltage may be Vin and represent the input signal to controller such as one or more of input datum 104 and/or attitude error 204. Output voltage Vout may represent output voltage such as one or more outputs like rate setpoint 232. When a step voltage, Vin may be firstly applied to the input of an integrating amplifier, the uncharged capacitor C has very little resistance and acts a bit like a short circuit allowing maximum current to flow via the input resistor, Rin as potential difference exists between the two plates. No current flows into the amplifiers input and point X may be a virtual earth resulting in zero output. As the impedance of the capacitor at this point may be very low, the gain ratio of XC/RIN may be also very small giving an overall voltage gain of less than one, (voltage follower circuit). As the feedback capacitor, C begins to charge up due to the influence of the input voltage, its impedance Xc slowly increase in proportion to its rate of charge. The capacitor charges up at a rate determined by the RC time constant, (r) of the series RC network. Negative feedback forces the op-amp to produce an output voltage that maintains a virtual earth at the opamp’ s inverting input. Since the capacitor may be connected between the op-amp’s inverting input (which may be at virtual ground potential) and the op-amp’s output (which may be now negative), the potential voltage, Vc developed across the capacitor slowly increases causing the charging current to decrease as the impedance of the capacitor increases. This results in the ratio of Xc/'Rin increasing producing a linearly increasing ramp output voltage that continues to increase until the capacitor may be fully charged. At this point the capacitor acts as an open circuit, blocking any more flow of DC current. The ratio of feedback capacitor to input resistor (XC/RIN) may be now infinite resulting in infinite gain. The result of this high gain (similar to the op-amps open-loop gain), may be that the output of the amplifier goes into saturation as shown

31 Attorney Docket No. 1024-088PCT1 below. (Saturation occurs when the output voltage of the amplifier swings heavily to one voltage supply rail or the other with little or no control in between). The rate at which the output voltage increases (the rate of change) may be determined by the value of the resistor and the capacitor, “RC time constant^ By changing this RC time constant value, either by changing the value of the Capacitor, C or the Resistor, R, the time in which it takes the output voltage to reach saturation can also be changed for example. Outer loop controller 200 may include a double integrator, consistent with the description of an integrator with the entirety of this disclosure. Single or double integrators consistent with the entirety of this disclosure may include analog or digital circuit components. Outer loop controller 200 may include Ki operational amplifier 224. Ki op amp 224 may be a unique constant configured to scale any one or more signals or data as described herein with reference to kp op amp 212. Outer loop controller 200 may include large amplitude gain reduction 228. Large amplitude gain reduction 228 may be configured to reduce gain on large amplitude input signals consistent with the above description. Compression of gain may be caused by non-linear characteristics of the device when run at large amplitudes. With any signal, as the input level may be increased beyond the linear range of the amplifier, gain compression will occur. A transistor's operating point may move with temperature, so higher power output may lead to compression due to collector dissipation. But it may be not a change in gain; it may be non-linear distortion. The output level stays relatively the same as the input level goes higher. Once the non-linear portion of the transfer characteristic of any amplifier may be reached, any increase in input will not be matched by a proportional increase in output. Thus, there may be compression of gain. Also, at this time because the transfer function may be no longer linear, harmonic distortion will result. In intentional compression (sometimes called automatic gain control or audio level compression as used in devices called 'dynamic range compressors', the overall gain of the circuit may be actively changed in response to the level of the input over time, so the transfer function remains linear over a short period of time. A sine wave into such a system will still look like a sine wave at the output, but the overall gain may be varied, depending on the level of that sine wave. Above a certain input level, the output sine wave will always be the same amplitude. The output level of Intentional compression varies over time, in order to minimize non-linear behavior. With gain compression, the opposite may be true,

32 Attorney Docket No. 1024-088PCT1 its output may be constant. In this respect intentional compression serves less of an artistic purpose.

Referring now to FIG. 3, an exemplary embodiment of inner loop controller 300 is presented in block diagram form. Inner loop controller 300 may include clipped moment 308 as an input to controller. Gain may be a linear operation. Gain compression may be not linear and, as such, its effect may be one of distortion, due to the nonlinearity of the transfer characteristic which also causes a loss of 'slope' or 'differential' gain. So, the output may be less than expected using the small signal gain of the amplifier. In clipping, the signal may be abruptly limited to a certain amplitude and may be thereby distorted in keeping under that level. This creates extra harmonics that are not present in the original signal. "Soft" clipping or limiting means there isn't a sharp "knee point" in the transfer characteristic. A sine wave that has been softly clipped will become more like a square wave with more rounded edges but will still have many extra harmonics. Inner loop controller 300 may include Kp operational amplifier 312. Inner loop controller 300 may include integral decoy logic 316. Inner loop controller 300 may include integrator 320. Integrator 320 may include an operational amplifier configured to perform a mathematical operation of integration of a signal; output voltage may be proportional to input voltage integrated over time. An input current may be offset by a negative feedback current flowing in the capacitor, which may be generated by an increase in output voltage of the amplifier. The output voltage may be therefore dependent on the value of input current it has to offset and the inverse of the value of the feedback capacitor. The greater the capacitor value, the less output voltage has to be generated to produce a particular feedback current flow. The input impedance of the circuit almost zero because of the Miller effect. Hence all the stray capacitances (the cable capacitance, the amplifier input capacitance, etc.) are virtually grounded and they have no influence on the output signal. Operational amplifier as used in integrator may be used as part of a positive or negative feedback amplifier or as an adder or subtractor type circuit using just pure resistances in both the input and the feedback loop. As its name implies, the Op-amp Integrator is an operational amplifier circuit that causes the output to respond to changes in the input voltage over time as the op-amp produces an output voltage which may be proportional to the integral of the input voltage. In other words, the magnitude of the output signal may be determined by the length of time a voltage may be present at its input as the

33 Attorney Docket No. 1024-088PCT1 current through the feedback loop charges or discharges the capacitor as the required negative feedback occurs through the capacitor. Input voltage may be Vin and represent the input signal to controller such as one or more of input datum 104 and/or attitude error 304. Output voltage Vout may represent output voltage such as one or more outputs like rate setpoint 332. When a step voltage, Vin may be firstly applied to the input of an integrating amplifier, the uncharged capacitor C has very little resistance and acts a bit like a short circuit allowing maximum current to flow via the input resistor, Rin as potential difference exists between the two plates. No current flows into the amplifiers input and point X may be a virtual earth resulting in zero output. As the impedance of the capacitor at this point may be very low, the gain ratio of XC/RJM may be also very small giving an overall voltage gain of less than one, (voltage follower circuit). As the feedback capacitor, C begins to charge up due to the influence of the input voltage, its impedance Xc slowly increase in proportion to its rate of charge. The capacitor charges up at a rate determined by the RC time constant, (r) of the series RC network. Negative feedback forces the op-amp to produce an output voltage that maintains a virtual earth at the op-amp’s inverting input. Since the capacitor may be connected between the op-amp’s inverting input (which may be at virtual ground potential) and the op-amp’s output (which may be now negative), the potential voltage, Vc developed across the capacitor slowly increases causing the charging current to decrease as the impedance of the capacitor increases. This results in the ratio of Xc/Rm increasing producing a linearly increasing ramp output voltage that continues to increase until the capacitor may be fully charged. At this point the capacitor acts as an open circuit, blocking any more flow of DC current. The ratio of feedback capacitor to input resistor (XcZRix) may be now infinite resulting in infinite gain. The result of this high gain, similar to the op-amps open-loop gain, may be that the output of the amplifier goes into saturation as shown below. (Saturation occurs when the output voltage of the amplifier swings heavily to one voltage supply rail or the other with little or no control in between). The rate at which the output voltage increases (the rate of change) may be determined by the value of the resistor and the capacitor, “RC time constants By changing this RC time constant value, either by changing the value of the Capacitor, C or the Resistor, R, the time in which it takes the output voltage to reach saturation can also be changed for example. Inner loop controller 300 may include a double integrator, consistent with the description of an integrator with the entirety of this disclosure.

34 Attorney Docket No. 1024-088PCT1 Single or double integrators consistent with the entirety of this disclosure may include analog or digital circuit components. Inner loop controller 300 may include Ki operational amplifier 324. Inner loop controller 300 may include lead-lag filters 328 consistent with the description of lead- lag filters herein below. Inner loop controller 300 may include lift lever input 332 as described herein below. Inner loop controller 300 may include Schedule on lift lever 236 as described herein below.

Inner loop controller 300 may include pitch rate damping. Adding pitch rate damping with the elevators may be the least intrusive form of augmentation that has been suggested. In this scheme, the elevator input may be a sum of the pilot input (as in fully manual flight) and a component that arrests pitch rate as measured by the IMU’s such as IMU 112. The scheduling on the lift lever may be such that in forward flight (with 0 assisted lift), the full damping may be active. As the lift lever rises above some value (set to 0.1), the damping rolls off so that very low airspeed behavior may be handled entirely by the attitude controller. The higher this value may be set, the more active the elevator damping will be at low-speed flight (i.e., flight with substantial assisted lift). The saturation on the damping term ensures that the pilot has some amount of control authority regardless of what the augmentation attempts to do. With this design, as with the baseline design, there may be no blending between modes required during acceleration from lift assisted flight to fully wing-borne flight. Additionally, there may be no control discontinuity as the lift fans turn off and stow.

With continued reference to FIG. 3, an alternative augmentation strategy may be to close a pitch rate loop with the control surfaces. If one chooses to use this, note that in order to avoid blending between control modes while accelerating from low-speed flight to wing-borne flight, the control system commanding the lift rotors must also be RCRH (as opposed to the nominal ACAH). An RCRH low airspeed controller potentially increases pilot workload substantially. Also note that the gains appropriate for this controller change substantially across an electric aircraft’s range of cruise airspeeds (as elevator effectivity changes with dynamic pressure). Since the lift lever will be all the way down during cruise, lift lever can no longer use this signal as a proxy for airspeed. Since using airspeed as an input would introduce an additional low reliability system, the system would be forced to select constant gains that produce a stable system at all reasonable airspeeds. The resulting system would have poor performance at low airspeeds. It

35 Attorney Docket No. 1024-088PCT1 may be possible to approximate airspeed in cruise from knowledge of the pusher performance and the operating speed and torque. Such an estimate of airspeed would likely be sufficient to enable the scheduling of gains on airspeed, which would result in less conservative design, and higher performance. For the purposes of controlling a vehicle, the flight control system 100 are interested in the aerodynamic forces that the lift rotors can provide. However, since the aerodynamic forces and torques that the rotors generate are a function of speed, and the lift rotors have substantial inertia, simply passing the corresponding steady state torque commands to the motor will result in a slow thrust response. If this substantial phase lag may be not compensated for, performance will be severely limited. Because the flight control system 100 have a good understanding of the physics involved, the flight control system 100 can apply a dynamic inverse of the rotor model to the steady state torque signals in order to obtain better speed tracking, and therefore better thrust tracking. Intuitively, this dynamic inverse adds a “kick” forward when the incoming signal increases sharply and adds a “kick” backwards when the incoming signal decreases sharply. This may be very much the same as how the flight control system lOOaccel erate a car to highway speed. Once the car may be at speed, one likely only needs one quarter throttle to maintain speed, which suggests that holding one quarter throttle for a sufficiently long time starting from a low speed would eventually accelerate the car to the desired speed. Of course, if one uses full throttle to get up to speed, and then returns to quarter throttle to hold speed, a faster response can be achieved. This may be the core idea of what the dynamic inverse does. To apply a dynamic inverse, the flight control system 100 first generate a model based on Euler’s equation in 1 dimension. Here, I may be the fan inertia about the axis of rotation, \omega may be the angular velocity of the motor, \tau_{motor} may be the shaft torque generated by the motor, and \tau_{aero} may be the aerodynamic shaft torque. Because the aerodynamic term may be nonlinear in the speed state, the flight control system lOOwill omit this from the dynamic inversion for simplicity and handle it separately. Eventually, the torque command that the flight control system 100 send to the motor will be a sum of a softened dynamic inverse of the motor inertia, and an approximation of the aerodynamic torque as below. First, the flight control system 100 will determine the value of the inertia dynamic inverse term. When the flight control system 100 inverts the inertia-only model (i.e. obtain the output — input response rather than the input — output response), the flight control system 100 will end up with

36 Attorney Docket No. 1024-088PCT1 a pure derivative, which has an infinite high frequency response, and may be thus not desirable. However, if the flight control system 100 passed a desired speed through this transfer function (given below), the resulting torque output would perfectly reproduce the desired speed. To make this work on a real system with torque limits, the flight control system 100 will add a first order low pass filter in series with the dynamic inverse si. If the motors had unlimited torque capability, the resulting dynamics from input to motor speed would be just the low pass dynamics. Note that a motor speed command may be present in this expression. However, the flight control system 100 would like to avoid closing a speed loop on the lift motors. The decision to not close a speed loop was made on the belief that the thrust-torque relationship was more constant than the thrust-speed relationship for edgewise flight. This may be not the case; both relationships vary similarly with edgewise airspeed according to DUST simulations. This decision may be re-evaluated in the future. However, because speed may be the only state of the system, the flight control system 100 may be forced to generate some speed as input to this filter. Note that this speed does not have to be particularly accurate - there are no loops being closed on it, and this dynamic inverse decays to 0 quickly after the input signal stops changing. An appropriate means to generate this pseudo-reference speed may be to use the well-known approximation for the static speed-torque relationship for a fan: Using this relationship, the flight control system 100 can compute the approximate steady state speed that corresponds to a given torque input. Then, this speed signal may be passed through the dynamic inverse of the inertia only system. If this was the only torque that was applied to the lift motors in a vacuum (i.e., no aero drag), the lift rotors would track speeds reasonably well. Of course, this may be not the case, and the flight control system 100 must still account for the aerodynamic torque. If the flight control system 100 could always apply the exact aerodynamic torque experienced by the fan (but in the opposite sense) with the motor, any additional input would “see” only the inertia of the fan and motor. If this additional input may be the inertia-only dynamic inverse, then the flight control system 100 would obtain the desired first order low pass response in speed. Consider the following non-limiting example of bootstrapping. If the flight control system 100 assumes that the flight control system 100 has a good approximation of aerodynamic torque and motor saturation does not engage, then the motor speed response (and therefore the aero torque, approximately) will be a first order low pass filter, with time constant \tau_{ff}. This tells us that

37 Attorney Docket No. 1024-088PCT1 the flight control system 100 can approximate the aerodynamic torque by passing the steady state torque command through a similar first order transfer function. The combination of this filtered steady state torque and dynamic inversion of the approximated corresponding speed may be shown below. To implement this in discrete time, the transfer functions are discretized using the Tustin, or Bilinear transform. Setting \tau_{ff} and \tau_{fwd} involves simulation of the system subject to different size and direction of input changes about different operating points. These time constants are tweaked to make the fans spin up as quickly as possible over a range of inputs. Intuitively, an excessively large time constant results in a slow response. However, a very short time constant also results in a slow response. With a very short time constant, the amplitude of the initial kick from the dynamic inverse may be very large, but also very short in duration. As a result of motor saturation, the total achieved energy increase from the kick may be low. An intermediate value of time constant (set to approximately 0.13) provides a faster response than either extreme. Due to the nature of the dynamic inverse, this system amplifies noise in the steady state torque command. To avoid this becoming a nuisance while the aircraft may be grounded, the dynamic inverse term may be scheduled on the position of the lift lever in the same way as the inner loop gains, but with a lower threshold. That may be, for 0 lift lever input, there may be 0 dynamic inversion contribution. This contribution ramps up linearly to full at 5% lift lever input. This inertia compensation (or something functionally similar), which may be essentially a lead-lag filter, but with physically derived pole and zero locations, may be essential to the high-performance operation of any vehicle with slow control actuators. Without this, the phase lag introduced by the actuators makes it impossible to achieve bandwidth sufficient for satisfactory handling qualities. For well-flown transitions, the lift lever position may be a good proxy for airspeed, which directly determines the effectiveness of the conventional control surfaces. This follows from the fact that at a fixed angle of attack, dynamic pressure on the wing and unpowered lift are linearly related. Therefore, in order to maintain altitude (which a pilot would tend to do), one would need to lower the lift lever as airspeed increases. In the case that a pilot were to rapidly pull up on the lift lever not in accordance with a decrease in airspeed, a pilot’s control inputs would produce more than nominal control moment on the vehicle due to lift fan gains not being scheduled down and high dynamic pressure. In simulation, this scenario has been shown to be non-catastrophic, although it will likely be somewhat violent as the vehicle

38 Attorney Docket No. 1024-088PCT1 accelerates upwards rapidly and experiences some attitude transients. It may be easy to understand that each motor can only output a torque between some lower limit and some upper limit. If the flight control system 100 draw the area that corresponds to these available motor commands for the 2-fan system, the flight control system 100 find that a “box” may be formed. If the flight control system 100 assume a linear torque-thrust relationship, then so long as the motors do not rotate on the body, the map from this acceptable box in the motor torque space to the acceptable box in the space where the axes are vehicle level upward thrust and torque may be linear. Therefore, the shape can only be scaled, flipped, and rotated, but straight edges remain straight, and the number of vertices cannot change. With this transformation done, the flight control system 100 can now readily determine if a particular commanded force and torque combination may be possible to achieve. Suppose that the flight control system 100 chooses to prioritize vehicle level torque over force. In the case that the force and torque combination may be inside the box, no saturation occurs - the mixer may be able to achieve the request, and no prioritization may be needed. Suppose instead that some points with the desired torque are within the box, but none of these points have the desired force. Algorithmically, the flight control system 100 first get the achieved torque to match the desired torque as closely as possible. Then, that value may be locked down, and then subject to that constraint, the flight control system 100 matches the desired thrust as closely as possible. In this case, the desired torque is achieved, but the desired thrust is not. Mathematically, this is two sequentially solved linear programs (linear objective, linear constraints). Because the flight control system 100 knew the map from motor torques to vehicle torques, and because that map is invertible, the flight control system 100 can now apply the inverse of this map to get a motor torque command 148 from the point the flight control system 100 identified in the vehicle torque space. Since the point is inside the box in the vehicle torque space, it is guaranteed to also be inside the box in the motor torque vector space, and thus guarantees that the resulting torque commands will be within the limits of the motors. Note that the flight control system 100 have not only resolved the motor saturation, the flight control system 100 also know how much force and torque the flight control system 100 are trying to produce (i.e. the flight control system 100 haven’t blindly done some clipping/rescaling of the motor signals). While this example uses only two dimensions, the principle may be the same in higher dimensions. The solution method used may be slightly different than what may be

39 Attorney Docket No. 1024-088PCT1 shown here, but the concept may be the same. Finally, it is important to note that throughout this process, the flight control system 100 has assumed that torque corresponds to thrust. This may be only true in the case of steady state operation. Because the lift fans or one or other propulsors take a substantial amount of time to spin up, this assumption may be not necessarily accurate. As a result, the mixer’s estimate of achieved moment may be not accurate for rapidly changing inputs without inertia compensation, the flight control system 100 can use a behavioral model of the lift fans or speed feedback to better approximate the true moment acting on the aircraft due to powered lift.

Referring now to FIG. 4, a method for flight control configured for use in electric aircraft includes, at 405, capturing, at an at least a sensor 104, an input datum 108 from a pilot. At least a sensor may be consistent with any sensor as described herein. The input datum may be consistent with any input datum as described herein. At least a sensor 104 may be mechanically and communicatively connected to a throttle. The throttle may be consistent with any throttle as described herein. At least a sensor 104 may be mechanically and communicatively connected to an inceptor stick. The inceptor stick may be consistent with any inceptor stick as described herein. At least a sensor may be mechanically and communicatively connected to at least a foot pedal. The foot pedal may be consistent with any foot pedal as described herein.

Still referring to FIG. 4, at 410, includes detecting, at the inertial measurement unit 112, at least an aircraft angle 116. The inertial measurement unit 112 may be consistent with any inertial measurement unit as described herein. At least an aircraft angle 116 may be consistent with any aircraft angle as described herein.

Still referring to FIG. 4, at 415, includes detecting, at the inertial measurement unit 412, at least an aircraft angle rate 420. At least an aircraft angle rate 420 may be consistent with any aircraft angle rate as described herein.

Still referring to FIG. 4, at 420, includes receiving, at the outer loop controller 128, at least an input datum 108 from at least a sensor 104. The outer loop controller 128 may be consistent with any outer loop controller as described herein. The input datum 108 may be consistent with any input datum as described herein. At least a sensor 104 may be consistent with any sensor as described herein. The flight controller may be implemented using a processor. The

40 Attorney Docket No. 1024-088PCT1 flight controller 124 may be consistent with any flight controller as described herein. The processor may be consistent with any processor as described herein.

Still referring to FIG. 4, at 425, includes receiving, at the outer loop controller 128, at least an aircraft angle 116 from the inertial measurement unit 112. The outer loop controller may be consistent with any outer loop controller as described herein. At least an aircraft angle 116 may be consistent with any aircraft angle as described herein.

Still referring to FIG. 4, at 430, includes generating, at the outer loop controller 128, a rate setpoint 132 as a function of at least an input datum 108. The outer loop controller may be any outer loop controller as described herein. The rate setpoint may be any rate setpoint as described herein. The input datum may be consistent with any input data as described herein.

Still referring to FIG. 4, at 435, includes receiving, at the inner loop controller 136, at least an aircraft angle rate 120 from the inertial measurement unit 112. The inner loop controller 136 may be consistent with any inner loop controller as described herein. The inner loop controller may include a lead-lag filter. The inner loop controller may include an integrator. At least an aircraft angle rate 120 may be any aircraft angle rate as described herein. The inertial measurement unit 112 may be consistent with any inertial measurement unit as described herein.

Still referring to FIG. 4, at 440, includes receiving, at the inner loop controller 136, the rate setpoint 132 from the outer loop controller 128. The inner loop controller 136 may be consistent with any inner loop controller as described herein. The rate setpoint 132 may be consistent with any rate setpoint as described herein. The outer loop controller 128 may be described herein.

Still referring to FIG. 4, at 445, includes receiving, at the inner loop controller 128, a moment datum 140 as a function of the rate setpoint. The inner loop controller 128 may be consistent with any inner loop controller as described herein. The moment datum 140 may consistent with any moment datum as described herein.

Still referring to FIG. 4, at 450, includes receiving, at the mixer 144, the moment datum 140. The mixer 144 may be consistent with any mixer as described herein. The moment datum 140 may be consistent with any moment datum as described herein. The mixer 144 may be implemented using an electrical logic circuit. The mixer may include an inertia compensator.

41 Attorney Docket No. 1024-088PCT1 Still referring to FIG. 4, at 455, includes performing, at the mixer 144, a torque allocation as a function of the moment datum 140. The mixer 144 may be consistent with any mixer as described herein. The moment datum 140 may be consistent with any moment datum as described herein.

Still referring to FIG. 4, at 460, includes generating, at the mixer 144, at least a motor torque command datum 148 as a function of the torque allocation. The mixer 144 may be consistent with any mixer as described herein. The motor torque command datum 148 may be consistent with any motor command datum as described herein. The motor torque command datum 148 may be transmitted to a plurality of flight components. The motor torque command datum 148 may be consistent with any motor torque command datum as described herein. The flight components may be consistent with any flight components as described herein.

Referring now to FIG. 5, flight controller 124, outer loop controller 128, inner loop controller 136 or another computing device or model that may utilize stored data to generate any datum as described herein. Stored data may be past inconsistency datums, predictive datums, measured state datums, or the like in an embodiment of the present invention. Stored data may be input by a user, pilot, support personnel, or another. Stored data may include algorithms and machine-learning processes that may generate one or more datums associated with the herein disclosed system including input datums, moment datums, and the like. The algorithms and machine-learning processes may be any algorithm or machine-learning processes as described herein. Training data may be columns, matrices, rows, blocks, spreadsheets, books, or other suitable datastores or structures that contain correlations between past inputs datums, moment datums, or the like to motor torque commands. Training data may be any training data as described below. Training data may be past measurements detected by any sensors described herein or another sensor or suite of sensors in combination. Training data may be detected by onboard or offboard instrumentation designed to detect measured state datum or environmental conditions as described herein. Training data may be uploaded, downloaded, and/or retrieved from a server prior to flight. Training data may be generated by a computing device that may simulate input datums suitable for use by the flight controller, controller, or other computing devices in an embodiment of the present invention. Flight controller, controller, and/or another computing device as described in this disclosure may train one or more machine-learning models

42 Attorney Docket No. 1024-088PCT1 using the training data as described in this disclosure. Training one or more machine-learning models consistent with the training one or more machine learning modules as described in this disclosure.

With continued reference to FIG. 5, algorithms and machine-learning processes may include any algorithms or machine-learning processes as described herein. Training data may be columns, matrices, rows, blocks, spreadsheets, books, or other suitable datastores or structures that contain correlations between torque measurements to obstruction datums. Training data may be any training data as described herein. Training data may be past measurements detected by any sensors described herein or another sensor or suite of sensors in combination. Training data may be detected by onboard or offboard instrumentation designed to detect environmental conditions and measured state datums as described herein. Training data may be uploaded, downloaded, and/or retrieved from a server prior to flight. Training data may be generated by a computing device that may simulate predictive datums, performance datums, or the like suitable for use by the flight controller, controller, plant model, in an embodiment of the present invention. Flight controller, controller, and/or another computing device as described in this disclosure may train one or more machine-learning models using the training data as described in this disclosure.

Still referring to FIG. 5, an exemplary embodiment of a machine-learning module 500 that may perform one or more machine-learning processes as described in this disclosure may be illustrated. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, may be a process that automatedly uses training data 504 to generate an algorithm that will be performed by a computing device/module to produce outputs 508 given data provided as inputs 512; this may be in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language.

Still referring to FIG. 5, “training data,” as used herein, may be data containing correlations that a machine-learning process may use to model relationships between two or more categories of data elements. For instance, and without limitation, training data 504 may include a plurality of data entries, each entry representing a set of data elements that were

43 Attorney Docket No. 1024-088PCT1 recorded, received, and/or generated together; data elements may be correlated by shared existence in a given data entry, by proximity in a given data entry, or the like. Multiple data entries in training data 504 may evince one or more trends in correlations between categories of data elements; for instance, and without limitation, a higher value of a first data element belonging to a first category of data element may tend to correlate to a higher value of a second data element belonging to a second category of data element, indicating a possible proportional or other mathematical relationship linking values belonging to the two categories. Multiple categories of data elements may be related in training data 504 according to various correlations; correlations may indicate causative and/or predictive links between categories of data elements, which may be modeled as relationships such as mathematical relationships by machine-learning processes as described in further detail below. Training data 504 may be formatted and/or organized by categories of data elements, for instance by associating data elements with one or more descriptors corresponding to categories of data elements. As a non-limiting example, training data 504 may include data entered in standardized forms by persons or processes, such that entry of a given data element in a given field in a form may be mapped to one or more descriptors of categories. Elements in training data 504 may be linked to descriptors of categories by tags, tokens, or other data elements; for instance, and without limitation, training data 504 may be provided in fixed-length formats, formats linking positions of data to categories such as comma-separated value (CSV) formats and/or self-describing formats such as extensible markup language (XML), JavaScript Object Notation (JSON), or the like, enabling processes or devices to detect categories of data.

Alternatively, or additionally, and continuing to refer to FIG. 5, training data 504 may include one or more elements that are not categorized; that may be, training data 504 may not be formatted or contain descriptors for some elements of data. Machine-learning algorithms and/or other processes may sort training data 504 according to one or more categorizations using, for instance, natural language processing algorithms, tokenization, detection of correlated values in raw data and the like; categories may be generated using correlation and/or other processing algorithms. As a non-limiting example, in a corpus of text, phrases making up a number “n” of compound words, such as nouns modified by other nouns, may be identified according to a statistically significant prevalence of n-grams containing such words in a particular order; such

44 Attorney Docket No. 1024-088PCT1 an n-gram may be categorized as an element of language such as a “word” to be tracked similarly to single words, generating a new category as a result of statistical analysis. Similarly, in a data entry including some textual data, a person’s name may be identified by reference to a list, dictionary, or other compendium of terms, permitting ad-hoc categorization by machinelearning algorithms, and/or automated association of data in the data entry with descriptors or into a given format. The ability to categorize data entries automatedly may enable the same training data 504 to be made applicable for two or more distinct machine-learning algorithms as described in further detail below. Training data 504 used by machine-learning module 500 may correlate any input data as described in this disclosure to any output data as described in this disclosure. As a non-limiting illustrative example at least an input datum 108 and moment datum 140 may be inputs, wherein motor torque command 148 may be outputted.

Further referring to FIG. 5, training data may be filtered, sorted, and/or selected using one or more supervised and/or unsupervised machine-learning processes and/or models as described in further detail below; such models may include without limitation a training data classifier 516. Training data classifier 516 may include a “classifier,” which as used in this disclosure may be a machine-learning model as defined below, such as a mathematical model, neural net, or program generated by a machine learning algorithm known as a “classification algorithm,” as described in further detail below, that sorts inputs into categories or bins of data, outputting the categories or bins of data and/or labels associated therewith. A classifier may be configured to output at least a datum that labels or otherwise identifies a set of data that are clustered together, found to be close under a distance metric as described below, or the like. Machine-learning module 500 may generate a classifier using a classification algorithm, defined as a processes whereby a computing device and/or any module and/or component operating thereon derives a classifier from training data 504. Classification may be performed using, without limitation, linear classifiers such as without limitation logistic regression and/or naive Bayes classifiers, nearest neighbor classifiers such as k-nearest neighbors classifiers, support vector machines, least squares support vector machines, fisher’s linear discriminant, quadratic classifiers, decision trees, boosted trees, random forest classifiers, learning vector quantization, and/or neural network-based classifiers. As a nonlimiting example, training data classifier 516 may classify elements of training data to classes of

45 Attorney Docket No. 1024-088PCT1 deficiencies, wherein a nourishment deficiency may be categorized to a large deficiency, a medium deficiency, and/or a small deficiency.

Still referring to FIG. 5, machine-learning module 500 may be configured to perform a lazy-learning process 520 and/or protocol, which may alternatively be referred to as a “lazy loading” or “call-when-needed” process and/or protocol, may be a process whereby machine learning may be conducted upon receipt of an input to be converted to an output, by combining the input and training set to derive the algorithm to be used to produce the output on demand. For instance, an initial set of simulations may be performed to cover an initial heuristic and/or “first guess” at an output and/or relationship. As a non-limiting example, an initial heuristic may include a ranking of associations between inputs and elements of training data 504. Heuristic may include selecting some number of highest-ranking associations and/or training data 504 elements. Lazy learning may implement any suitable lazy learning algorithm, including without limitation a K-nearest neighbors algorithm, a lazy naive Bayes algorithm, or the like; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various lazy- learning algorithms that may be applied to generate outputs as described in this disclosure, including without limitation lazy learning applications of machine-learning algorithms as described in further detail below.

Alternatively or additionally, and with continued reference to FIG. 5, machine-learning processes as described in this disclosure may be used to generate machine-learning models 524. A “machine-learning model,” as used in this disclosure, may be a mathematical and/or algorithmic representation of a relationship between inputs and outputs, as generated using any machine-learning process including without limitation any process as described above, and stored in memory; an input is submitted to a machine-learning model 524 once created, which generates an output based on the relationship that was derived. For instance, and without limitation, a linear regression model, generated using a linear regression algorithm, may compute a linear combination of input data using coefficients derived during machine-learning processes to calculate an output datum. As a further non-limiting example, a machine-learning model 524 may be generated by creating an artificial neural network, such as a convolutional neural network comprising an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of "training" the network,

46 Attorney Docket No. 1024-088PCT1 in which elements from a training data 504 set are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process may be sometimes referred to as deep learning.

Still referring to FIG. 5, machine-learning algorithms may include at least a supervised machine-learning process 528. At least a supervised machine-learning process 528, as defined herein, include algorithms that receive a training set relating a number of inputs to a number of outputs, and seek to find one or more mathematical relations relating inputs to outputs, where each of the one or more mathematical relations may be optimal according to some criterion specified to the algorithm using some scoring function. For instance, a supervised learning algorithm may include input datum 108 as described above as one or more inputs, moment datum 140 as an output, and a scoring function representing a desired form of relationship to be detected between inputs and outputs; scoring function may, for instance, seek to maximize the probability that a given input and/or combination of elements inputs may be associated with a given output to minimize the probability that a given input may be not associated with a given output. Scoring function may be expressed as a risk function representing an “expected loss” of an algorithm relating inputs to outputs, where loss is computed as an error function representing a degree to which a prediction generated by the relation may be incorrect when compared to a given input-output pair provided in training data 504. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various possible variations of at least a supervised machine-learning process 528 that may be used to determine relation between inputs and outputs. Supervised machine-learning processes may include classification algorithms as defined above.

Further referring to FIG. 5, machine learning processes may include at least an unsupervised machine-learning processes 532. An unsupervised machine-learning process, as used herein, is a process that derives inferences in datasets without regard to labels; as a result, an unsupervised machine-learning process may be free to discover any structure, relationship, and/or correlation provided in the data. Unsupervised processes may not require a response variable; unsupervised processes may be used to find interesting patterns and/or inferences between variables, to determine a degree of correlation between two or more variables, or the like.

47 Attorney Docket No. 1024-088PCT1 Still referring to FIG. 5, machine-learning module 500 may be designed and configured to create a machine-learning model 524 using techniques for development of linear regression models. Linear regression models may include ordinary least squares regression, which aims to minimize the square of the difference between predicted outcomes and actual outcomes according to an appropriate norm for measuring such a difference (e.g. a vector-space distance norm); coefficients of the resulting linear equation may be modified to improve minimization. Linear regression models may include ridge regression methods, where the function to be minimized includes the least-squares function plus term multiplying the square of each coefficient by a scalar amount to penalize large coefficients. Linear regression models may include least absolute shrinkage and selection operator (LASSO) models, in which ridge regression may be combined with multiplying the least-squares term by a factor of 1 divided by double the number of samples. Linear regression models may include a multi-task lasso model wherein the norm applied in the least-squares term of the lasso model may be the Frobenius norm amounting to the square root of the sum of squares of all terms. Linear regression models may include the elastic net model, a multi-task elastic net model, a least angle regression model, a LARS lasso model, an orthogonal matching pursuit model, a Bayesian regression model, a logistic regression model, a stochastic gradient descent model, a perceptron model, a passive aggressive algorithm, a robustness regression model, a Huber regression model, or any other suitable model that may occur to persons skilled in the art upon reviewing the entirety of this disclosure. Linear regression models may be generalized in an embodiment to polynomial regression models, whereby a polynomial equation (e.g. a quadratic, cubic or higher-order equation) providing a best predicted output/actual output fit may be sought; similar methods to those described above may be applied to minimize error functions, as will be apparent to persons skilled in the art upon reviewing the entirety of this disclosure.

Continuing to refer to FIG. 5, machine-learning algorithms may include, without limitation, linear discriminant analysis. Machine-learning algorithm may include quadratic discriminate analysis. Machine-learning algorithms may include kernel ridge regression. Machine-learning algorithms may include support vector machines, including without limitation support vector classification-based regression processes. Machine-learning algorithms may include stochastic gradient descent algorithms, including classification and regression algorithms

48 Attorney Docket No. 1024-088PCT1 based on stochastic gradient descent. Machine-learning algorithms may include nearest neighbors algorithms. Machine-learning algorithms may include Gaussian processes such as Gaussian Process Regression. Machine-learning algorithms may include cross-decomposition algorithms, including partial least squares and/or canonical correlation analysis. Machinelearning algorithms may include naive Bayes methods. Machine-learning algorithms may include algorithms based on decision trees, such as decision tree classification or regression algorithms. Machine-learning algorithms may include ensemble methods such as bagging metaestimator, forest of randomized tress, AdaBoost, gradient tree boosting, and/or voting classifier methods. Machine-learning algorithms may include neural net algorithms, including convolutional neural net processes.

Referring now to FIG. 6, an embodiment of an electric aircraft 600 is presented. Still referring to FIG. 6, electric aircraft 600 may include a vertical takeoff and landing aircraft (eVTOL). As used herein, a vertical take-off and landing (eVTOL) aircraft may be one that can hover, take off, and land vertically. An eVTOL, as used herein, may be an electrically powered aircraft typically using an energy source, of a plurality of energy sources to power the aircraft. In order to optimize the power and energy necessary to propel the aircraft. eVTOL may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane- style landing, and/or any combination thereof. Rotor-based flight, as described herein, may be where the aircraft generated lift and propulsion by way of one or more powered rotors connected with an engine, such as a “quad copter,” multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. Fixed- wing flight, as described herein, may be where the aircraft may be capable of flight using wings and/or foils that generate life caused by the aircraft’s forward airspeed and the shape of the wings and/or foils, such as airplane-style flight. Control forces of the aircraft are achieved by conventional elevators, ailerons and rudders during fixed wing flight. Roll and Pitch control forces on the aircraft are achieved during transition flight by increasing and decreasing torque, and thus thrust on the four lift fans. Increasing torque on both left motors and decreasing torque on both right motors leads to a right roll, for instance. Likewise, increasing the torque on the front motors and decreasing the torque on the rear motors leads to a nose up pitching moment. Clockwise and counterclockwise turning motors torques are increased and decreased to achieve

49 Attorney Docket No. 1024-088PCT1 the opposite torque on the overall aircraft about the vertical axis and achieve yaw maneuverability.

With continued reference to FIG. 6, a number of aerodynamic forces may act upon the electric aircraft 600 during flight. Forces acting on an electric aircraft 600 during flight may include, without limitation, thrust, the forward force produced by the rotating element of the electric aircraft 600 and acts parallel to the longitudinal axis. Another force acting upon electric aircraft 600 may be, without limitation, drag, which may be defined as a rearward retarding force which may be caused by disruption of airflow by any protruding surface of the electric aircraft 600 such as, without limitation, the wing, rotor, and fuselage. Drag may oppose thrust and acts rearward parallel to the relative wind. A further force acting upon electric aircraft 600 may include, without limitation, weight, which may include a combined load of the electric aircraft 600 itself, crew, baggage, and/or fuel. Weight may pull electric aircraft 600 downward due to the force of gravity. An additional force acting on electric aircraft 600 may include, without limitation, lift, which may act to oppose the downward force of weight and may be produced by the dynamic effect of air acting on the airfoil and/or downward thrust from the propulsor of the electric aircraft. Lift generated by the airfoil may depend on speed of airflow, density of air, total area of an airfoil and/or segment thereof, and/or an angle of attack between air and the airfoil. For example, and without limitation, electric aircraft 600 are designed to be as lightweight as possible. Reducing the weight of the aircraft and designing to reduce the number of components may be essential to optimize the weight. To save energy, it may be useful to reduce weight of components of an electric aircraft 600, including without limitation propulsors and/or propulsion assemblies. In an embodiment, the motor may eliminate need for many external structural features that otherwise might be needed to join one component to another component. The motor may also increase energy efficiency by enabling a lower physical propulsor profile, reducing drag and/or wind resistance. This may also increase durability by lessening the extent to which drag and/or wind resistance add to forces acting on electric aircraft 600 and/or propulsors.

Referring still to FIG. 6, Aircraft may include at least a vertical propulsor 604 and at least a forward propulsor 608. A forward propulsor may be a propulsor that propels the aircraft in a forward direction. Forward in this context may be not an indication of the propulsor position on the aircraft; one or more propulsors mounted on the front, on the wings, at the rear, etc. A

50 Attorney Docket No. 1024-088PCT1 vertical propulsor may be a propulsor that propels the aircraft in a upward direction; one of more vertical propulsors may be mounted on the front, on the wings, at the rear, and/or any suitable location. A propulsor, as used herein, may be a component or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. At least a vertical propulsor 604 may be a propulsor that generates a substantially downward thrust, tending to propel an aircraft in a vertical direction providing thrust for maneuvers such as without limitation, vertical take-off, vertical landing, hovering, and/or rotor-based flight such as “quadcopter” or similar styles of flight.

With continued reference to FIG. 6, at least a forward propulsor 608 as used in this disclosure may be a propulsor positioned for propelling an aircraft in a “forward” direction; at least a forward propulsor may include one or more propulsors mounted on the front, on the wings, at the rear, or a combination of any such positions. At least a forward propulsor may propel an aircraft forward for fixed-wing and/or “airplane”-style flight, takeoff, and/or landing, and/or may propel the aircraft forward or backward on the ground. At least a vertical propulsor 604 and at least a forward propulsor 608 includes a thrust element. At least a thrust element may include any device or component that converts the mechanical energy of a motor, for instance in the form of rotational motion of a shaft, into thrust in a fluid medium. At least a thrust element may include, without limitation, a device using moving or rotating foils, including without limitation one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contrarotating propellers, a moving or flapping wing, or the like. At least a thrust element may include without limitation a marine propeller or screw, an impeller, a turbine, a pump-jet, a paddle or paddle-based device, or the like. As another non-limiting example, at least a thrust element may include an eight-bladed pusher propeller, such as an eight-bladed propeller mounted behind the engine to ensure the drive shaft may be in compression. Propulsors may include at least a motor mechanically connected to at least a first propulsor as a source of thrust. A motor may include without limitation, any electric motor, where an electric motor may be a device that converts electrical energy into mechanical energy, for instance by causing a shaft to rotate. At least a motor may be driven by direct current (DC) electric power; for instance, at least a first motor may include a brushed DC at least a first motor, or the like. At least a first motor may be driven by electric power having varying or reversing voltage levels, such as alternating

51 Attorney Docket No. 1024-088PCT1 current (AC) power as produced by an alternating current generator and/or inverter, or otherwise varying power, such as produced by a switching power source. At least a first motor may include, without limitation, brushless DC electric motors, permanent magnet synchronous at least a first motor, switched reluctance motors, or induction motors. In addition to inverter and/or a switching power source, a circuit driving at least a first motor may include electronic speed controllers or other components for regulating motor speed, rotation direction, and/or dynamic braking. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices that may be used as at least a thrust element.

With continued reference to FIG. 6, during flight, a number of forces may act upon the electric aircraft. Forces acting on an aircraft 600 during flight may include thrust, the forward force produced by the rotating element of the aircraft 600 and acts parallel to the longitudinal axis. Drag may be defined as a rearward retarding force which may be caused by disruption of airflow by any protruding surface of the aircraft 600 such as, without limitation, the wing, rotor, and fuselage. Drag may oppose thrust and acts rearward parallel to the relative wind. Another force acting on aircraft 600 may include weight, which may include a combined load of the aircraft 600 itself, crew, baggage and fuel. Weight may pull aircraft 600 downward due to the force of gravity. An additional force acting on aircraft 600 may include lift, which may act to oppose the downward force of weight and may be produced by the dynamic effect of air acting on the airfoil and/or downward thrust from at least a propulsor. Lift generated by the airfoil may depends on speed of airflow, density of air, total area of an airfoil and/or segment thereof, and/or an angle of attack between air and the airfoil.

With continued reference to FIG. 6, at least a portion of an electric aircraft may include at least a propulsor. A propulsor, as used herein, may be a component or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In an embodiment, when a propulsor twists and pulls air behind it, it will, at the same time, push an aircraft forward with an equal amount of force. The more air pulled behind an aircraft, the greater the force with which the aircraft may be pushed forward. Propulsor may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight.

52 Attorney Docket No. 1024-088PCT1 With continued reference to FIG. 6, in an embodiment, at least a portion of the aircraft may include a propulsor, the propulsor may include a propeller, a blade, or any combination of the two. The function of a propeller may be to convert rotary motion from an engine or other power source into a swirling slipstream which pushes the propeller forwards or backwards. The propulsor may include a rotating power-driven hub, to which are attached several radial airfoil- section blades such that the whole assembly rotates about a longitudinal axis. The blade pitch of the propellers may, for example, be fixed, manually variable to a few set positions, automatically variable (e.g. a "constant-speed" type), or any combination thereof. In an embodiment, propellers for an aircraft are designed to be fixed to their hub at an angle similar to the thread on a screw makes an angle to the shaft; this angle may be referred to as a pitch or pitch angle which will determine the speed of the forward movement as the blade rotates.

With continued reference to FIG. 6, in an embodiment, a propulsor can include a thrust element which may be integrated into the propulsor. The thrust element may include, without limitation, a device using moving or rotating foils, such as one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contra-rotating propellers, a moving or flapping wing, or the like. Further, a thrust element, for example, can include without limitation a marine propeller or screw, an impeller, a turbine, a pump-jet, a paddle or paddle-based device, or the like.

It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module.

Now referring to FIG. 7, an exemplary embodiment 700 of a flight controller 704 is illustrated. As used in this disclosure a “flight controller” is a computing device of a plurality of

53 Attorney Docket No. 1024-088PCT1 computing devices dedicated to data storage, security, distribution of traffic for load balancing, and flight instruction. Flight controller 704 may include and/or communicate with any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. Further, flight controller 704 may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. In embodiments, flight controller 704 may be installed in an aircraft, may control the aircraft remotely, and/or may include an element installed in the aircraft and a remote element in communication therewith.

In an embodiment, and still referring to FIG. 7, flight controller 704 may include a signal transformation component 708. As used in this disclosure a “signal transformation component” is a component that transforms and/or converts a first signal to a second signal, wherein a signal may include one or more digital and/or analog signals. For example, and without limitation, signal transformation component 708 may be configured to perform one or more operations such as preprocessing, lexical analysis, parsing, semantic analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 708 may include one or more analog-to-digital convertors that transform a first signal of an analog signal to a second signal of a digital signal. For example, and without limitation, an analog-to-digital converter may convert an analog input signal to a 10-bit binary digital representation of that signal. In another embodiment, signal transformation component 708 may include transforming one or more low- level languages such as, but not limited to, machine languages and/or assembly languages. For example, and without limitation, signal transformation component 708 may include transforming a binary language signal to an assembly language signal. In an embodiment, and without limitation, signal transformation component 708 may include transforming one or more high- level languages and/or formal languages such as but not limited to alphabets, strings, and/or languages. For example, and without limitation, high-level languages may include one or more system languages, scripting languages, domain-specific languages, visual languages, esoteric languages, and the like thereof. As a further non-limiting example, high-level languages may

54 Attorney Docket No. 1024-088PCT1 include one or more algebraic formula languages, business data languages, string and list languages, object-oriented languages, and the like thereof.

Still referring to FIG. 7, signal transformation component 708 may be configured to optimize an intermediate representation 712. As used in this disclosure an “intermediate representation” is a data structure and/or code that represents the input signal. Signal transformation component 708 may optimize intermediate representation as a function of a dataflow analysis, dependence analysis, alias analysis, pointer analysis, escape analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 708 may optimize intermediate representation 712 as a function of one or more inline expansions, dead code eliminations, constant propagation, loop transformations, and/or automatic parallelization functions. In another embodiment, signal transformation component 708 may optimize intermediate representation as a function of a machine dependent optimization such as a peephole optimization, wherein a peephole optimization may rewrite short sequences of code into more efficient sequences of code. Signal transformation component 708 may optimize intermediate representation to generate an output language, wherein an “output language,” as used herein, is the native machine language of flight controller 704. For example, and without limitation, native machine language may include one or more binary and/or numerical languages.

In an embodiment, and without limitation, signal transformation component 708 may include transform one or more inputs and outputs as a function of an error correction code. An error correction code, also known as error correcting code (ECC), is an encoding of a message or lot of data using redundant information, permitting recovery of corrupted data. An ECC may include a block code, in which information is encoded on fixed-size packets and/or blocks of data elements such as symbols of predetermined size, bits, or the like. Reed-Solomon coding, in which message symbols within a symbol set having q symbols are encoded as coefficients of a polynomial of degree less than or equal to a natural number k, over a finite field F with q elements; strings so encoded have a minimum hamming distance of k+1, and permit correction of (q-k- 1)/2 erroneous symbols. Block code may alternatively or additionally be implemented using Golay coding, also known as binary Golay coding, Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity-check coding, and/or Hamming codes. An ECC may alternatively or additionally be based on a convolutional code.

55 Attorney Docket No. 1024-088PCT1 In an embodiment, and still referring to FIG. 7, flight controller 704 may include a reconfigurable hardware platform 716. A “reconfigurable hardware platform,” as used herein, is a component and/or unit of hardware that may be reprogrammed, such that, for instance, a data path between elements such as logic gates or other digital circuit elements may be modified to change an algorithm, state, logical sequence, or the like of the component and/or unit. This may be accomplished with such flexible high-speed computing fabrics as field-programmable gate arrays (FPGAs), which may include a grid of interconnected logic gates, connections between which may be severed and/or restored to program in modified logic. Reconfigurable hardware platform 716 may be reconfigured to enact any algorithm and/or algorithm selection process received from another computing device and/or created using machine-learning processes.

Still referring to FIG. 7, reconfigurable hardware platform 716 may include a logic component 720. As used in this disclosure a “logic component” is a component that executes instructions on output language. For example, and without limitation, logic component may perform basic arithmetic, logic, controlling, input/output operations, and the like thereof. Logic component 720 may include any suitable processor, such as without limitation a component incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; logic component 720 may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Logic component 720 may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and/or system on a chip (SoC). In an embodiment, logic component 720 may include one or more integrated circuit microprocessors, which may contain one or more central processing units, central processors, and/or main processors, on a single metal-oxide-semiconductor chip. Logic component 720 may be configured to execute a sequence of stored instructions to be performed on the output language and/or intermediate representation 712. Logic component 720 may be configured to fetch and/or retrieve the instruction from a memory cache, wherein a “memory cache,” as used in this

56 Attorney Docket No. 1024-088PCT1 disclosure, is a stored instruction set on flight controller 704. Logic component 720 may be configured to decode the instruction retrieved from the memory cache to opcodes and/or operands. Logic component 720 may be configured to execute the instruction on intermediate representation 712 and/or output language. For example, and without limitation, logic component 720 may be configured to execute an addition operation on intermediate representation 712 and/or output language.

In an embodiment, and without limitation, logic component 720 may be configured to calculate a flight element 724. As used in this disclosure a “flight element” is an element of datum denoting a relative status of aircraft. For example, and without limitation, flight element 724 may denote one or more torques, thrusts, airspeed velocities, forces, altitudes, groundspeed velocities, directions during flight, directions facing, forces, orientations, and the like thereof. For example, and without limitation, flight element 724 may denote that aircraft is cruising at an altitude and/or with a sufficient magnitude of forward thrust. As a further non-limiting example, flight status may denote that is building thrust and/or groundspeed velocity in preparation for a takeoff. As a further non-limiting example, flight element 724 may denote that aircraft is following a flight path accurately and/or sufficiently.

Still referring to FIG. 7, flight controller 704 may include a chipset component 728. As used in this disclosure a “chipset component” is a component that manages data flow. In an embodiment, and without limitation, chipset component 728 may include a northbridge data flow path, wherein the northbridge dataflow path may manage data flow from logic component 720 to a high-speed device and/or component, such as a RAM, graphics controller, and the like thereof. In another embodiment, and without limitation, chipset component 728 may include a southbridge data flow path, wherein the southbridge dataflow path may manage data flow from logic component 720 to lower-speed peripheral buses, such as a peripheral component interconnect (PCI), industry standard architecture (ICA), and the like thereof. In an embodiment, and without limitation, southbridge data flow path may include managing data flow between peripheral connections such as ethemet, USB, audio devices, and the like thereof. Additionally or alternatively, chipset component 728 may manage data flow between logic component 720, memory cache, and a flight component 732. As used in this disclosure a “flight component” is a portion of an aircraft that can be moved or adjusted to affect one or more flight elements. For

57 Attorney Docket No. 1024-088PCT1 example, flight component732 may include a component used to affect the aircrafts’ roll and pitch which may comprise one or more ailerons. As a further example, flight component 732 may include a rudder to control yaw of an aircraft. In an embodiment, chipset component 728 may be configured to communicate with a plurality of flight components as a function of flight element 724. For example, and without limitation, chipset component 728 may transmit to an aircraft rotor to reduce torque of a first lift propul sor and increase the forward thrust produced by a pusher component to perform a flight maneuver.

In an embodiment, and still referring to FIG. 7, flight controller 704 may be configured generate an autonomous function. As used in this disclosure an “autonomous function” is a mode and/or function of flight controller 704 that controls aircraft automatically. For example, and without limitation, autonomous function may perform one or more aircraft maneuvers, take offs, landings, altitude adjustments, flight leveling adjustments, turns, climbs, and/or descents. As a further non-limiting example, autonomous function may adjust one or more airspeed velocities, thrusts, torques, and/or groundspeed velocities. As a further non-limiting example, autonomous function may perform one or more flight path corrections and/or flight path modifications as a function of flight element 724. In an embodiment, autonomous function may include one or more modes of autonomy such as, but not limited to, autonomous mode, semi-autonomous mode, and/or non-autonomous mode. As used in this disclosure “autonomous mode” is a mode that automatically adjusts and/or controls aircraft and/or the maneuvers of aircraft in its entirety. For example, autonomous mode may denote that flight controller 704 will adjust the aircraft. As used in this disclosure a “semi-autonomous mode” is a mode that automatically adjusts and/or controls a portion and/or section of aircraft. For example, and without limitation, semi- autonomous mode may denote that a pilot will control the propulsors, wherein flight controller 704 will control the ailerons and/or rudders. As used in this disclosure “non-autonomous mode” is a mode that denotes a pilot will control aircraft and/or maneuvers of aircraft in its entirety.

In an embodiment, and still referring to FIG. 7, flight controller 704 may generate autonomous function as a function of an autonomous machine-learning model. As used in this disclosure an “autonomous machine-learning model” is a machine-learning model to produce an autonomous function output given flight element 724 and a pilot signal 736 as inputs; this is in contrast to a non-machine learning software program where the commands to be executed are

58 Attorney Docket No. 1024-088PCT1 determined in advance by a user and written in a programming language. As used in this disclosure a “pilot signal” is an element of datum representing one or more functions a pilot is controlling and/or adjusting. For example, pilot signal 736 may denote that a pilot is controlling and/or maneuvering ailerons, wherein the pilot is not in control of the rudders and/or propulsors. In an embodiment, pilot signal 736 may include an implicit signal and/or an explicit signal. For example, and without limitation, pilot signal 736 may include an explicit signal, wherein the pilot explicitly states there is a lack of control and/or desire for autonomous function. As a further non-limiting example, pilot signal 736 may include an explicit signal directing flight controller 704 to control and/or maintain a portion of aircraft, a portion of the flight plan, the entire aircraft, and/or the entire flight plan. As a further non-limiting example, pilot signal 736 may include an implicit signal, wherein flight controller 704 detects a lack of control such as by a malfunction, torque alteration, flight path deviation, and the like thereof. In an embodiment, and without limitation, pilot signal 736 may include one or more explicit signals to reduce torque, and/or one or more implicit signals that torque may be reduced due to reduction of airspeed velocity. In an embodiment, and without limitation, pilot signal 736 may include one or more local and/or global signals. For example, and without limitation, pilot signal 736 may include a local signal that is transmitted by a pilot and/or crew member. As a further non-limiting example, pilot signal 736 may include a global signal that is transmitted by air traffic control and/or one or more remote users that are in communication with the pilot of aircraft. In an embodiment, pilot signal 736 may be received as a function of a tri-state bus and/or multiplexor that denotes an explicit pilot signal should be transmitted prior to any implicit or global pilot signal.

Still referring to FIG. 7, autonomous machine-learning model may include one or more autonomous machine-learning processes such as supervised, unsupervised, or reinforcement machine-learning processes that flight controller 704 and/or a remote device may or may not use in the generation of autonomous function. As used in this disclosure “remote device” is an external device to flight controller 704. Additionally or alternatively, autonomous machinelearning model may include one or more autonomous machine-learning processes that a field- programmable gate array (FPGA) may or may not use in the generation of autonomous function. Autonomous machine-learning process may include, without limitation machine learning

59 Attorney Docket No. 1024-088PCT1 processes such as simple linear regression, multiple linear regression, polynomial regression, support vector regression, ridge regression, lasso regression, elasticnet regression, decision tree regression, random forest regression, logistic regression, logistic classification, K-nearest neighbors, support vector machines, kernel support vector machines, naive bayes, decision tree classification, random forest classification, K-means clustering, hierarchical clustering, dimensionality reduction, principal component analysis, linear discriminant analysis, kernel principal component analysis, Q-leaming, State Action Reward State Action (SARSA), Deep-Q network, Markov decision processes, Deep Deterministic Policy Gradient (DDPG), or the like thereof.

In an embodiment, and still referring to FIG. 7, autonomous machine learning model may be trained as a function of autonomous training data, wherein autonomous training data may correlate a flight element, pilot signal, and/or simulation data to an autonomous function. For example, and without limitation, a flight element of an airspeed velocity, a pilot signal of limited and/or no control of propulsors, and a simulation data of required airspeed velocity to reach the destination may result in an autonomous function that includes a semi-autonomous mode to increase thrust of the propulsors. Autonomous training data may be received as a function of user-entered valuations of flight elements, pilot signals, simulation data, and/or autonomous functions. Flight controller 704 may receive autonomous training data by receiving correlations of flight element, pilot signal, and/or simulation data to an autonomous function that were previously received and/or determined during a previous iteration of generation of autonomous function. Autonomous training data may be received by one or more remote devices and/or FPGAs that at least correlate a flight element, pilot signal, and/or simulation data to an autonomous function. Autonomous training data may be received in the form of one or more user-entered correlations of a flight element, pilot signal, and/or simulation data to an autonomous function.

Still referring to FIG. 7, flight controller 704 may receive autonomous machine-learning model from a remote device and/or FPGA that utilizes one or more autonomous machine learning processes, wherein a remote device and an FPGA is described above in detail. For example, and without limitation, a remote device may include a computing device, external device, processor, FPGA, microprocessor and the like thereof. Remote device and/or FPGA may

60 Attorney Docket No. 1024-088PCT1 perform the autonomous machine-learning process using autonomous training data to generate autonomous function and transmit the output to flight controller 704. Remote device and/or FPGA may transmit a signal, bit, datum, or parameter to flight controller 704 that at least relates to autonomous function. Additionally or alternatively, the remote device and/or FPGA may provide an updated machine-learning model. For example, and without limitation, an updated machine-learning model may be comprised of a firmware update, a software update, an autonomous machine-learning process correction, and the like thereof. As a non-limiting example a software update may incorporate a new simulation data that relates to a modified flight element. Additionally or alternatively, the updated machine learning model may be transmitted to the remote device and/or FPGA, wherein the remote device and/or FPGA may replace the autonomous machine-learning model with the updated machine-learning model and generate the autonomous function as a function of the flight element, pilot signal, and/or simulation data using the updated machine-learning model. The updated machine-learning model may be transmitted by the remote device and/or FPGA and received by flight controller 704 as a software update, firmware update, or corrected autonomous machine-learning model. For example, and without limitation autonomous machine learning model may utilize a neural net machine-learning process, wherein the updated machine-learning model may incorporate a gradient boosting machine-learning process.

Still referring to FIG. 7, flight controller 704 may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Further, flight controller may communicate with one or more additional devices as described below in further detail via a network interface device. The network interface device may be utilized for commutatively connecting a flight controller to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and

61 Attorney Docket No. 1024-088PCT1 any combinations thereof. The network may include any network topology and can may employ a wired and/or a wireless mode of communication.

In an embodiment, and still referring to FIG. 7, flight controller 704 may include, but is not limited to, for example, a cluster of flight controllers in a first location and a second flight controller or cluster of flight controllers in a second location. Flight controller 704 may include one or more flight controllers dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller 704 may be configured to distribute one or more computing tasks as described below across a plurality of flight controllers, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. For example, and without limitation, flight controller 704 may implement a control algorithm to distribute and/or command the plurality of flight controllers. As used in this disclosure a “control algorithm” is a finite sequence of well-defined computer implementable instructions that may determine the flight component of the plurality of flight components to be adjusted. For example, and without limitation, control algorithm may include one or more algorithms that reduce and/or prevent aviation asymmetry. As a further non-limiting example, control algorithms may include one or more models generated as a function of a software including, but not limited to Simulink by MathWorks, Natick, Massachusetts, USA. In an embodiment, and without limitation, control algorithm may be configured to generate an autocode, wherein an “auto-code,” is used herein, is a code and/or algorithm that is generated as a function of the one or more models and/or software’s. In another embodiment, control algorithm may be configured to produce a segmented control algorithm. As used in this disclosure a “segmented control algorithm” is control algorithm that has been separated and/or parsed into discrete sections. For example, and without limitation, segmented control algorithm may parse control algorithm into two or more segments, wherein each segment of control algorithm may be performed by one or more flight controllers operating on distinct flight components.

In an embodiment, and still referring to FIG. 7, control algorithm may be configured to determine a segmentation boundary as a function of segmented control algorithm. As used in this disclosure a “segmentation boundary” is a limit and/or delineation associated with the segments of the segmented control algorithm. For example, and without limitation, segmentation boundary may denote that a segment in the control algorithm has a first starting section and/or a first

62 Attorney Docket No. 1024-088PCT1 ending section. As a further non-limiting example, segmentation boundary may include one or more boundaries associated with an ability of flight component 732. In an embodiment, control algorithm may be configured to create an optimized signal communication as a function of segmentation boundary. For example, and without limitation, optimized signal communication may include identifying the discrete timing required to transmit and/or receive the one or more segmentation boundaries. In an embodiment, and without limitation, creating optimized signal communication further comprises separating a plurality of signal codes across the plurality of flight controllers. For example, and without limitation the plurality of flight controllers may include one or more formal networks, wherein formal networks transmit data along an authority chain and/or are limited to task-related communications. As a further non-limiting example, communication network may include informal networks, wherein informal networks transmit data in any direction. In an embodiment, and without limitation, the plurality of flight controllers may include a chain path, wherein a “chain path,” as used herein, is a linear communication path comprising a hierarchy that data may flow through. In an embodiment, and without limitation, the plurality of flight controllers may include an all-channel path, wherein an “all-channel path,” as used herein, is a communication path that is not restricted to a particular direction. For example, and without limitation, data may be transmitted upward, downward, laterally, and the like thereof. In an embodiment, and without limitation, the plurality of flight controllers may include one or more neural networks that assign a weighted value to a transmitted datum. For example, and without limitation, a weighted value may be assigned as a function of one or more signals denoting that a flight component is malfunctioning and/or in a failure state.

Still referring to FIG. 7, the plurality of flight controllers may include a master bus controller. As used in this disclosure a “master bus controller” is one or more devices and/or components that are connected to a bus to initiate a direct memory access transaction, wherein a bus is one or more terminals in a bus architecture. Master bus controller may communicate using synchronous and/or asynchronous bus control protocols. In an embodiment, master bus controller may include flight controller 704. In another embodiment, master bus controller may include one or more universal asynchronous receiver-transmitters (UART). For example, and without limitation, master bus controller may include one or more bus architectures that allow a bus to initiate a direct memory access transaction from one or more buses in the bus

63 Attorney Docket No. 1024-088PCT1 architectures. As a further non-limiting example, master bus controller may include one or more peripheral devices and/or components to communicate with another peripheral device and/or component and/or the master bus controller. In an embodiment, master bus controller may be configured to perform bus arbitration. As used in this disclosure “bus arbitration” is method and/or scheme to prevent multiple buses from attempting to communicate with and/or connect to master bus controller. For example and without limitation, bus arbitration may include one or more schemes such as a small computer interface system, wherein a small computer interface system is a set of standards for physical connecting and transferring data between peripheral devices and master bus controller by defining commands, protocols, electrical, optical, and/or logical interfaces. In an embodiment, master bus controller may receive intermediate representation 712 and/or output language from logic component 720, wherein output language may include one or more analog-to-digital conversions, low bit rate transmissions, message encryptions, digital signals, binary signals, logic signals, analog signals, and the like thereof described above in detail.

Still referring to FIG. 7, master bus controller may communicate with a slave bus. As used in this disclosure a “slave bus” is one or more peripheral devices and/or components that initiate a bus transfer. For example, and without limitation, slave bus may receive one or more controls and/or asymmetric communications from master bus controller, wherein slave bus transfers data stored to master bus controller. In an embodiment, and without limitation, slave bus may include one or more internal buses, such as but not limited to a/an internal data bus, memory bus, system bus, front-side bus, and the like thereof. In another embodiment, and without limitation, slave bus may include one or more external buses such as external flight controllers, external computers, remote devices, printers, aircraft computer systems, flight control systems, and the like thereof.

In an embodiment, and still referring to FIG. 7, control algorithm may optimize signal communication as a function of determining one or more discrete timings. For example, and without limitation master bus controller may synchronize timing of the segmented control algorithm by injecting high priority timing signals on a bus of the master bus control. As used in this disclosure a “high priority timing signal” is information denoting that the information is important. For example, and without limitation, high priority timing signal may denote that a

64 Attorney Docket No. 1024-088PCT1 section of control algorithm is of high priority and should be analyzed and/or transmitted prior to any other sections being analyzed and/or transmitted. In an embodiment, high priority timing signal may include one or more priority packets. As used in this disclosure a “priority packet” is a formatted unit of data that is communicated between the plurality of flight controllers. For example, and without limitation, priority packet may denote that a section of control algorithm should be used and/or is of greater priority than other sections.

Still referring to FIG. 7, flight controller 704 may also be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of aircraft and/or computing device. Flight controller 704 may include a distributer flight controller. As used in this disclosure a “distributer flight controller” is a component that adjusts and/or controls a plurality of flight components as a function of a plurality of flight controllers. For example, distributer flight controller may include a flight controller that communicates with a plurality of additional flight controllers and/or clusters of flight controllers. In an embodiment, distributed flight control may include one or more neural networks. For example, neural network also known as an artificial neural network, is a network of “nodes,” or data structures having one or more inputs, one or more outputs, and a function determining outputs based on inputs. Such nodes may be organized in a network, such as without limitation a convolutional neural network, including an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of "training" the network, in which elements from a training dataset are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning.

Still referring to FIG. 7, a node may include, without limitation a plurality of inputs xi that may receive numerical values from inputs to a neural network containing the node and/or from other nodes. Node may perform a weighted sum of inputs using weights wi that are multiplied by respective inputs xi. Additionally or alternatively, a bias b may be added to the weighted sum of the inputs such that an offset is added to each unit in the neural network layer that is independent of the input to the layer. The weighted sum may then be input into a function

65 Attorney Docket No. 1024-088PCT1 (p, which may generate one or more outputs y. Weight wi applied to an input xi may indicate whether the input is “excitatory,” indicating that it has strong influence on the one or more outputs y, for instance by the corresponding weight having a large numerical value, and/or a “inhibitory,” indicating it has a weak effect influence on the one more inputs y, for instance by the corresponding weight having a small numerical value. The values of weights wi may be determined by training a neural network using training data, which may be performed using any suitable process as described above. In an embodiment, and without limitation, a neural network may receive semantic units as inputs and output vectors representing such semantic units according to weights wi that are derived using machine-learning processes as described in this disclosure.

Still referring to FIG. 7, flight controller may include a sub-controller 740. As used in this disclosure a “sub-controller” is a controller and/or component that is part of a distributed controller as described above; for instance, flight controller 704 may be and/or include a distributed flight controller made up of one or more sub-controllers. For example, and without limitation, sub-controller 740 may include any controllers and/or components thereof that are similar to distributed flight controller and/or flight controller as described above. Sub-controller 740 may include any component of any flight controller as described above. Sub-controller 740 may be implemented in any manner suitable for implementation of a flight controller as described above. As a further non-limiting example, sub-controller 740 may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data across the distributed flight controller as described above. As a further nonlimiting example, sub-controller 740 may include a controller that receives a signal from a first flight controller and/or first distributed flight controller component and transmits the signal to a plurality of additional sub-controllers and/or flight components.

Still referring to FIG. 7, flight controller may include a co-controller 744. As used in this disclosure a “co-controller” is a controller and/or component that joins flight controller 704 as components and/or nodes of a distributer flight controller as described above. For example, and without limitation, co-controller 744 may include one or more controllers and/or components that are similar to flight controller 704. As a further non-limiting example, co-controller 744 may include any controller and/or component that joins flight controller 704 to distributer flight

66 Attorney Docket No. 1024-088PCT1 controller. As a further non-limiting example, co-controller 744 may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data to and/or from flight controller 704 to distributed flight control system. Cocontroller 744 may include any component of any flight controller as described above. Cocontroller 744 may be implemented in any manner suitable for implementation of a flight controller as described above.

In an embodiment, and with continued reference to FIG. 7, flight controller 704 may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, flight controller 704 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Flight controller may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

At a high level, aspects of the present disclosure are directed to a system and methods for wind compensation of an electric aircraft. More specifically, provided in this disclosure is a flight controller of an aircraft configured to prevent flight path alteration caused by environmental influences, such as wind, by using a plant model for compensating for wind forces. In some embodiments, an electric aircraft may include a vertical landing and takeoff (eVTOL) aircraft. In other embodiments, an electric aircraft may include an unmanned aerial vehicle. In other embodiments, an electric aircraft may include a drone. A system may include a

67 Attorney Docket No. 1024-088PCT1 sensor communicatively connected to a fight controller. In some embodiments, a sensor may include an accelerometer or inertial measurement unit (IMU).

In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to orientations as illustrated for exemplary purposes in FIG. 4. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims.

68 Attorney Docket No. 1024-088PCT1 Now referring to FIG. 8, a system 800 for wind compensation of an electric aircraft 804 is shown. In one or more embodiments, system 800 includes a sensor 808, which may be attached to an electric aircraft 804 and configured to detect a geographical datum, such as a realtime location of aircraft 804 (x, y). For the purposes of this disclosure, a “geographical datum” is an electronic signal representing an element of data and/or a detected parameter correlated to a position and/or orientation of an electric aircraft relative to the surface of the earth. Aircraft 804 may include one or more components that generate lift, including without limitation wings, airfoils, rotors, propellers, jet engines, or the like, or any other component or feature that an aircraft may use for mobility during flight. Aircraft 804 may include, without limitation, an airplane, a rotor craft such as a helicopter, a drone, an aerostat, and/or any other aircraft, as consistent with descriptions in this disclosure.

Still referring to FIG. 8, sensor 808 may include a motion sensor. A “motion sensor”, for the purposes of this disclosure, refers to a device or component configured to detect physical movement of an object or grouping of objects. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. Sensor 808 may include, torque sensor, gyroscope, accelerometer, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, or the like. For example, without limitation, sensor 808 may include a gyroscope that is configured to detect a current aircraft orientation, such as roll angle.

In one or more embodiments, sensor 808 may include a plurality of weather sensors. In one or more embodiments, sensor 808 may include a wind sensor. In some embodiments, a wind sensor may be configured to measure a wind datum. A “wind datum” may include data of wind forces acting on an aircraft. Wind datum may include wind strength, direction, shifts, duration, or the like. For example, and without limitations, sensor 808 may include an anemometer. An anemometer may be configured to detect a wind speed. In one or more embodiments, the anemometer may include a hot wire, laser doppler, ultrasonic, and/or pressure anemometer. In some embodiments, sensor 808 may include a pressure sensor. “Pressure”, for the purposes of this disclosure and as would be appreciated by someone of ordinary skill in the art, is a measure

69 Attorney Docket No. 1024-088PCT1 of force required to stop a fluid from expanding and is usually stated in terms of force per unit area. The pressure sensor that may be included in sensor 900 may be configured to measure an atmospheric pressure and/or a change of atmospheric pressure. In some embodiments, the pressure sensor may include an absolute pressure sensor, a gauge pressure sensor, a vacuum pressure sensor, a differential pressure sensor, a sealed pressure sensor, and/or other unknown pressure sensors or alone or in a combination thereof. In one or more embodiments, a pressor sensor may include a barometer. In some embodiments, a pressure sensor may be used to indirectly measure fluid flow, speed, water level, and altitude. In some embodiments, the pressure sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the pressure sensor may be configured to transform a pressure into a digital signal.

In one or more embodiments, sensor 808 may include an altimeter that may be configured to detect an altitude of aircraft 804. In one or more embodiments, sensor 808 may include a moisture sensor. “Moisture”, as used in this disclosure, is the presence of water, this may include vaporized water in air, condensation on the surfaces of objects, or concentrations of liquid water. Moisture may include humidity. “Humidity”, as used in this disclosure, is the property of a gaseous medium (almost always air) to hold water in the form of vapor. In one or more embodiments, sensor 808 may include an altimeter. The altimeter may be configured to measure an altitude. In some embodiments, the altimeter may include a pressure altimeter. In other embodiments, the altimeter may include a sonic, radar, and/or Global Positioning System (GPS) altimeter. In some embodiments, sensor 808 may include a meteorological radar that monitors weather conditions. In some embodiments, sensor 808 may include a ceilometer. The ceilometer may be configured to detect and measure a cloud ceiling and cloud base of an atmosphere. In some embodiments, the ceilometer may include an optical drum and/or laser ceilometer. In some embodiments, sensor 808 may include a rain gauge. The rain gauge may be configured to measure precipitation. Precipitation may include rain, snow, hail, sleet, or other precipitation forms. In some embodiments, the rain gauge may include an optical, acoustic, or other rain gauge. In some embodiments, sensor 808 may include a pyranometer. The pyranometer may be configured to measure solar radiation. In some embodiments, the pyranometer may include a thermopile and/or photovoltaic pyranometer. The pyranometer may

70 Attorney Docket No. I024-088PCTI be configured to measure solar irradiance on a planar surface. In some embodiments, sensor 808 may include a lightning detector. The lightning detector may be configured to detect and measure lightning produced by thunderstorms. In some embodiments, sensor 808 may include a present weather sensor (PWS). The PWS may be configured to detect the presence of hydrometeors and determine their type and intensity. Hydrometeors may include a weather phenomenon and/or entity involving water and/or water vapor, such as, but not limited to, rain, snow, drizzle, hail and sleet. In some embodiments, sensor 808 may include an inertia measurement unit (IMU). The IMU may be configured to detect a change in specific force of a body.

In one or more embodiments, sensor 808 may include a local sensor. A local sensor may be any sensor mounted to aircraft 804 that senses objects or phenomena in the environment around aircraft 804. Local sensor may include, without limitation, a device that performs radio detection and ranging (RADAR), a device that performs lidar, a device that performs sound navigation ranging (SONAR), an optical device such as a camera, electro-optical (EO) sensors that produce images that mimic human sight, or the like. In one or more embodiments, sensor 808 may include a navigation sensor. For example, and without limitation, a navigation system of aircraft 804 may be provided that is configured to determine a geographical position of aircraft 804 during flight. The navigation may include a Global Positioning System (GPS), an Attitude Heading and Reference System (AHRS), an Inertial Reference System (IRS), radar system, and the like.

In one or more embodiments, sensor 808 may include electrical sensors. Electrical sensors may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. In one or more embodiments, sensor 808 may include thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTD’s), semiconductor based integrated circuits (IC), a combination thereof or another undisclosed sensor type, alone or in combination. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within sensor 808, may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or another scale alone or in combination. The temperature measured by

71 Attorney Docket No. 1024-088PCT1 sensors may comprise electrical signals which are transmitted to their appropriate destination wireless or through a wired connection.

In one or more embodiments, sensor 808 may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscope. System 800 may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described in this disclosure, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect phenomenon is maintained. Sensor 808 may be configured to detect pilot input from pilot control and/or controller 812. In one or more embodiments, a pilot control may include buttons, switches, or other binary inputs in addition to, or alternatively than digital controls about which a plurality of inputs may be received. Pilot control may be configured to receive pilot input. Pilot input may include a physical manipulation of a control like a pilot using a hand and arm to push or pull a lever, or a pilot using a finger to manipulate a switch. Pilot input may include a voice command by a pilot to a microphone and computing system consistent with the entirety of this disclosure. One of ordinary skill in the art, after reviewing the entirety of this disclosure, would appreciate that this is a non-exhaustive list of components and interactions thereof that may include, represent, or constitute, at least aircraft command. A pilot control may include a throttle lever, inceptor stick, collective pitch control, steering wheel, brake pedals, pedal controls, toggles, joystick. One of ordinary skill in the art, upon reading the entirety of this disclosure would appreciate the variety of pilot input controls that may be present in an electric aircraft consistent with the present disclosure. Inceptor stick may be consistent with disclosure of inceptor stick in U.S. Pat. App. Ser. No. 17/001,845 and titled “A HOVER AND THRUST

72 Attorney Docket No. 1024-088PCT1 CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety. Collective pitch control may be consistent with disclosure of collective pitch control in U.S. Pat. App. Ser. No. 16/929,206 and titled “HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety. The manipulation of a pilot control may constitute an aircraft command. A pilot control may be physically located in the cockpit of an aircraft or remotely located outside of the aircraft in another location communicatively connected to at least a portion of the aircraft. “Communicatively connected”, for the purposes of this disclosure, is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit; communicative connecting may be performed by wired or wireless electronic communication, either directly or by way of one or more intervening devices or components. In an embodiment, communicatively connecting includes electrically coupling an output of one device, component, or circuit to an input of another device, component, or circuit. Communicatively connecting may be performed via a bus or other facility for intercommunication between elements of a computing device. Communicatively connecting may include indirect connections via “wireless” connection, low power wide area network, radio communication, optical communication, magnetic, capacitive, or optical coupling, or the like.

With continued reference to FIG. 8, system 800 includes sensor 808 communicatively connected to aircraft 804. Sensor 808 is configured to detect a measured state datum 828, such as geographical datum 820. A “measured state datum”, for the purposes of this disclosure, is one or more elements of data representing actual motion, forces, moments, and/or torques acting on the aircraft and/or describing an environmental phenomenon in the real world. For example, and without limitation, measure state datum may include a current velocity of aircraft 804. Geographical datum may be one or more elements of data representing the physical position and/or orientation of an aircraft. For example, and without limitation, geographical datum may include a pitch angle of aircraft 804.

With continued reference to FIG. 8, a measured state datum 828 includes an inertial measurement unit. An “inertial measurement unit”, for the purposes of this disclosure, is an electronic device that measures and reports a body’s specific force, angular rate, and orientation

73 Attorney Docket No. 1024-088PCT1 of the body, using a combination of accelerometers, gyroscopes, and magnetometers, in various arrangements and combinations.

With continued reference to FIG. 8, controller 812 may receive geographical datum 820 from sensor 808. Embodiments may include a plurality of sensors in the form of individual sensors or a sensor working individually. Sensor 808 may include a plurality of independent sensors, where any number of the described sensors may be used to detect any number of physical or electrical phenomenon associated with aircraft 804. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of sensor 808 to detect phenomenon may be maintained.

Still referring to FIG. 8, sensor 808 may be communicatively connected to a processor, pilot control, and/or a controller, such as a controller 812 so that sensor 808 may transmit and/or receive signals. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. In one or more embodiments, controller 812 may retrieve a desired yaw of aircraft 804. For example, and without limitation, controller 812 may retrieve a desired yaw from a database. In another example, and without limitation, a desired yaw may be designated by a user, such as a pilot or an operator. A desired yaw may include a desired movement of an aircraft about a yaw axis, such that a desired yaw will alter the direction the aircraft is pointing, or the heading of the aircraft. For example, and without limitations, a desired yaw may be received from a pilot input, where the pilot input may include a collective, inceptor, foot bake, steering and/or control wheel, control stick, pedals, throttle levers, or the like. In one or more embodiments, controller 812 may be a proportional-integral- derivative (PID) controller. In some embodiments, controller 812 may be a processor or a computing device. In other embodiments, controller 812 may include a processor, which is described further below. In other embodiments, controller 812 may be a flight controller 812, which is described further below.

74 Attorney Docket No. 1024-088PCT1 Still referring to FIG. 8, controller 812 may determine or receive geographical datum 820 from sensor 808. For instance, and without limitation, geographical datum 820 may include a current position of aircraft 804 (also referred to in this disclosure as a “current aircraft position”). A current aircraft position may include a geographical moment of aircraft 804. For example, and without limitations, current position of aircraft 804 may include a geographical location and/or an orientation of aircraft 804. A current aircraft location may include any data describing a geographical moment of aircraft 804 at present time. Current aircraft location may be continually received by controller 812 so that the geographical moment of aircraft 804 is always known by controller 812 or a user, such as a pilot. In one or more embodiments, a current aircraft position may be provided by, for example, a global positioning system (GPS).

With continued reference to FIG. 8, controller 812 may be configured to generate, as a function of sensor datum, at least an aircraft command 840. In one or more embodiments, aircraft command 840 may be an attitude command. Aircraft command may include a command datum that is transmitted to a flight component, such as one or more propellers. An “aircraft command”, for the purposes of this disclosure, is an electronic signal representing at least an element of data correlated to pilot and/or controller 812 input representing a desired operation of a flight component of an aircraft. Aircraft command 840 may be a signal to change the heading or trim of electric aircraft 804. Aircraft command 840 may be a signal to change an aircraft’s pitch, roll, yaw, or throttle. Aircraft trajectory is manipulated by one or more flight components, such as control surfaces, and propulsors working alone or in tandem consistent with the entirety of this disclosure. “Pitch”, for the purposes of this disclosure refers to an aircraft’s angle of attack, that is the difference between the aircraft’s nose and the horizontal flight trajectory. For example, an aircraft pitches “up” when its nose is angled upward compared to horizontal flight, like in a climb maneuver. In another example, the aircraft pitches “down”, when its nose is angled downward compared to horizontal flight, like in a dive maneuver. “Roll” for the purposes of this disclosure, refers to an aircraft’s position about its longitudinal axis, that is to say that when an aircraft rotates about its axis from its tail to its nose, and one side rolls upward, like in a banking maneuver. “Yaw”, for the purposes of this disclosure, refers to an aircraft’s turn angle, when an aircraft rotates about an imaginary vertical axis intersecting the center of the earth and the fuselage of the aircraft. “Throttle”, for the purposes of this disclosure, refers to an aircraft

75 Attorney Docket No. 1024-088PCT1 outputting an amount of thrust from a propulsor. Aircraft command 840 may include an electrical signal. Aircraft command 840 may include mechanical movement of any throttle consistent with the entirety of this disclosure. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sine function, or pulse width modulated signal. At least a sensor may include circuitry, computing devices, electronic components or a combination thereof that translates pilot input into at least an aircraft command configured to be transmitted to another electronic component.

Still referring to FIG. 8, controller 812 may include a processor. A processor may include an artificial intelligence configured to process datum from sensor 808. In some embodiments, the processor may include a machine-learning model configured to process datum from sensor 808 or pilot input. A processor may be configured to output an optimal flight trajectory to flight controller 812 of electric aircraft 804. An optimal flight trajectory may include a flight plan and/or maneuver to compensate for experienced. A wind-compensated flight trajectory such as optimal flight trajectory may include a function of aerodynamics and propulsion systems of aircraft 804. For example, a function of thrust coefficients may be included, as discussed further below in this disclosure. In one or more embodiments, a processor may be in communication with controller 812. In some embodiments, a processor may be configured to transmit data to controller 812. In some embodiments, data may include a flight plan, flight commands, flight alerts, and/or environmental data, such as geographical datum 820. In some embodiments, controller 812 may be in communication with sensor 808. Thus, controller 812 may update flight controls, plans, and projected trajectory of electric aircraft 804 based on data from sensor 808. In some embodiments, controller 812 may update flight controls, plans, and projected trajectory of electric aircraft 804 based on an outside input, such as a user input.

In some embodiments, and with continued reference to FIG. 8, controller 812 may be configured to determine one or more sequences in an optimal flight trajectory of electric aircraft 804. For example, and without limitations, controller 812 utilizes a plant model to determine an optimal flight trajectory of aircraft 804, as discussed further below. In some embodiments, an optimal flight trajectory may include a plurality of parameters. The plurality of parameters of the

76 Attorney Docket No. 1024-088PCT1 optimal trajectory may include, but is not limited to, current position of aircraft 804 and desired position of aircraft 804, such as desired yaw. In some embodiments, a controller may be positioned in an external computing system. In some embodiments, an external computing system may receive data from sensor 808; thus, controller may send an optimal flight trajectory to electric aircraft 804. For example, and without limitation, controller 812 may send an optimal flight trajectory to electric aircraft 804 wirelessly.

With continued reference to FIG. 8, controller 812 may perform one or more mathematical operations, manipulations, arithmetic, machine-learning, or a combination thereof on one or more elements of data. Controller 812 may be designed to provide a linear approximation of a nonlinear system. Linearization is a linear approximation of a nonlinear system that is valid in a small region around an operating point. Linearization may be employed in higher order systems such that inputs and outputs may be more easily controlled using a control loop. For example, and without limitations, linearization can be used with feedforward control, open loop control, feedback control, among others, alone or in combination.

With continued reference to FIG. 8, system 800 includes plant model 832, which is configured to generate an optimal desired flight trajectory datum 836 for wind compensation and as a function of a desired yaw and geographical datum 820 from sensor 808. Plant model 832 includes a mathematical model, such as a matrix, as discussed further below in this disclosure. A “plant model”, for the purposes of this disclosure, is a component of control theory which includes a process and an actuator. A plant is often referred to with a transfer function which indicates the relation between an input signal and the output signal of a system without feedback, commonly determined by physical properties of the system. In a system with feedback, as in illustrative embodiments described in this disclosure, a plant still has the same transfer function, but a control unit and a feedback loop, which possess their own transfer functions, are added to the system. Plant model 832 may include one or more computer models representing rigid body mechanics, rigid body dynamics, or a combination thereof. A “rigid body”, for the purposes of this disclosure, is a solid body in which deformation is zero or so small it can be neglected. For example, the distance between any two given points on a rigid body remains constant in time regardless of the external forces or moments exerted on it. Additionally, a rigid body is usually

77 Attorney Docket No. 1024-088PCT1 considered as a continuous distribution of mass. The position, kinematic, and kinetic quantities describing the motion of a rigid body include linear and angular components, respectively.

With continued reference to FIG. 8, plant model 832 is configured to generate flight trajectory datum 836. A “flight trajectory datum”, for the purposes of this disclosure, is one or more elements of data representing desired moments used for wind compensation by altering an aircraft’s heading and/or orientation. Desired moments may include a yaw moment, roll moment, rotation transformation model, and/or a pitch moment. Flight trajectory datum 836 may be generated to provide angle of attack (AoA). An “angle of attack”, for the purposes of this disclosure, is the relative angle between a reference line on a body, and the vector representing the relative motion between the body and the fluid through which it is moving. In other words, angle of attack, is the angle between the body’s reference line and the oncoming flow. The reference line may include the farthest two points on the rigid body such that the line approximates the length of the rigid body. For example, and without limitation, a reference line may be a longitudinal central axis of aircraft 804, such as central axis 904 of FIG. 9.

Still referring to FIG. 8, a plant model 832 may include a mathematical problem, including matrices, to provide an optimal flight trajectory based on geographical datum 820 from sensor. In a non-limiting example, plant model 832 may predict an optimal trajectory that follows a path through windy weather.

In one or more embodiments, solving a pitch moment model comprises using a linear program to yield a desired pitch moment. In one or more embodiments, pitch moment model, roll moment model, and rotational transformation model may be formulated as a linear objective function, which controller 812 may optimize using a linear program. A “linear program,” as used in this disclosure, is a program that optimizes a linear objective function, given at least a constraint. A linear program may be referred to without limitation as a “linear optimization” process and/or algorithm. For instance, in non-limiting illustrative examples, a given constraint might be a pitch moment, and a linear program may use a linear objective function to calculate desired pitch of a current aircraft based on the limit.

System 800 of method of wind compensation may include sequentially solving, by controller 812, a plant model matrix as a function of a desired yaw and a current aircraft position, where sequentially solving includes: solving a pitch moment model, a roll moment model, a

78 Attorney Docket No. 1024-088PCT1 rotational transformation model, and a yaw moment model. Plant model 832 includes the mathematical representation:

■ L

where y lx. The terms Tim and -Tim are thrust coefficients (with a time-varying parameter of 9.81 m/s²), where Zis thrust and m is a mass of the aircraft. The term f(y ) is a function of yaw. The terms -bx/m and -b_y/m are damping coefficients, where b is a damping constant (shown in equation (2) below). In one or more embodiments, system identifications - 1/T_V,

may be used to solve for remaining coefficients and include model parameters such as

(a time constant), co_n (a natural frequency), and C, (a damping ratio). The variables (p and represent a roll moment, where (p is the roll rate of the aircraft and ip is the roll acceleration of the aircraft. The variables 0 and 0 represent a pitch moment, where 0 is the pitch rate of the aircraft and 0 is the pitch acceleration of the aircraft. The variable p represents a yaw moment, where ip is a yaw acceleration. Furthermore, x is a velocity of the aircraft along the x-axis and x is an acceleration of the aircraft along the x-axis, and y is a velocity of the aircraft along the y-axis and y is the acceleration of the aircraft along

79 Attorney Docket No. 1024-088PCT1 the y-axis. In one or more embodiments, damping coefficients -bx/m and -b_y/m may be linearized at low airspeeds.

In one or more embodiments, North may be represented by an x ’-axis, East may be represented by a y ’-axis, and down (toward the ground) may be represented by a z ’-axis. In one or more embodiments, plant model 832 includes mathematical optimization problem (1) that must be solved for coefficients. In one or more embodiments, x and j' are endpoint coordinates of a vector. For example, and without limitation, x and y include a local aircraft coordinate system, such as a current aircraft position. Plant model 832 may include local coordinates (x ). In one or more embodiments, x ’ and y ’ include a reference coordinate system, where (x y ’) represent a desired position of aircraft 804 to compensate for wind forces experienced for aircraft 804.

In one or more embodiments, North may be represented by the x-axis, East may be represented by the -axis, and down (toward the ground) may be represented by the z-axis. In one or more embodiments, “yaw angle xy” may be an angle between north and the projection of central axis 904 (shown in FIG. 10) of aircraft 804 onto a horizontal plane; “pitch angle may be an angle between longitudinal axis 1004 of aircraft 804 and horizontal plane; and “roll angle may be a rotation about longitudinal axis 904 of aircraft 804. Desired position of aircraft 804 may be represented in terms of coordinates (x y ’), while the plant model 832 is in local coordinates. In one or more embodiments, a local translation x may be coupled to pitch, and a local translation may be coupled to roll. In one or more embodiments, yaw rotation transformation may apply to pitch-and-roll-induced translation terms.

When using a traditional rotation matrix, the mapping of translation expressed in local aircraft coordinates to a position in reference coordinates results in pitch no longer mapping to translations exclusively along an x ’ coordinate. Furthermore, GPS data will likely not agree with the model states because the axes are not aligned.

As shown in equation (1), a rotation matrix is included in plant model 832.

In one or more embodiments, the plant model may work effectively when yaw is zero, as shown in equation (2):

80 Attorney Docket No. 1024-088PCT1

A desired yaw may include the desired movement of the electric aircraft around the yaw axis, such that desired yaw will alter the direction the electric aircraft is pointing. A desired yaw may be received from a pilot input, wherein the pilot input may include a collective, inceptor, foot bake, steering and/or control wheel, control stick, pedals, throttle levers, and the like. The current aircraft location may include any data describing the electric aircraft’s geographic moment in that exact moment in time. The current aircraft location may be continually received, such that the geographic location of the electric aircraft is always known. In one or more embodiments, optimization problem of plant model 832 may be solved when yaw rate is set to zero. For example, and without limitations, when 0 = 0, equation (1) is reduced to the equation shown in equation (2),

In one or more embodiments, flight trajectory datum 836 may include a pitch moment, roll moment, yaw moment, and rotational transformation required to execute a flight plan, specific maneuver, flight path, and the like, to compensate for wind forces experienced by aircraft 804.

81 Attorney Docket No. 1024-088PCT1 Plant model 832 may be solved as a function of a desired yaw and a current aircraft position, where the following a sequentially solved: the pitch movement model, the roll moment model, a rotational transformation model, and a yaw moment model.

In one or more embodiments, mathematical problem of plant model 832 may be used to solve for a desired pitch moment. For the purposes of this disclosure, a “desired pitch moment” is an optimal pitch an aircraft must have to maintain a desired trajectory. In one or more embodiments, a pitch moment model may include a linear program. For instance, and without limitation, a linear program may be utilized to yield a desired amount of pitch moment.

In one or more embodiments, mathematical problem of plant model 832 may be used to solve for a desired roll moment. For example, and without limitation, desired roll moment may be a function of a desired pitch moment. In one or more embodiments, a roll moment model may include a linear program. For the purposes of this disclosure, a “desired roll moment” is an optimal roll an aircraft must have to maintain a desired trajectory. For instance, and without limitation, a linear program may be utilized to yield a desired amount of roll moment.

In one or more embodiments, mathematical problem of plant model 832 may be used to solve for a desired rotational transformation. For example, and without limitation, desired rotational transformation may be solved relative to a desired yaw moment. For instance, and without limitation, a linear program may be utilized to yield a desired amount of rotational transformation, such that the rotational transformation is solved relative to yaw rotation. In one or more embodiments, desired rotational transformation may be solved relative to a desired yaw moment. In one or more embodiments, rotational transformation model may be a linear program. For instance, and without limitation, a linear program may be utilized to yield a desired amount of rotational transformation, such that the rotational transformation is solved relative to yaw rotation.

In one or more embodiments, mathematical problem of plant model 832 may be used to solve for a desired yaw moment model. For the purposes of this disclosure, a “desired yaw moment” is an optimal yaw an aircraft must have to maintain a desired trajectory. Solving a yaw moment model may include utilizing a linear program, to yield a desired amount of yaw moment as a function of the desired amount of pitch moment, the desired amount of roll moment, and the desired amount of rotational transformation previously solved for, as described above.

82 Attorney Docket No. 1024-088PCT1 After sequentially solving each moment, controller 812 may generate an optimal flight trajectory to compensate for wind. For instance, and without limitations, optimal flight trajectory datum may include a required pitch moment, a roll moment, a yaw moment, and a rotational transformation required to execute a flight plan, specific maneuver, flight path, and the like.

Now referring to FIG. 9, a diagrammatic representation of an exemplary aircraft 804 and a corresponding trajectory are shown. In one or more embodiments, x and y include a current aircraft coordinate system, such as a current aircraft position. Plant model 832 may include local coordinates (x, ), to solve for a desired pitch moment, roll moment, rotational transformation, and yaw moment. In one or more embodiments, x ’ and j' ’ include a reference coordinate system, where (x y ’) represent a desired position of aircraft 804 to compensate for experience wind forces.

FIG. 10 shows a flow chart illustrating a method 1000 for wind compensation of an aircraft executed by controller 812 of system 800. As shown in block 1005, method 1000 includes receiving, from sensor 808, geographical datum 820. As previously mentioned in this disclosure, geographical datum may include a location, position, orientation, or the like of an aircraft. Sensor 808 may then transmit detected geographical datum 820 to controller 812. Sensor 808 may include, for example, an altimeter that may include a sonic, radar, and/or Global Positioning System (GPS) altimeter, which may provide geographical datum 820, such as location and/or orientation datum, of aircraft 804 to controller 812. Additionally, other sensors of sensor 808 may be used to provide similar or the same datum. For example, a gyroscope or accelerometer may provide datum regarding current aircraft position to controller 812, as discussed in this disclosure.

As shown in block 1010, method 1000 includes receiving from a user a desired yaw. For example, and without limitations, controller 812 may receive a desired yaw from a user. A desired yaw may include a desired movement of an aircraft about a yaw axis, such that a desired yaw will alter the direction the aircraft is pointing, or the heading of the aircraft. For example, and without limitations, a desired yaw may be received from a pilot input, where the pilot input may include a collective, inceptor, foot bake, steering and/or control wheel, control stick, pedals, throttle levers, or the like.

83 Attorney Docket No. 1024-088PCT1 As shown in block 1020, method 1000 includes generating an optimal flight trajectory of electric aircraft 804. The method of generating an optimal flight trajectory includes sequentially solving, by controller 812, plant model matrix 832 as a function of a desired yaw and a current aircraft position, as discussed previously in this disclosure. In one or more embodiments, sequentially solving includes: solving a pitch moment model, a roll moment model, a rotational transformation model, and a yaw moment model. In one or more embodiments, solving a pitch moment model includes using a linear program to yield a desired amount of pitch. Then, solving a roll moment model may include using a linear program to yield a desired amount of roll moment as a function of the desired amount of pitch moment previously solved for. Next, solving a rotational transformation model may include using linear program to yield a desired amount of rotational transformation, where the rotational transformation is solved relative to a yaw rotation., which may be a linear program. This may include utilizing a linear program to yield the desired amount of rotational transformation, such that the rotational transformation is solved relative to yaw rotation. Lastly, solving a yaw moment model may include utilizing a linear program, to yield a desired amount of yaw moment as a function of the desired amount of pitch moment, the desired amount of roll moment, and the desired amount of rotational transformation. In one or more embodiments, an aircraft command may then be generated by controller 812 and transmitted to a flight component of aircraft 804 so that aircraft 804 may obtain and/or maintain an optimal flight trajectory despite wind forces experienced by aircraft 804.

At a high level, aspects of the present disclosure are directed to systems and methods to control gain of an electric aircraft. More specifically, the present disclosure may be used to execute a landing flare by an electric aircraft using gain scheduling. Conventionally, gains remain the same for the duration of an operation. However, electric aircrafts, such as drones, have complex operations that make solely using a linear control method challenging. Therefore, gain scheduling may be utilized with mobile structures, such as electrical vehicles, which experience changing plant dynamics during system operations since gain scheduling is an effective approach with gradual adaptation of a control system. Instead of being restricted to a linear control method, such as with use of a single proportional-integral-derivative (PID) controller, gain scheduling allows for control of nonlinear processes of a system. Thus, the

84 Attorney Docket No. 1024-088PCT1 present disclosure provides a system and methods for controlling gain of an electric aircraft using a generated gain schedule.

In one or more embodiments, input to control gains includes lift throttle. For example, and without limitation, propellers of a drone may spin to generate lift, where the spin speed of the propellers is controlled by an operator input. In other embodiments, if the electric vehicle is entirely autonomous, then input to control gains may include airspeed. In one or more embodiments, a sensor may be used to detect various operation characteristics of electric vehicle. For example, and without limitation, an inertial measurement unit may be used to measure a rotational translation of electric aircraft about its center of gravity, such as the pitch, roll, and yaw of electric aircraft 1116. An attitude change during deceleration may be made. For example, during flight, an electric aircraft may pitch up to decrease the speed of the aircraft as the altitude of the aircraft decreases (i.e. flaring). Such a maneuver is beneficial for a drone since less lift is required as the drone descends, which makes a handoff to multicopter mode easier due to a lowered airspeed and reduced vibrations from the motors. This allows for a softer landing. For example, if a drone is delivering a package and/or parcel.

In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to orientations as illustrated for exemplary purposes in FIG. 3. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply embodiments of the inventive

85 Attorney Docket No. 1024-088PCT1 concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

Now referring to FIG. 11, a block diagram of an exemplary embodiment of a system 1100 to control gains for an electric aircraft is shown in accordance with one or more embodiments of the present disclosure. In one or more embodiments, system 1100 includes a controller 1108. In one or more embodiments, system 1100 may also include a sensor 1104 that is communicatively connected to controller 1108. In one or more embodiments, sensor 1104 may be configured to obtain a measurement datum 1112 of an electric aircraft 1116. For the purposes of this disclosure, a “measurement datum” is an electronic signal representing an information and/or a parameter of a detected electrical and/or physical phenomenon correlated with an electric aircraft operation. For example, and without limitation, a measurement datum 1112 may include a lift throttle of electric aircraft 1116. In another example, and without limitation, measurement datum 1112 may include an airspeed of electric aircraft 1116. In one or more embodiments, an airspeed sensor may be used to detect an airspeed characteristic of electric aircraft 1116. For example, an airspeed sensor may include a pitot tube, a temperature sensor, and or a pressure sensor to obtain information regarding an airspeed of electric aircraft 1116. In one or more embodiments, measurement datum 1112 may be transmitted by sensor 1104 to controller 1108 so that controller 1108 may receive measurement datum 1112, as discussed further in this disclosure. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information related to the detection. For

86 Attorney Docket No. 1024-088PCT1 instance, and without limitation, sensor 1104 may detect an input 1128. Input 1128 may be from operator control 1132, electric aircraft 1116, environmental characteristics, and the like. In one or more embodiments, the information detected by sensor 1104 may be transmitted in the form of an output sensor signal. For example, and without limitation, a sensor may transduce a detected phenomenon, such as and without limitation, a pitch angle of an electric aircraft, into a sensed signal.

Still referring to FIG. 11, in one or more embodiments, sensor 1104 may receive an input 1128 from electric aircraft 1116. Thus, sensor 1104 may detect a plurality of characteristics about electric aircraft 1116. For example, and without limitation, operation characteristics of electric aircraft 1116 may be detected by sensor 1104 that include position, orientation, geographical location, airspeed, and the like. In one or more embodiments, and without limitation, sensor 1104 may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, airspeed sensors, throttle position sensors, and the like. Sensor 1104 may be a contact or a non-contact sensor. For example, and without limitation, sensor 1104 may be connected to electric aircraft 1116. In other embodiments, sensor 1104 may be remote to electric aircraft 1116. Sensor 1104 may be communicatively connected to controller 1108, which may include a computing device, processor, pilot control, control circuit, and/or flight controller so that sensor 1104 may transmit/receive signals to/from controller 1108, respectively. Signals, such as signals of sensor 1104 and controller 1108, may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. As used herein, “communicatively connected” is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit.

In one or more embodiments, sensor 1104 may include an inertial measurement unit (IMU). In one or more embodiments, an IMU may be configured to detect a change in specific force of a body. An IMU may include an accelerometer, a gyro sensor, a magnetometer, an E-

87 Attorney Docket No. 1024-088PCT1 compass, a G-sensor, a geomagnetic sensor, and the like. An IMU may be configured to measurement datum 1112. Obtaining measurement datum 1112 may include the IMU detecting an aircraft angle. Measurement datum 1112 may include a desired attitude or rate of attitude change. An aircraft angle may include any information about the orientation of the aircraft in three-dimensional space such as pitch angle, roll angle, yaw angle, or some combination thereof. In non-limiting examples, an aircraft angle may use one or more notations or angular measurement systems like polar coordinates, Cartesian coordinates, cylindrical coordinates, spherical coordinates, homogenous coordinates, relativistic coordinates, or a combination thereof, among others.

With continued reference to FIG. 11, in one or more embodiments, sensor 1104 and/or controller 1108 may be configured to obtain a performance datum 1156. A “performance datum,” for the purposes of this disclosure, is an element or signal of data that represents physical parameters of individual actuators and/or flight components of an electric aircraft. Performance datum 1156 may include a measured torque parameter that may include the remaining vehicle torque of a flight component among a plurality of flight components. A “measured torque parameter,” for the purposes of this disclosure, refer to a collection of physical values representing a rotational equivalence of linear force. A person of ordinary skill in the art, after viewing the entirety of this disclosure, would appreciate the various physical factors in measuring torque of an object. Remaining vehicle torque may include torque available at each of a plurality of flight components at any point during an aircraft’s entire flight envelope, such as before, during, or after a maneuver. For example, and without limitation, torque output may indicate torque a flight component must output to accomplish a maneuver; remaining vehicle torque may then be calculated based on one or more of flight component limits, vehicle torque limits, environmental limits, or a combination thereof. Vehicle torque limit may include one or more elements of data representing maxima, minima, or other limits on vehicle torques, forces, attitudes, rates of change, or a combination thereof. Vehicle torque limit may include individual limits on one or more flight components, structural stress or strain, energy consumption limits, or a combination thereof. Remaining vehicle torque may be represented, as a non-limiting example, as a total torque available at an aircraft level, such as the remaining torque available in any plane of motion or attitude component such as pitch torque, roll torque, yaw torque, and/or lift torque.

88 Attorney Docket No. 1024-088PCT1 Controller 1108 may mix, refine, adjust, redirect, combine, separate, or perform other types of signal operations to translate pilot desired trajectory into aircraft maneuvers. In a nonlimiting embodiment a pilot may send a pilot input at a press of a button to capture current states of the outside environment and subsystems of the electric aircraft to be displayed onto an output device in operator view. The captured current state may further display a new focal point based on that captured current state. Controller 1108 may condition signals such that they can be sent and received by various components throughout the electric vehicle.

Sensor 1104 may include a plurality of sensors that may be configured to measure, detect, and/or sense a change in an atmosphere. In some embodiments, sensor 1104 may include one or more motion sensors. Motion sensors may be selected to detect motion in three directions spanning three dimensions. For instance, and without limitation, a set of three accelerometers may be configured or arranged to detect acceleration in three directions spanning three dimensions, such as three orthogonal directions, or three gyroscopes may be configured to detect changes in pitch spanning three dimensions, such as may be achieved by three mutually orthogonal gyroscopes. Sensor 1104 may include one or more environmental sensors, including without limitation sensors for detecting wind, speed, temperature, or the like.

Sensor is configured to obtain measurement datum 1112 of electric aircraft 1116, which may include a speed, acceleration, an orientation, a position, or the like, of electric aircraft 1116 and/or of a flight component of electric aircraft 1116. For example, and without limitation, measurement datum 1112 may include a current position, a current pitch angle, a current yaw angle, a current roll angle, or the like, of each rotor of electric aircraft 1116.

In one or more embodiments, sensor 1104 may include a navigation system. For example, and without limitation, sensor 1104 may include a satellite navigation system such as a global positioning system (GPS), a Galileo positioning system or a global navigation satellite system (GLONASS), an assisted global positioning system (AGPS), or the like, to assist with obtaining a geographical position of a flight component and/or electric aircraft 1116. In some embodiments, sensor 1104 may include an altimeter. An altimeter may be configured to measure an altitude. In some embodiments, an altimeter may include a pressure altimeter. In other embodiments, an altimeter may include a sonic, radar, and/or Global Positioning System (GPS) altimeter. Sensor 1104 may include an anemometer. The anemometer may be configured to

89 Attorney Docket No. 1024-088PCT1 detect a wind speed. In some embodiments, the anemometer may include a hot wire, laser doppler, ultrasonic, and/or pressure anemometer. In some embodiments, the altimeter may be configured to detect an altitude of an electric aircraft.

In one or more embodiments, sensor 1104 may include electrical sensors. Electrical sensors may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. Electrical sensors may include separate sensors to measure each of the previously disclosed electrical characteristics such as a voltmeter, ammeter, and ohmmeter.

In one or more embodiments, sensor 1104 may include a plurality of sensors in the form of individual sensors or a sensor working individually. A sensor may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical and/or electrical quantities associated with an aircraft subsystem. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of sensor 1104 to detect phenomenon may be maintained. In a nonlimiting example, a user may alter aircraft usage pursuant to sensor readings.

Still referring to FIG. 11, sensor 1104 may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described in this disclosure, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with electric aircraft 1116. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed,

90 Attorney Docket No. 1024-088PCT1 so that in the event one sensor fails, the ability to detect phenomenon is maintained and in a nonlimiting example, a user alter aircraft usage pursuant to sensor readings. At least a sensor may be configured to detect pilot input 1136 from at least pilot control 1132. An operator control 1132 may generate an operator input 1136. For example, and without limitation, operator control 1132 may include a collective input. In another example, and without limitation, an operator control 1132 may include an inceptor stick, for example, that translates a desired action of an operator into electrical signals to, for example, flight components 1140, which move in a way that manipulates a fluid medium, like air, to accomplish the operator’s desired maneuver. Operator control 1132 may include a throttle lever, inceptor stick, collective pitch control, steering wheel, brake pedals, pedal controls, toggles, joystick. One of ordinary skill in the art, upon reading the entirety of this disclosure would appreciate the variety of pilot input controls that may be present in an electric aircraft consistent with the present disclosure. Inceptor stick may be consistent with disclosure of inceptor stick in U.S. Pat. App. Ser. No. 17/001,845 and titled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety. Collective pitch control may be consistent with disclosure of collective pitch control in U.S. Pat. App. Ser. No. 16/929,206 and titled “HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which is incorporated herein by reference in its entirety.

Still referring to FIG. 11, system 1100 includes controller 1108, which is communicatively connected to sensor 1104. In one or more embodiments, controller 1108 is configured to receive real-time measurement datum 1112. Thus, measurement datum 1112 may be an input of controller 1108. For example, and without limitation, measurement datum 1112 may include a lift throttle of electric aircraft 1116 if electric aircraft 1116 is controlled by an operator, such as operator control 1132 that generates an operator input 1136. For example, and without limitation, an operator control may include a collective input. In one or more exemplary embodiments, an operator control 1132 may include an inceptor stick, for example, that translated a desired action of the pilot into electrical signals to, for example, flight components, which move in a way that manipulates a fluid medium, like air, to accomplish the operator’s desired maneuver. In another example, and without limitation, measurement datum 1112 may include an airspeed of electric aircraft 1116 if electric aircraft 1116 is automated. In another

91 Attorney Docket No. 1024-088PCT1 example, and without limitation, measurement datum 1112 may include an angle of electric aircraft, such as an angle of attack (AoA), and/or an angle of each rotor. In one or more embodiments, measurement datum 1112 may include operating conditions of plant dynamics, such as, for example, during operation of electric aircraft 1116, to attenuate parameter variation and uncertainties.

In one or more embodiments, controller 1108 may be communicatively connected to sensor 1104 and flight component 1140. For example, and without limitation, controller 1108 may be communicatively connected to a plurality of rotors 1144 of electric aircraft 1116. In one or more embodiments, controller 1108 may include a computing device (as discussed in FIG. 7), a flight controller (as discussed in FIG. 13), a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), and combination thereof, or the like. In one or more embodiments, controller 1108 is configured to generate aircraft command 1120 and thus execute all operations of flight component of electric aircraft 1116. In one or more embodiments, outputs from sensor 1104 or any other component present within system 1100 may be analog or digital. Onboard or remotely located controller 1108 may convert those output signals from sensor to a usable form by the destination of those signals. The usable form of output signals from sensors, through processor may be either digital, analog, a combination thereof, or an otherwise unstated form. Processing may be configured to trim, offset, or otherwise compensate the outputs of sensor. Based on sensor output, the processor can determine the output to send to downstream component. Processor can include signal amplification, operational amplifier (OpAmp), filter, digital/analog conversion, linearization circuit, current-voltage change circuits, resistance change circuits such as Wheatstone Bridge, an error compensator circuit, a combination thereof or otherwise undisclosed components.

Still referring to FIG. 11, controller 1108 is configured to determine an operating point 1124 of electric aircraft 1116 as a function of measurement datum 1112. For the purposes of this disclosure, an “operating point” is a current state of an operating condition of an electric aircraft. For instance, an operating point may include an orientation or airspeed of electric aircraft 1116 and/or individual flight components of electric aircraft 1116. For example, and without limitation, an operating point 1124 may be a specific numerical value representing an airspeed of electric aircraft 1116 in the case of electric aircraft being operated by automated means. In such

92 Attorney Docket No. 1024-088PCT1 as case, a measurement datum 1112 may include, for example, and without limitation, voltage datum, motion datum, flow measurement datum, air intake datum, and the like, which may be used by controller 1116 to determine operating point 1124. In another example, and without limitation, an operating point 1124 may be a specific numerical value representing a throttle input of an operator. Sensor 1104 may be configured to continuously detect measurement datum, do that controller 1108 may be configured to continuously determine an operating point 1124. As a result, system 1100 may remain stabilized at all times during operation.

Using gain scheduling, each operating point may be associated with a preconfigured operating range 1148. For the purposes of this disclosure, an “operating range” may be a set of numerical values having an upper limit and a lower limit that are associated with an operating condition of an electric aircraft. In one or more embodiments, operating ranges are representations of various process behaviors of electric aircraft 1116. In one or more embodiments, each range may be associated with a preconfigured gain control to create gain scheduling. For the purposes of this disclosure, a “gain scheduling” is an approach used for controlling dynamic, non-linear systems. In one or more embodiments, gain scheduling may be used to linearize and nonlinear plant model at different operating points and/or conditions. This allows the nonlinear system to remain stabilized and perform desirably at each operating point. In one or more embodiments, a family of linear controllers may be used in conjunction to create a non-linear approach so that each linear controller provides an appropriate control for each operating point of the non-linear system. For instance, and without limitation, a database and or an algorithm, such as a differential equation, may be used so that controller 1108 may determine the appropriate control gains for the given values of the scheduling variables, such as operating point 1124, to achieve a desired performance objective, such as a flaring. In one or more embodiments, a machine-learning model may be used to determine one or more operating ranges 1148 and corresponding operating points 1124. In one or more exemplary embodiments, and without limitation, a gain schedule may include a first operating range that allows electric aircraft to operate as programmed or as instructed by an operator. In another example, and without limitation, gain schedule may include a second operating range that, when an operating point falls within the second operating range, a subsystem of electric aircraft 1116 receives a corresponding aircraft command 1120 from controller 1108, as discussed further below in this

93 Attorney Docket No. 1024-088PCT1 disclosure. In one or more embodiments, an operating range 1148 may be range set by, for example, a user or by a database. In one or more embodiments, a machine-learning model may be implemented to determine an operating range and/or operating point as a function of at least measurement datum. Gain scheduling may be a continuous gain scheduling technique or discrete gain scheduling. For example, for sensor and/or actuator failures, methods may be switched between dynamical regimes.

Still referring to FIG. 11, controller 1108 is configured to adjust a gain control of electric aircraft 1116 as a function of operating point 1124 and operating range 1148. As previously mentioned in this disclosure, controller may utilize gain scheduling to determine a gain control. Gain scheduling is a method for the control of a nonlinear system. A gain-scheduled controller may be constructed by interpolating between a plurality of linear controllers to control gain of dynamic, nonlinear systems. More specifically, a gain-scheduled controller may include a plurality of linear controllers derived for a corresponding set of plant linearizations associated with several operating points. In one or more embodiments, exogenous factors may be measured in real time, and as a function of the real-time measurements, gain scheduling may be determined. Gain scheduling may also include linear parameter varying (LPV) and linear fractional transformations (LFT) approaches, which take into consideration time variation. Gain scheduling may include offline linearization, which includes a scheduling variable, or may include online scheduling, which may include a function based in operating conditions. Gain scheduling may compensate for nonlinear dynamics over a range of operating conditions of an electric aircraft, as previously mentioned. Thus, gain scheduling may be utilized with electric aircrafts with changing plant dynamics during system operations, since gain scheduling is an effective approach for gradual adaptation of a control system. Instead of being restricted to a linear control method, such as a proportional-integral-derivative (PID) controller, gain scheduling allows for control of nonlinear processes of a system. In one or more embodiments, gain scheduling may be linear. In other embodiments, gain scheduling may be curved.

Controller 1108 may utilize a machine-learning model that may predict and/or determine a gain schedule. The machine-learning model may be trained on a plurality of parameters and/or correlations therebetween, such as, but not limited to, airspeed, lift throttle, altitude, orientation, geographical location, and the like. In one or more embodiments, each parameter may be

94 Attorney Docket No. 1024-088PCT1 inputted into in the machine-learning model, where the machine-learning model may create a corresponding output, such as, for example, a corresponding gain control. For example, and without limitation, a specific airspeed may be an input, and a gain control altering the position of one or more flight component to adjust the orientation of the aircraft by a specific amount over a certain duration of time, such as pitching the aircraft nose upward and away from the ground, may be the output. A parameter may be inputted by a user, such as a user using a user interface such as a mobile device, aircraft display, tablet, laptop, and the like. In other embodiments, a parameter may be inputted by a sensor detecting the parameter in real-time, as described in this disclosure. In one or more embodiments, the inputs may be correlated with specific outputs using training data. For example, past flight maneuvers may be observed and stored in a memory component, such as a database, and used by machine-learning model to generate a gain schedule. The machine-learning model may be trained on a sequence of events that may take place in an optimal trajectory such as, but not limited to, a takeoff stage, a cruising stage, and a landing stage. The machine-learning model may be trained to prioritize one or more parameters in a plurality of parameters. In one embodiment, the machine-learning model may prioritize battery charge. In another embodiment, the machine learning model may prioritize throttle of electric aircraft 1116. In some embodiments, the machine-learning model may be trained with constraints on parameters. In some embodiments, the machine-learning model may be trained with weighted parameters.

In one or more embodiments, an adjustment of a gain of electric aircraft 1116 may include adjusting an attitude of electric aircraft 1116. For instance, and without limitation, an attitude change of electric aircraft 1116 may be made during deceleration of electric aircraft 1116. For example, and without limitation, a measurement datum 1112 may include a low airspeed. Controller 1108 may receive measurement datum 1112 and determine an operating point 1124, a specific airspeed or an acceleration of electric aircraft 1116, such as a decreasing airspeed during flight in preparation for a landing. The low airspeed of electric aircraft 1116 may fall within an operating range associated with a specific gain control, such as the movement of one or more flight components of electric aircraft 1116 further, so that aircraft pitches up, which naturally decreases the speed of electric aircraft 1116. For example, and without limitation, as the altitude of an aircraft decreases gain-scheduled controller 1108 may enable electric aircraft to 95 Attorney Docket No. 1024-088PCT1 pitch up to decrease the speed of the electric aircraft to allow for a gentle landing which may be useful for an aircraft containing damageable cargo. Such a maneuver may be beneficial for a drone since less lift is required as the drone descends, which makes a handoff to multicopter mode easier due to a lowered airspeed and reduced vibrations from the motors. This, thus, allows for a gentler landing, for example, in the case of a drone delivering a package.

In one or more embodiments, adjusting the control gain of electric aircraft 1116 includes transmitting an aircraft command 1120 to a flight component 1140 of electric aircraft 1116. Aircraft command 1120 may be an electrical signal configured to be transmitted to at least a portion of electric aircraft 1116, namely flight component of electric aircraft 1116, which is attached to electric aircraft 1116 so that flight component 1140 may manipulate a fluid medium to change the pitch, roll, yaw, or throttle of electric aircraft 1116 when moved. In one or more embodiments, controller 1108 may transmit a signal including aircraft command 1120 to a plurality of flight components of electric aircraft 1116. In one or more embodiments, aircraft command 1120 may include instructions for adjustment of attitude parameters of electric aircraft 1116. In one or more embodiments, aircraft command 1120 includes an attitude change during a deceleration of electric aircraft 1116. In one or more embodiments, an attitude change may include a landing flare maneuver. For the purposes of this disclosure, a “landing flare”, or a round out, is a maneuver or stage during a landing of an aircraft, where the nose of an electric aircraft is raised, slowing the descent rate of the electric aircraft and, therefore, creating a softer touchdown while the proper attitude is set for touchdown.

For instance, and without limitation, a rotor of electric aircraft 1116 may be adjusted based on received aircraft command 1120. For example, and without limitation, aircraft command 1120 may be received by an actuator or motor of flight component, which is then moved in response to received aircraft command 1120. In another example, and without limitation, a four-rotor drone may receive an aircraft command that instructs each rotor to move to a specific position.

In one or more embodiments, controller 1108 is communicatively connected to each actuator and/or flight component of electric aircraft 1116. In one or more embodiments, actuators of flight component may include a conversion mechanism configured to convert the electrical signal from controller 1108 to a mechanical movement of flight component. As a non-limiting

96 Attorney Docket No. 1024-088PCT1 example, controller 1108 may transmit signals to flight components via an electrical circuit connecting controller 1108 to flight components 1140. The circuit may include a direct conductive path from controller 1108 to flight components 1140 or may include an isolated connection, such as an optical or inductive connection. Alternatively, or additionally, controller 1108 may communicate with flight component using wireless communication, such as without limitation communication performed using electromagnetic radiation including optical and/or radio communication, or communication via magnetic or capacitive connection. Controller 1108 may be fully incorporated in aircraft or may be a remote device operating the aircraft remotely via wireless or radio signals, or may be a combination thereof, such as a computing device in the aircraft configured to perform some steps or actions described in this disclosure while a remote device is configured to perform other steps. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different forms and protocols of communication that may be used to communicatively connect controller 1108 to flight component 1140. In one or more embodiments, flight component 1140 may include an aerodynamic surface. In one or more exemplary embodiments, the aerodynamic surface may be an aileron, an edge slat, an elevator, a rudder, balance and anti-balance tabs, flaps, spoilers, a trim, or a mass balance. In other embodiments, flight component may include propulsors, and/or a propulsion system, such as a rotor or propeller.

With continued reference to FIG. 11, controller 1108 may include an outer loop controller. Outer loop controller may include one or more computing devices consistent with this disclosure and/or one or more components and/or modules thereof. Outer loop controller may be implemented using a microcontroller, a hardware circuit such as an FPGA, system on a chip, and/or application specific integrated circuit (ASIC). Outer loop controller may be implemented using one or more analog elements such as operational amplifier circuits, including operational amplifier integrators and/or differentiators. Outer loop controller may be implemented using any combination of the herein described elements or any other combination of elements suitable therefor. Outer loop controller may be configured to input one or more parameters, such as measurement datum 1112. Outer loop controller may periodically detect one or more errors between aircraft angles and commanded angles in any one of pitch, roll, yaw, or a combination thereof. For example, and without limitation, outer loop controller may detect the error between

97 Attorney Docket No. 1024-088PCT1 the commanded and detected aircraft angle and command flight component 1140 to reduce said error in one or more iterations. Outer loop controller may be closed by a PI controller with integral anti-windup via back-calculation. Additional logic is present to prevent integral windup while grounded on a not perfectly level surface. Gains may be reduced at large amplitude in order to reduce overshoot on large inputs. This excessive overshoot may be due in part to linear systems having constant percent overshoot, so at larger amplitudes, the absolute value of the overshoot becomes (potentially unacceptably) large. Additionally, on large step inputs, motor saturation (a nonlinear effect) may occur for extended periods of time and causes overshoot to increase. In extreme cases, the occurrence of motor saturation without any gain reduction may lead to unrecoverable tumbles. This gain reduction may be implemented as a (soft) rate command limit. In particular, this reduction may be given by the piecewise combination of a linear function and the square root function. Note that the input/output relationship may be monotonically increasing, so increased angle error or integral action always makes it through to the inner loop, even if the gain reduction may be engaged. For inputs less than the knee, set to 20 deg/s, the input may be not changed. Above the knee, the output may be given by sign(input) * sqrt(abs(input)*knee). The effective gain at any point to the right of the knee may be then given by sqrt(abs(input)*knee)/input. This gain decrease at large amplitudes has been shown in simulation to stabilize the vehicle when subject to inputs that would otherwise destabilize the vehicle into an unrecoverable tumble. For the vast majority of maneuvers, this soft rate limit may be set high enough to not be noticeable.

With continued reference to FIG. 11, outer loop controller may be configured to receive an input datum, such as measurement datum 1112and/or pilot input datum 1136, sensor 1104. Input datum represents the pilot’s desire to change an electric aircraft’s heading or power output. In one or more embodiments, input datum may be transmitted to one or more components from, for example, operator input 1136 to which it may be connected. Outer loop controller may include circuitry, components, processors, transceivers, or a combination thereof configured to receive and/or send electrical signals. Input datum and other inputs to this system may include pilot manipulations of physical control interfaces, remote signals generated from electronic devices, voice commands, physiological readings like eye movements, pedal manipulation, or a combination thereof, to name a few. Outer loop controller may include a proportional-integral-

98 Attorney Docket No. 1024-088PCT1 derivative (PID) controller. PID controllers may automatically apply accurate and responsive correction to a control function in a loop, such that over time the correction remains responsive to the previous output and actively controls an output. Controller 1108 may include damping, including critical damping to attain the desired setpoint, which may be an output to a propulsor in a timely and accurate way.

With continued reference to FIG. 11, outer loop controller is configured to receive at least an aircraft angle from sensor 1104, such as from an IMU, as previously described in this disclosure. Inertial measurement unit, as discussed, may be configured to detect at least an aircraft angle. Outer loop controller may include components, circuitry, receivers, transceivers, or a combination thereof configured to receive at least an aircraft angle in the form of one or more electrical signals consistent with the description herein. Outer loop controller is configured to generate rate setpoint as a function of at least an input datum. Controller may use an outer angle loop driving an inner rate loop to provide closed loop control with setpoints of desired pitch attitude, roll attitude, and yaw rate provided directly by the pilot. The outer (angle) loop provides a rate setpoint. Rate setpoint may include the desired rate of change of one or more angles describing the aircraft’s orientation, heading, and propulsion, or a combination thereof. Rate setpoint may include the pilot’s desired rate of change of aircraft pitch angle, consistent with pitch angles, and largely at least an aircraft angle in the entirety of this disclosure. Rate setpoint may include a measurement in a plurality of measurement systems including quaternions or any other measurement system as described herein.

With continued reference to FIG. 11, controller 1108 may include an inner loop controller. Inner loop controller may be implemented in any manner suitable for implementation of outer loop controller. The inner loop of the controller may be composed of a lead-lag filter for roll rate, pitch rate, and yaw rate, and an integrator that acts only on yaw rate. Integrators may be avoided on the roll and pitch rate because they introduce additional phase lag that, coupled with the phase lag inherent to slow lift fans or another type of one or more propulsors, limits performance. Furthermore, it may not be necessary to have good steady state error in roll and pitch rate, which an integrator helps achieve in yaw rate. A final component of the inner loop may include gain scheduling on lift lever input. As previously discussed, the only controller change between low-speed flight and fully wing-borne flight may be this gain scheduling. At

99 Attorney Docket No. 1024-088PCT1 anything above the assisted lift input corresponding to zero airspeed flight, the full requested moment from the inner loop may be sent to a mixer. At assisted lift levels lower than this, the requested moment from the inner loop may be multiplied by a gain that linearly decays to zero. The exact shape of this gain reduction may be open to change slightly. Experimentation in simulation has shown that anything between a square root function up to the IGE average torque setting and the linear map shown above works acceptably. Because the moment that can be generated by the control surfaces in pitch may be such a strong function of angle of attack, the relatively small difference in hover moment achieved between the linear and square root maps may be washed out by the angle of attack variation in a transition. At low lift lever input, the plane would have to have significant unpowered lift (and therefore airspeed) to not lose altitude. In this case, the control surface effectivity will be significant, and full moment production from the lift motors will not be necessary. When the lift lever may be all the way down, the lift motors may stop rotation and stow into a low drag orientation. Then, the only control authority comes from the aerodynamic control surfaces, and the plane controlled exclusively via manual pilot inputs. On transition out from vertical to cruise flight, the coordination and scheduling of control may be intuitive and straightforward. In a non-limiting example, during the transition in, or decelerating from an aborted takeoff, it may be important that the pilot not decrease assisted lift below a 15% average torque threshold in order to maintain aircraft control and not develop an unrecoverable sink rate when operating in certain airspeed regimes such as the transition regime. A mechanical detent may be installed in the lift lever, throttle, or any control input, to provide proprioceptive feedback when crossing this threshold which should occur operationally only during the terminal phases of a vertical landing.

With continued reference to FIG. 11, inner loop controller is configured to receive an aircraft angle rate. Inner loop controller may be configured to receive the rate setpoint from the outer loop controller. Inner loop controller is configured to generate a moment datum as a function of the rate setpoint. Moment datum may include any information describing the moment of an aircraft. Moment datum includes information regarding an operator’s desire to apply a certain moment or collection of moments on one or more portions of an electric aircraft, including the entirety of the aircraft.

100 Attorney Docket No. 1024-088PCT1 With continued reference to FIG. 11, inner loop controller may include a lead-lag-filter. Inner loop controller may include an integrator. The attitude controller gains are scheduled such that full gain authority may be only achieved when, for example, the assisted lift lever may be less than 50% torque, which corresponds to an amount less than a nominal torque required to support the aircraft without fully developed lift from the wing. At average torque levels higher than 50% torque, the output of the inner loop (desired moment vector to apply to the vehicle) may be directly scaled down. This increase in moment generated at the lift rotors may be designed to be directly complementary to the increase in aerodynamic control surface effectivity as the dynamic pressure builds on the flying wing and the flying surfaces. As a result, the total moment applied to an electric aircraft for a given operator input may be kept near constant.

With continued reference to FIG. 11, controller may include an outer loop controller. Outer loop controller may include one or more computing devices consistent with this disclosure and/or one or more components and/or modules thereof. Outer loop controller may be implemented using a microcontroller, a hardware circuit such as an FPGA, system on a chip, and/or application specific integrated circuit (ASIC). Outer loop controller may be implemented using one or more analog elements such as operational amplifier circuits, including operational amplifier integrators and/or differentiators. Outer loop controller may be implemented using any combination of the herein described elements or any other combination of elements suitable therefor. Outer loop controller may be configured to input one or more parameters, such as measurement datum. Outer loop controller may periodically detect one or more errors between aircraft angles and commanded angles in any one of pitch, roll, yaw, or a combination thereof. For example, and without limitation, outer loop controller may detect the error between the commanded and detected aircraft angle and command flight component to reduce said error in one or more iterations. Outer loop controller may be closed by a PI controller with integral antiwindup via back-calculation. Additional logic is present to prevent integral windup while grounded on a not perfectly level surface. Gains may be reduced at large amplitude in order to reduce overshoot on large inputs. This excessive overshoot may be due in part to linear systems having constant percent overshoot, so at larger amplitudes, the absolute value of the overshoot becomes (potentially unacceptably) large. Additionally, on large step inputs, motor saturation (a nonlinear effect) may occur for extended periods of time and causes overshoot to increase. In

101 Attorney Docket No. 1024-088PCT1 extreme cases, the occurrence of motor saturation without any gain reduction may lead to unrecoverable tumbles. This gain reduction may be implemented as a (soft) rate command limit. In particular, this reduction may be given by the piecewise combination of a linear function and the square root function. Note that the input/output relationship may be monotonically increasing, so increased angle error or integral action always makes it through to the inner loop, even if the gain reduction may be engaged. For inputs less than the knee, set to 20 deg/s, the input may be not changed. Above the knee, the output may be given by sign(input) * sqrt(abs(input)*knee). The effective gain at any point to the right of the knee may be then given by sqrt(abs(input)*knee)/input. This gain decrease at large amplitudes has been shown in simulation to stabilize the vehicle when subject to inputs that would otherwise destabilize the vehicle into an unrecoverable tumble. For the vast majority of maneuvers, this soft rate limit may be set high enough to not be noticeable.

With continued reference to FIG. 11, outer loop controller may be configured to receive an input datum, such as measurement datum and/or pilot input datum, sensor. Input datum represents the pilot’s desire to change an electric aircraft’s heading or power output. In one or more embodiments, input datum may be transmitted to one or more components from, for example, operator input to which it may be connected. Outer loop controller may include circuitry, components, processors, transceivers, or a combination thereof configured to receive and/or send electrical signals. Input datum and other inputs to this system may include pilot manipulations of physical control interfaces, remote signals generated from electronic devices, voice commands, physiological readings like eye movements, pedal manipulation, or a combination thereof, to name a few. Outer loop controller may include a proportional-integral- derivative (PID) controller. PID controllers may automatically apply accurate and responsive correction to a control function in a loop, such that over time the correction remains responsive to the previous output and actively controls an output. Controller 108 may include damping, including critical damping to attain the desired setpoint, which may be an output to a propulsor in a timely and accurate way.

With continued reference to FIG. 11, outer loop controller is configured to receive at least an aircraft angle from sensor, such as from an IMU, as previously described in this disclosure. Inertial measurement unit, as discussed, may be configured to detect at least an aircraft angle.

102 Attorney Docket No. 1024-088PCT1 Outer loop controller may include components, circuitry, receivers, transceivers, or a combination thereof configured to receive at least an aircraft angle in the form of one or more electrical signals consistent with the description herein. Outer loop controller is configured to generate rate setpoint as a function of at least an input datum. Controller may use an outer angle loop driving an inner rate loop to provide closed loop control with setpoints of desired pitch attitude, roll attitude, and yaw rate provided directly by the pilot. The outer (angle) loop provides a rate setpoint. Rate setpoint may include the desired rate of change of one or more angles describing the aircraft’s orientation, heading, and propulsion, or a combination thereof. Rate setpoint may include the pilot’s desired rate of change of aircraft pitch angle, consistent with pitch angles, and largely at least an aircraft angle in the entirety of this disclosure. Rate setpoint may include a measurement in a plurality of measurement systems including quaternions or any other measurement system as described herein.

With continued reference to FIG. 11, controller may include an inner loop controller. Inner loop controller may be implemented in any manner suitable for implementation of outer loop controller. The inner loop of the controller may be composed of a lead-lag filter for roll rate, pitch rate, and yaw rate, and an integrator that acts only on yaw rate. Integrators may be avoided on the roll and pitch rate because they introduce additional phase lag that, coupled with the phase lag inherent to slow lift fans or another type of one or more propulsors, limits performance. Furthermore, it may not be necessary to have good steady state error in roll and pitch rate, which an integrator helps achieve in yaw rate. A final component of the inner loop may include gain scheduling on lift lever input. As previously discussed, the only controller change between low- speed flight and fully wing-borne flight may be this gain scheduling. At anything above the assisted lift input corresponding to zero airspeed flight, the full requested moment from the inner loop may be sent to a mixer. At assisted lift levels lower than this, the requested moment from the inner loop may be multiplied by a gain that linearly decays to zero. The exact shape of this gain reduction may be open to change slightly. Experimentation in simulation has shown that anything between a square root function up to the IGE average torque setting and the linear map shown above works acceptably. Because the moment that can be generated by the control surfaces in pitch may be such a strong function of angle of attack, the relatively small difference in hover moment achieved between the linear and square root maps may be washed out by the

103 Attorney Docket No. 1024-088PCT1 angle of attack variation in a transition. At low lift lever input, the plane would have to have significant unpowered lift (and therefore airspeed) to not lose altitude. In this case, the control surface effectivity will be significant, and full moment production from the lift motors will not be necessary. When the lift lever may be all the way down, the lift motors may stop rotation and stow into a low drag orientation. Then, the only control authority comes from the aerodynamic control surfaces, and the plane controlled exclusively via manual pilot inputs. On transition out from vertical to cruise flight, the coordination and scheduling of control may be intuitive and straightforward. In a non-limiting example, during the transition in, or decelerating from an aborted takeoff, it may be important that the pilot not decrease assisted lift below a 15% average torque threshold in order to maintain aircraft control and not develop an unrecoverable sink rate when operating in certain airspeed regimes such as the transition regime. A mechanical detent may be installed in the lift lever, throttle, or any control input, to provide proprioceptive feedback when crossing this threshold which should occur operationally only during the terminal phases of a vertical landing.

With continued reference to FIG. 11, inner loop controller may include a lead-lag-filter. Inner loop controller may include an integrator. The attitude controller gains are scheduled such that full gain authority may be only achieved when, for example, the assisted lift lever may be less than 50% torque, which corresponds to an amount less than a nominal torque required to support the aircraft without fully developed lift from the wing. At average torque levels higher than 50% torque, the output of the inner loop (desired moment vector to apply to the vehicle) may be directly scaled down. This increase in moment generated at the lift rotors may be designed to be directly complementary to the increase in aerodynamic control surface effectivity

104 Attorney Docket No. 1024-088PCT1 as the dynamic pressure builds on the flying wing and the flying surfaces. As a result, the total moment applied to an electric aircraft for a given operator input may be kept near constant.

With continued reference to FIG. 11, controller may include a higher-level flight controller. Higher-level flight controller may include an outer loop flight controller which was previously described in this disclosure. Higher-level flight controller may include one or more computing devices consistent with this disclosure and/or one or more components and/or modules thereof. Higher-level flight controller may also include a lower-level flight controller. In a nonlimiting embodiment, the flight control assembly may serve as a higher-level flight controller and the higher-level flight controller may be configured to be a lower-level flight controller. Higher-level flight controller may be implemented using a microcontroller, a hardware circuit such as an FPGA, system on a chip, and/or application specific integrated circuit (ASIC). Higher-level flight controller may be implemented using one or more analog elements such as operational amplifier circuits, including operational amplifier integrators and/or differentiators. Higher-level flight controller may be implemented using any combination of the described elements of this disclosure or any other combination of elements suitable therefor. Higher-level flight controller may be configured to input one or more parameters, such as measurement datum performance datum, and output aircraft command. Higher-level flight controller may periodically detect one or more errors between aircraft angles and commanded angles in any one of pitch, roll, yaw, or a combination thereof. For example, and without limitation, higher-level flight controller may detect the error between the commanded and detected aircraft angle and command one or more propulsors and or flight components consistent with the entirety of this disclosure to reduce said error in one or more iterations. Higher-level flight controller may be closed by a PI controller with integral anti-windup via back-calculation. Additional logic is present to prevent integral windup while grounded on a not perfectly level surface. Gains may be reduced at large amplitude in order to reduce overshoot on large inputs. This excessive overshoot may be due in part to linear systems having constant percent overshoot, so at larger amplitudes, the absolute value of the overshoot becomes (potentially unacceptably) large. Additionally, on large step inputs, motor saturation (a nonlinear effect) may occur for extended periods of time and causes overshoot to increase. In extreme cases, the occurrence of motor saturation without any gain reduction may lead to unrecoverable tumbles. This gain

105 Attorney Docket No. 1024-088PCT1 reduction may be implemented as a (soft) rate command limit. In particular, this reduction may be given by the piecewise combination of a linear function and the square root function. Note that the input/output relationship may be monotonically increasing, so increased angle error or integral action always makes it through to the inner loop, even if the gain reduction may be engaged. For inputs less than the knee, set to 20 deg/s, the input may be not changed. Above the knee, the output may be given by sign(input) * sqrt(abs(input)*knee). The effective gain at any point to the right of the knee may be then given by sqrt(abs(input)*knee)/input. This gain decrease at large amplitudes has been shown in simulation to stabilize the vehicle when subject to inputs that would otherwise destabilize the vehicle into an unrecoverable tumble. For the vast majority of maneuvers, this soft rate limit may be set high enough to not be noticeable.

With continued reference to FIG. 11, controller 1108 may include a higher-level flight controller. Higher-level flight controller may include an outer loop flight controller which was previously described in this disclosure. Higher-level flight controller may include one or more computing devices consistent with this disclosure and/or one or more components and/or modules thereof. Higher-level flight controller may also include a lower-level flight controller. In a nonlimiting embodiment, the flight control assembly 1120 may serve as a higher-level flight controller and the higher-level flight controller may be configured to be a lower-level flight controller. Higher-level flight controller may be implemented using a microcontroller, a hardware circuit such as an FPGA, system on a chip, and/or application specific integrated circuit (ASIC). Higher-level flight controller may be implemented using one or more analog elements such as operational amplifier circuits, including operational amplifier integrators and/or differentiators. Higher-level flight controller may be implemented using any combination of the described elements of this disclosure or any other combination of elements suitable therefor. Higher-level flight controller may be configured to input one or more parameters, such as measurement datum 1112 performance datum, and output aircraft command 1120. Higher-level flight controller may periodically detect one or more errors between aircraft angles and commanded angles in any one of pitch, roll, yaw, or a combination thereof. For example, and without limitation, higher-level flight controller may detect the error between the commanded and detected aircraft angle and command one or more propulsors and or flight components consistent with the entirety of this disclosure to reduce said error in one or more iterations.

106 Attorney Docket No. 1024-088PCT1 Higher-level flight controller may be closed by a PI controller with integral anti-windup via back-calculation. Additional logic is present to prevent integral windup while grounded on a not perfectly level surface. Gains may be reduced at large amplitude in order to reduce overshoot on large inputs. This excessive overshoot may be due in part to linear systems having constant percent overshoot, so at larger amplitudes, the absolute value of the overshoot becomes (potentially unacceptably) large. Additionally, on large step inputs, motor saturation (a nonlinear effect) may occur for extended periods of time and causes overshoot to increase. In extreme cases, the occurrence of motor saturation without any gain reduction may lead to unrecoverable tumbles. This gain reduction may be implemented as a (soft) rate command limit. In particular, this reduction may be given by the piecewise combination of a linear function and the square root function. Note that the input/output relationship may be monotonically increasing, so increased angle error or integral action always makes it through to the inner loop, even if the gain reduction may be engaged. For inputs less than the knee, set to 20 deg/s, the input may be not changed. Above the knee, the output may be given by sign(input) * sqrt(abs(input)*knee). The effective gain at any point to the right of the knee may be then given by sqrt(abs(input)*knee)/input. This gain decrease at large amplitudes has been shown in simulation to stabilize the vehicle when subject to inputs that would otherwise destabilize the vehicle into an unrecoverable tumble. For the vast majority of maneuvers, this soft rate limit may be set high enough to not be noticeable.

Now referring to FIGS. 12A-12B, exemplary graphs relating to gain scheduling are shown in accordance with one or more embodiments of the present disclosure. FIG. 12A shows a graph for an electric aircraft that is operated by a pilot. When electric aircraft 1116 is driven by an operator, such as a pilot, measurement datum 1112 may include throttle. Throttle may be an input by an operator via an operator input. FIG. 12B shows a graph for an electric aircraft that is automated. When electric aircraft 1116 is automated, measurement datum 1112 may be an airspeed of electric aircraft 1116.

Now referring to FIG. 13, a flow diagram of an exemplary embodiment of a method 1300 to control gains for an electric aircraft is illustrated in accordance with one or more embodiments of the present disclosure. As shown in step 1305, method 1300 includes obtaining, by sensor 1104, measurement datum 1112 of electric aircraft 1116. For example, a gyroscope may detect

107 Attorney Docket No. 1024-088PCT1 an orientation of electric aircraft 1116 and sensor 1104 may generate measurement datum correlated to the detected orientation of electric aircraft 1116. In one or more embodiments, sensor 1104 may include an inertial measurement unit (IMU). In one or more embodiments, measurement datum 1112 may include an airspeed of electric aircraft 1116. In one or more embodiments, measurement datum 1112 may include the spin speed of a rotor blade of electric aircraft 1116, such as revolutions per minute (RPM) of each rotor blade of a drone. In one or more embodiments, measurement datum 1112 may include an operator input. For example, and without limitation, measurement datum 1112 may include a lift throttle of electric aircraft 1116 as determined by, for example, a pilot.

As shown in step 1310, method 1300 includes receiving, by controller 1108, measurement datum 1112 from sensor 1104. In one or more embodiments, controller 1108 may include a computing device, a processor, a control circuit, and the like. As shown in step 1315, method 1300 includes determining, by controller 1108, operating point 1124 of electric aircraft 1116 as a function of measurement datum 1112.

As shown in step 1320, method 1300 includes adjusting, by controller 1108, a control gain of electric aircraft 1116 as a function of a gain schedule and the operating point, where the adjusting the control gain of the electric aircraft includes transmitting aircraft command 1120 to a flight component of electric aircraft 1116. In one or more embodiments, aircraft command 1120 may include an attitude change of electric aircraft 1116. In one or more embodiments, attitude change may include a landing flare, as discussed previously in this disclosure. In one or more embodiments, aircraft command 1120 includes a movement of flight component of electric aircraft 1116.

It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using digital electronic circuitry, integrated circuitry, specially designed application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs) computer hardware, firmware, software, and/or combinations thereof, as realized and/or implemented in one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification,

108 Attorney Docket No. 1024-088PCT1 as will be apparent to those of ordinary skill in the computer art. These various aspects or features may include implementation in one or more computer programs and/or software that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device. Appropriate software coding may readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module.

Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and/or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magnetooptical disk, a read-only memory “ROM” device, a random access memory “RAM” device, a magnetic card, an optical card, a solid-state memory device, an EPROM, an EEPROM, Programmable Logic Devices (PLDs), and/or any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to perform any one of the methodologies and/or embodiments described herein.

109 Attorney Docket No. 1024-088PCT1 Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and/or be included in a kiosk.

FIG. 14 shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system 1400 within which a set of instructions for causing a control system to perform any one or more of the aspects and/or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and/or methodologies of the present disclosure. Computer system 1400 includes a processor 1404 and a memory 1408 that communicate with each other, and with other components, via a bus 1412. Bus 1412 may include any of several types of bus structures including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combinations thereof, using any of a variety of bus architectures.

Memory 1408 may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system 1416 (BIOS), including basic routines that help to transfer information between elements within computer system 1400, such as during start-up, may be stored in memory 1408. Memory 1408 may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software) 1420 embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory 1408 may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof.

Computer system 1400 may also include a storage device 1424. Examples of a storage device (e.g., storage device 1424) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory

110 Attorney Docket No. 1024-088PCT1 device, and any combinations thereof. Storage device 1424 may be connected to bus 1412 by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device 1424 (or one or more components thereof) may be removably interfaced with computer system 1400 (e.g., via an external port connector (not shown)). Particularly, storage device 1424 and an associated machine-readable medium 1428 may provide nonvolatile and/or volatile storage of machine- readable instructions, data structures, program modules, and/or other data for computer system 1400. In one example, software 1420 may reside, completely or partially, within machine- readable medium 1428. In another example, software 1420 may reside, completely or partially, within processor 1404.

Computer system 1400 may also include an input device 1432. In one example, a user of computer system 1400 may enter commands and/or other information into computer system 1400 via input device 1432. Examples of an input device 1432 include, but are not limited to, an alpha-numeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g, a still camera, a video camera), a touchscreen, and any combinations thereof. Input device 1432 may be interfaced to bus 1412 via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus 1412, and any combinations thereof. Input device 1432 may include a touch screen interface that may be a part of or separate from display 1436, discussed further below. Input device 1432 may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above.

A user may also input commands and/or other information to computer system 1400 via storage device 1424 (e.g, a removable disk drive, a flash drive, etc.) and/or network interface device 1440. A network interface device, such as network interface device 1440, may be utilized for connecting computer system 1400 to one or more of a variety of networks, such as network 1444, and one or more remote devices 1448 connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface

111 Attorney Docket No. 1024-088PCT1 card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network 1444, may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software 1420, etc.) may be communicated to and/or from computer system 1400 via network interface device 1440.

Computer system 1400 may further include a video display adapter 1452 for communicating a displayable image to a display device, such as display device 1436. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter 1452 and display device 1436 may be utilized in combination with processor 1404 to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system 1400 may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus 1412 via a peripheral interface 1456. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof.

The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve embodiments as

112 Attorney Docket No. 1024-088PCT1 disclosed herein. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention.

In the descriptions above and in the claims, phrases such as “at least one of’ or “one or more of’ may occur followed by a conjunctive list of elements or features. The term “and/or” may also occur in a list of two or more elements or features. Unless otherwise implicitly or explicitly contradicted by the context in which it is used, such a phrase is intended to mean any of the listed elements or features individually or any of the recited elements or features in combination with any of the other recited elements or features. For example, the phrases “at least one of A and B;” “one or more of A and B;” and “A and/or B” are each intended to mean “A alone, B alone, or A and B together.” A similar interpretation is also intended for lists including three or more items. For example, the phrases “at least one of A, B, and C;” “one or more of A, B, and C;” and “A, B, and/or C” are each intended to mean “A alone, B alone, C alone, A and B together, A and C together, B and C together, or A and B and C together.” In addition, use of the term “based on,” above and in the claims is intended to mean, “based at least in part on,” such that an unrecited feature or element is also permissible.

The subject matter described herein can be embodied in systems, apparatus, methods, and/or articles depending on the desired configuration. The implementations set forth in the foregoing description do not represent all implementations consistent with the subject matter described herein. Instead, they are merely some examples consistent with aspects related to the described subject matter. Although a few variations have been described in detail above, other modifications or additions are possible. In particular, further features and/or variations can be provided in addition to those set forth herein. For example, the implementations described above can be directed to various combinations and sub-combinations of the disclosed features and/or combinations and sub-combinations of several further features disclosed above. In addition, the logic flows depicted in the accompanying figures and/or described herein do not necessarily require the particular order shown, or sequential order, to achieve desirable results. Other implementations may be within the scope of the following claims.

113 Attorney Docket No. 1024-088PCT1

Claims

WHAT IS CLAIMED IS:

1. A system for flight control configured for use in an electric aircraft, the system comprising: an inertial measurement unit, the inertial measurement unit configured to: detect at least an aircraft angle; and detect at least an aircraft angle rate; a flight controller, the flight controller comprising: an outer loop controller, the outer loop controller configured to: receive at least an input datum; receive at least an aircraft angle from the inertial measurement unit; and generate a rate setpoint as a function of at least an input datum; an inner loop controller, the inner loop controller configured to: receive at least an aircraft angle rate; receive the rate setpoint from the outer loop controller; and generate a moment datum as a function of the rate setpoint; and a mixer, the mixer configured to: receive the moment datum; perform a torque allocation as a function of the moment datum; and generate at least a motor command datum as a function of the torque allocation.

2. The system of claim 1, wherein the system further comprises a remote device, wherein the remote device is configured to transmit the at least an input datum to the flight controller.

3. The system of claim 2, wherein the remote device is a controller.

4. The system of claim 2, wherein the remote device is a remote pilot control.

5. The system of claim 1, wherein the flight controller further comprises a processor.

6. The system of claim 1, wherein the mixer further comprises a logic circuit.

7. The system of claim 1, wherein the mixer further comprises an inertia compensator.

114 Attorney Docket No. 1024-088PCT1

8. The system of claim 1, wherein the inner loop controller further comprises a lead-lag filter.

9. The system of claim 1, wherein the inner loop controller further comprises an integrator.

10. The system of claim 1, wherein the motor torque command is transmitted to a plurality of flight components.

11. A method of flight control configured for use in electric aircraft, the method comprising: detecting, at the inertial measurement unit, at least an aircraft angle; detecting, at the inertial measurement unit, at least an aircraft angle rate; receiving, at a flight controller, at least an input datum; receiving, at the flight controller, at least an aircraft angle from the inertial measurement unit; generating, at the flight controller, a rate setpoint as a function of at least an input datum; receiving, at the flight controller, at least an aircraft angle rate from the inertial measurement unit; generating, at the flight controller, a moment datum as a function of the rate setpoint; receiving, at a mixer, the moment datum; perform, at the mixer, a torque allocation as a function of the moment datum; and generating, at the mixer, at least a motor command datum as a function of the torque allocation.

12. The method of claim 11, wherein the method further comprises transmitting, by a remote device, the at least an input datum to the flight controller.

13. The method of claim 12, wherein the remote device is a controller.

14. The method of claim 12, wherein the remote device is a remote pilot control.

15. The method of claim 11, wherein the flight controller is implemented using a processor.

16. The method of claim 11, wherein the mixer is implemented using an electrical logic circuit.

17. The method of claim 11, wherein the mixer comprises an inertia compensator.

18. The method of claim 11, wherein flight controller includes an inner loop controller.

19. The method of claim 1, wherein the flight controller includes an outer loops controller.

115 Attorney Docket No. 1024-088PCT1

20. The method of claim 11, wherein the motor torque command is transmitted to a plurality of flight components.

21. A system for wind compensation of an electric aircraft, the system comprising: a sensor attached to an electric aircraft, wherein the sensor is configured to detect at least a geographical datum; and a processor communicatively connected to the sensor, wherein the processor is configured to: receive the geographical datum from the sensor; retrieve a desired yaw of the electric aircraft; and generate, using a plant model, an optimal flight trajectory of the electric aircraft as a function of the geographical datum and the desired yaw.

22. The system of claim 21, wherein the sensor comprises a global positioning system (GPS).

23. The system of claim 22, wherein the processor continuously receives the geographical datum from the GPS.

24. The system of claim 21, wherein: the sensor comprises a gyroscope that provides the geographical datum; and the geographical datum includes an orientation of the electric aircraft.

25. The system of claim 21, wherein a flight component receives an aircraft command to obtain the optimal flight trajectory.

26. The system of claim 21, wherein generating the optimal flight trajectory of the electric aircraft comprises determining, by a pitch moment model, a desired pitch moment of the electric aircraft.

27. The system of claim 26, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a roll moment model, a desired roll moment of the electric aircraft as a function of the desired pitch moment.

28. The system of claim 26, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a rotational transformation model, a desired rotational transformation of the electric aircraft relative to a yaw rotation of the aircraft.

116 Attorney Docket No. 1024-088PCT1 The system of claim 26, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a yaw moment model, a desired yaw moment as a function of a desired pitch moment, a desired roll moment, a desired rotational transformation. The system of claim 21, wherein the electric aircraft is a vertical landing and takeoff (eVTOL) aircraft. A method for wind compensation of an electric aircraft, the method comprising: receiving a geographical datum from a sensor communicatively connected to the processor; retrieving a desired yaw of the electric aircraft; providing a current aircraft position; and generating an optimal flight trajectory of the electric aircraft as a function of the geographical datum and the desired yaw of the electric aircraft using a plant model. The method of claim 31, wherein the sensor comprises a global positioning system (GPS). The method of claim 32, wherein the processor continuously receives the geographical datum from the GPS. The method of claim 31, wherein: the sensor comprises a gyro sensor; and the geographical datum includes an orientation of the electric aircraft. The method of claim 31, wherein a flight component receives an aircraft command to obtain the optimal flight trajectory. The method of claim 31, wherein generating the optimal flight trajectory of the electric aircraft comprises determining, by a pitch moment model, a desired pitch moment of the electric aircraft. The method of claim 36, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a roll moment model, a desired roll moment of the electric aircraft as a function of the desired pitch moment.

117 Attorney Docket No. 1024-088PCT1 The method of claim 36, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a rotational transformation model, a desired rotational transformation of the electric aircraft relative to a yaw rotation of the aircraft. The method of claim 36, wherein generating the optimal trajectory of the electric aircraft comprises determining, by a yaw moment model, a desired yaw moment as a function of a desired pitch moment, a desired roll moment, a desired rotational transformation. The method of claim 31, wherein the electric aircraft is a vertical landing and takeoff (eVTOL) aircraft. A system to control gains for an electric aircraft, the system comprising: a controller communicatively connected to a sensor, the controller configured to: receive a measurement datum from the sensor; determine an operating point of the electric aircraft as a function of the measurement datum; and adjust a control gain of the electric aircraft as a function of a gain schedule, wherein the gain schedule comprises: a first operating range, wherein if an operating point is within a first operating range then the control gain is configured to be adjusted linearly and directly scaled; and a second operating range, wherein if an operating point is within the second operating range then the control gain is configured to be adjusted based on a generated attitude command that pitches the electric aircraft upward by a predetermined angle. The system of claim 41, wherein: the first operating range includes a nominal airspeed range required to generate lift of the electric aircraft; and the second operating range includes a landing airspeed range used for preparation of touchdown of the electric aircraft. The system of claim 41, wherein the measurement datum comprises an airspeed of the electric aircraft.

118 Attorney Docket No. 1024-088PCT1

44. The system of claim 41, wherein the measurement datum comprises a lift throttle of the electric aircraft.

45. The system of claim 41, wherein the sensor comprises an inertial measurement unit (IMU).

46. The system of claim 41, the controller is further configured to generate a gain schedule as a function of a machine-learning model.

47. The system of claim 41, wherein controller comprises an outer loop controller and an inner loop controller.

48. The system of claim 41, wherein the wherein the aircraft command comprises a movement of a flight component of the electric aircraft to pitch the aircraft upward by the predetermined angle.

49. The system of claim 41, wherein the electric vehicle is an electric vertical takeoff and landing (eVTOL) aircraft.

50. The system of claim 41, wherein the electric vehicle is a drone.

51. A method to control gains for an electric aircraft, the method comprising: receiving, by a controller communicatively connected to a sensor, a measurement datum from the sensor; determining, by the controller, an operating point of the electric aircraft as a function of the measurement datum; and adjusting, by the controller, a control gain of the electric aircraft as a function of a gain schedule, wherein the gain schedule comprises: a first operating range, wherein if an operating point is within a first operating range then gain control may be adjusted linearly and directly scaled; and a second operating range, wherein if an operating point is within the second operating range then gain control may be adjusted based on a generated attitude command that pitches the electric aircraft upward by a predetermined angle.

52. The method of claim 51, wherein:

119 Attorney Docket No. 1024-088PCT1 the first operating range includes a nominal airspeed range required to generate lift of the electric aircraft; and the second operating range includes a landing airspeed range used for preparation of touchdown of the electric aircraft.

53. The method of claim 51, wherein the measurement datum comprises an airspeed of the electric aircraft.

54. The method of claim 51, wherein the measurement datum comprises a lift throttle of the electric aircraft.

55. The method of claim 51, wherein the sensor comprises an inertial measurement unit (IMU).

56. The method of claim 51, the controller is further configured to generate a gain schedule as a function of a machine-learning model.

57. The method of claim 51, wherein controller comprises an outer loop controller and an inner loop controller.

58. The method of claim 51, wherein the wherein the aircraft command comprises a movement of a flight component of the electric aircraft to pitch the aircraft upward by the predetermined angle.

59. The method of claim 51, wherein the electric vehicle is an electric vertical takeoff and landing (eVTOL) aircraft.

60. The method of claim 51, wherein the electric vehicle is a drone.

120 Attorney Docket No. 1024-088PCT1