Aerial systems utilizing pneumatic structural tubes

Abstract

An aerial system includes at least one fuselage and at least one wing assembly having a plurality of pneumatic structural tubes and a plurality of ribs through which each of the plurality of tubes extends. Each tube in the plurality of tubes is arranged adjacent to at least one other tube in the plurality of tubes and each rib in the plurality of ribs has a respective profile such that the respective profiles of the plurality of ribs define at least a portion of a geometry of the wing assembly. A wing skin spans across the plurality of ribs to serve as an exterior wing surface of the wing assembly. The aerial system may additionally include a power plant and / or a wing box to physically interface with a corresponding wing box compartment in the fuselage. Each of the plurality of pneumatic structural tubes is constructed of a piece of advanced composite material, such as an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material or another advanced composite material.

Description

AERIAL SYSTEMS UTILIZING PNEUMATIC STRUCTURAL TUBESRelated Applications

[0001] This application claims priority to and incorporates by reference herein the entirety of U.S. Provisional Patent Application No. 63 / 573,177, filed on April 2, 2024.Field

[0002] This disclosure relates to the field of systems utilizing pneumatic structural tubes, and, in particular, to aerial systems comprising pneumatic structural tubes and associated methods of manufacture.Background

[0003] Long-range autonomous unmanned aerial systems (UASs) and other aerial systems are often heavy, requiring two or more people to deploy and operate. Transporting these UASs and their support infrastructure limits where and when they can be deployed. Conversely, many lightweight aircraft (e.g., quadcopter drones) lack strength and carrying capacity needed for certain applications.

[0004] Likewise, other applications and systems besides UASs also would benefit from lightweight, high-strength structural members.

[0005] Needed are structural pneumatic tube systems and methods of manufacture, including improved aerial systems and methods of manufacture.Summary

[0006] In a first example embodiment, an aerial system is provided. The aerial system includes at least one fuselage and at least one wing assembly attached to the fuselage. The wing assembly includes a plurality of pneumatic structural tubes and a plurality of ribs through which each of the plurality of tubes extends. Each tube in the plurality of tubes is arranged adjacent to at least one other tube in the plurality of tubes and each rib in the plurality of ribs has a respective profile such that the respective profiles of the plurality of ribs define at least a portion of a geometry of the wing assembly. A wing skin spans across the plurality of ribs to serve as an exterior wing surface of the wing assembly. Other example configurations are also provided.

[0007] In a second example embodiment, the aerial system further includes a power plant, such as, but not limited to, an electric motor powering contra-rotating propellers. Other example power plants are also provided.

[0008] In a third example embodiment, each of the at least one wing assemblies includes a wing box at a proximal end (closer to the fuselage) to physically interface with a corresponding wing box compartment in the fuselage. The wing box may be slidably mounted or otherwise placed in the wing box compartment to provide a relatively fixed position and orientation of the wing assembly relative to the fuselage.

[0009] In a fourth example embodiment, each of the plurality of pneumatic structural tubes is constructed of an advanced composite material, such as an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF), which may be fiber-reinforced or have other beneficial layers and / or coatings. Other example materials are also provided.

[0010] In a fifth example embodiment, each of the plurality of pneumatic structural tubes is constructed of a piece of advanced composite material, such as an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material, having one or more seams in which the advanced composite material is RF-welded (or otherwise bonded) to itself, possibly in more than one layer and possibly at more than one location around the circumference and / or along the seam(s) of the tube. Other example methods and techniques for manufacturing tubes are also provided.

[0011] In a sixth example embodiment, each of the plurality of pneumatic structural tubes includes an endcap or endplug at one or more ends of the tube. Some example endcaps include anaperature or port through which the tube may be inflated or deflated. A variety of tube shapes, endcaps, endplugs, constructions, and manufacturing methods are presented herein.

[0012] In other example embodiments, methods are provided for manufacturing, deploying / stowing, operating, or modifying (e.g., by switching out modular wing assemblies) an aerial system and / or components of such an aerial system.

[0013] In yet other example embodiments, one or more components described herein may be utilized in non-aerial systems. For example, pneumatic structural tubes may serve as air beams for other structures, such as stacked (e.g., two or more units high) structures, including beds or cots stacked two, three, or more layers high, a two-story tent or shelter, and others. Other examples may include towers, bridges, boats (e.g., Rigid Inflatable Boats (RIBs)), and many others.

[0014] These, as well as other embodiments, aspects, advantages, and alternatives, will become apparent to those of ordinary skill in the art by reading the following detailed description, with reference where appropriate to the accompanying drawings. Further, this summary and other descriptions and figures provided herein are intended to illustrate embodiments by way of example only and, as such, numerous variations are possible. For instance, structural elements and process steps can be rearranged, combined, substituted, distributed, eliminated, or otherwise changed, while remaining within the scope of the embodiments as claimed.Brief Description of the Drawings

[0015] The accompanying drawings are included to provide a further understanding of the systems, apparatus, devices, and / or methods of the disclosure, and are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, and sizes of various elements may be distorted for clarity and / or illustrated as simplistic representations to promote comprehension. The drawings illustrate one or more example embodiments of the disclosure, and together with the description, serve to explain the principles and operation of the disclosure.

[0016] Figures 1A and 1 B are simplified schematic diagrams illustrating pneumatic structural tubes, according to example embodiments.

[0017] Figures 2A and 2B are schematic overhead-view diagrams illustrating respective rectangular and trapezoidal planar pieces of advanced composite material for use in constructing pneumatic structural tubes, according to example embodiments.

[0018] Figures 3A-3C are schematic overhead-view diagrams illustrating example pneumatic structural tubes, according to example embodiments.

[0019] Figures 4A-4D are schematic overhead-view diagrams illustrating example pneumatic structural tubes and example endcaps, according to example embodiments.

[0020] Figures 5A-5D are schematic side-view diagrams corresponding respectively to the schematic overhead-view diagrams of Figures 4A-4D.

[0021] Figure 6A is an enlarged photograph (planar view normal to a generally flat sheet of fabric material) illustrating a first configuration (a layup configuration 600) of an advanced composite material.

[0022] Figure 6B is an enlarged photograph (planar view normal to a generally flat sheet of fabric material) illustrating a second configuration (a woven configuration 610) of an advanced composite material.

[0023] Figure 7 is a schematic cross-sectional diagram (i.e., perpendicular to a length of a cylindrical tube) showing welds (e.g., RF welds) in a two-layer pneumatic structural tube, according to an example embodiment.

[0024] Figure 8 is a schematic cross-sectional diagram (i.e., perpendicular to a length of a cylindrical tube) showing a material strip opposite a seam weld (e.g., RF weld) in a two-layer pneumatic structural tube 800, according to an example embodiment.

[0025] Figure 9A is a simplified schematic diagram illustrating a flat endseam configuration for a pneumatic structural tube, according to a first example embodiment

[0026] Figure 9B is a simplified schematic diagram illustrating a flat endseam configuration for a pneumatic structural tube, according to a second example embodiment.

[0027] Figure 10A is a schematic overhead-view diagram illustrating an example pneumatic structural tube with strengthening sleeve, and associated method of construction, according to a first example embodiment.

[0028] Figure 10B is a schematic overhead-view diagram illustrating an example pneumatic structural tube with strengthening sleeve, and associated method of construction, according to a second example embodiment.

[0029] Figure 11 is a schematic diagram illustrating an aerial system, in accordance with example embodiments.

[0030] Figure 12 is a schematic diagram illustrating wing assemblies and a portion of a fuselage of an aerial system, in accordance with example embodiments.

[0031] Figure 13 is a schematic diagram illustrating a wing box and wing box compartment for an aerial system, in accordance with example embodiments.

[0032] Figure 14A is a schematic diagram illustrating a wing box installed in a wing box compartment, in accordance with example embodiments.

[0033] Figure 14B is a schematic diagram illustrating a side view of the wing box installed in the wing box compartment of Figure 14A, in accordance with example embodiments.

[0034] Figure 15 is a schematic diagram illustrating an onboard side view of the wing box, in accordance with example embodiments.

[0035] Figure 16 is a schematic diagram illustrating a front overheard perspective view of a wing assembly, with wing skin installed, for an aerial system, in accordance with example embodiments.

[0036] Figure 17 is a schematic diagram illustrating a wingtip perspective side view of a wing assembly, without wing skin installed, in accordance with example embodiments.

[0037] Figure 18 is a schematic diagram illustrating a perspective view of a wing assembly, without wing skin installed, in accordance with example embodiments.

[0038] Figure 19 is a schematic diagram illustrating a perspective view of a wing assembly, without wing skin installed, in accordance with example embodiments.

[0039] Figure 20 is a schematic diagram illustrating an overhead view of a wing assembly, without wing skin installed, in accordance with example embodiments.

[0040] Figures 21 A-21 E are schematic diagrams illustrating an aerial system, in accordance with example embodiments.

[0041] Figure 22 is a schematic block diagram illustrating an aerial system network.

[0042] Figure 23 is a schematic block diagram illustrating an example computing device that may be included in the aerial system.Detailed Description

[0043] Example systems, apparatus, devices, and / or methods are described herein. It should be understood that the word “example” is used to mean “serving as an example, instance, or illustration.” Any embodiment or feature described herein as being an “example” is not necessarily to be construed as preferred or advantageous over other embodiments or features unless stated as such. Thus, other embodiments can be utilized, and other changes can be made, without departing from the scope of the subject matter presented herein. The aspects described herein are not limited to specific embodiments, apparatus, or configurations, and as such can, of course, vary. It should be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations. It is also to be understood that the terminology used herein is for the purpose of describing particular aspects only, and unless specifically defined herein, such terminology is not intended to be limiting.

[0044] Throughout this specification, unless the context requires otherwise, the words “comprise” and “include” and variations (e.g., “comprises,” “comprising,” “includes,” “including,” “has,” and “having”) will be understood to imply the inclusion of a stated component, feature, element, or step or group of components, features, elements, or steps, but not the exclusion of any other component, feature, element, or step or group of components, features, elements, or steps.

[0045] Further, unless context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Thus, the figures should be generally viewed as component aspects of one or more overall embodiments, with the understanding that not all illustrated features are necessary for each embodiment.

[0046] As used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise.

[0047] Ranges can be expressed herein as from “about,” “approximately,” or “around” one particular value and / or to “about,” “approximately,” or “around” another particular value. When such a range is expressed, another aspect includes from the one particular value and / or to the other particular value. Similarly, when values are expressed as approximations by use of the antecedent “about,” “approximately, or “around,” it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint and independently of the other endpoint.

[0048] Any enumeration of elements, blocks, or steps in this specification or the claims is for purposes of clarity. Thus, unless the context clearly dictates otherwise, such enumeration should not be interpreted to require or imply that these elements, blocks, or steps adhere to a particular arrangement or are carried out in a particular order. / . Overview

[0049] Many physical systems, devices, and apparatus are built with architectured structures, relying on one or more interconnected or otherwise interfacing structural members to provide the requisite shape and operational characteristics for intended applications. The characteristics of the structural members employed will often determine performance or suitability for the intended applications. The technology set forth herein relates to lightweight high-strength structural members in the form of pneumatic structural tubes made of advanced composite materials, as described in detail below. Such tubes may be used to create spans, ribs, spars, stringers, bulkheads, frames, crossbars, towers, pillars, and other structural members and features to construct a variety of advanced systems, devices, and apparatus with relatively high performance compared to those constructed with conventional structural members.

[0050] While many of the concepts described herein are widely applicable to structures generally, much of the discussion herein focuses on the use of pneumatic structural tubes in the context of aerial systems. In particular, the illustrated and described examples are largely directed to an Unmanned Aerial System (UAS), which the inventors consider poses many of the wide-ranging design challenges that can be addressed and / or overcome by the technology disclosed herein. Therefore, the following description sets forth a variety of applications and associated technology suited to address challenges presented by those applications. While some applications are general and applicable to a variety of systems (including non-aerial systems), others are more narrowly focused toward UASs.

[0051] For example, the following are some example UAS applications to which the presently disclosed technology may provide benefits. In some applications, it may be advantageous for a UAS to be able to handle moderate-size payloads with minimal added weight. In some applications, it may be advantageous for a UAS to be able to stay airborne for days, weeks, or even months at a time to act as semi-permanent high-altitude satellite-like systems. Such systems may rely on solar, wind, or other power sources, for example. In some applications, it may be advantageous for a UAS to possess stealth capabilities, minimizing or reducing radar observability. In other applications, it may be advantageous for a UAS to be able to project anoversized Radar Cross Section (RCS), such that the observed RCS makes the UAS appear larger than its actual size. In some applications, it may be advantageous for a UAS, particularly a large UAS having long-range capabilities, to be compact when not in use or during transportation. In some applications, it may be advantageous to be able to deploy a UAS from an aircraft, ship, truck, or other vehicle.

[0052] In some applications, it may be advantageous to be able to deploy several or many UASs simultaneously as a swarm force. For example, having large numbers of UASs released from a plane while the UASs are in a collapsed wing state (or with wings already inflated) with relatively heavy munitions on board each unit could be beneficial. Launching UASs in a collapsed state could allow for deployment from a bomber, such as on their own or in a pallet system that, upon being released and dropped from the bomber, descends under one or more parachutes or drops without a parachute (i.e. , the UASs motor would start and the UAS would self-orient for flight). The UASs subsequently can be launched and wings expanded after launch, while still in the air. The UAS swarm could then travel to a prescribed location and loiter until instructed to strike. Thus, in some applications, it may be advantageous to be able to deploy a UAS or UAS swarm having one or more warheads or other armaments attached.

[0053] As further examples, in some UAS applications, it may be advantageous for a UAS to constitute part of an Autonomous Collaborative Platform (ACP) that provides Intelligence, Surveillance and Reconnaissance (ISR) capabilities. Such capabilities could include locating and tracking moving targets, Suppression of Enemy Air Defenses (SEAD), counterair and electronic attack capabilities, and others. For example, in some applications, one or more UASs could communicate and collaborate with advanced bombers, fighters, and / or mobility forces to provide some of the above-listed support capabilities. Large numbers of low-cost ACPs may improve mission effectiveness and lower operational risks. Example UASs disclosed herein may be released from bombers or deployed on ships or land to serve a variety of missions. For example, the UASs can act as decoys to enemy Surface to Air Missile systems as a way to expend an enemy’s ammunition. Thus, according to some examples, the deployed UASs can be designed to have similar radar signatures to other systems, according to some example embodiments.

[0054] In yet further example applications, UASs are utilized in non-military contexts. For example, a UAS may be deployed for land, rail, and infrastructure surveying, forest fire support, search and rescue support, border patrol support on land and at sea, communications support and infrastructure, disaster relief, and others.

[0055] An example implementation is directed to a system comprising a man-portable, inflatable hybrid fixed-wing and Vertical-Take-Off-and-Landing (VTOL) UAS having a wingspan in the 8-to- 14-foot range (around 2.4-to-4.3-meter range). In a compact (pneumatic structural tubes deflated and / or the UAS otherwise partially or fully disassembled), the system starts as a compact lightweight deployable VTOL UAS that can be readily stowed and / or transported. To initiate deployment from the ground (or another surface, object, or platform), vehicle (e.g., boat or truck) or potentially in mid-air, the UAS can be transformed to realize the UAS’s 14-foot wingspan in order to provide a long-range-capable fixed-wing UAS. Other implementations may utilize smaller or larger wingspans and may accommodate a variety of payloads. The utilized pneumatic structural tubes may be constructed of RF-welded (or otherwise bonded) DYNEEMA UHMWPE Composite Fabric (DCF) or other materials set forth herein to create a strong, lightweight, and compact system designed to be transported, deployed, and operated by one person or completely autonomously, in some examples. The inherently low radar-recognizability of DCF, for example, could assist in meeting Low Observability (LO) and / or Very Low Observability (VLO) specifications in some implementations. The aforementioned presently preferred example implementations may include one or more embodiments disclosed but not presently claimed in every claim herein.II. Pneumatic Structural Tubes: Example Configurations and Construction a. Example Pneumatic Structural Tubes

[0056] Figure 1A is a simplified schematic diagram illustrating a pneumatic structural tube 100, according to an example embodiment. The tube 100 includes a main body portion 102 and two terminating ends 104 and 106. The terminating end 104 is shown as having a fitting 108 in the form of a rigid endcap fabricated with a material that remains rigid even when the pneumatic structural tube 100 is not inflated. The tube 100 is one example of a component that may be utilized to build structures, such as the example aerial systems set forth herein. The tube 100

[0057] Figure 1 B is a simplified schematic diagram illustrating a pneumatic structural tube 140, according to an example embodiment. The tube 140 includes a main body portion 142 and two terminating ends 144 and 146. The terminating ends 144 and 146 are shown as flat endseam terminations 154 and 156 of the main body portion 142 of the pneumatic structural tube 140. The flattened end 154 may additionally be folded and / or welded (e.g., via RF-welding) to itself or another tube or other object. The tube 140 is one example of a component that may be utilized tobuild structures, such as the example aerial systems set forth herein. The tube 140 and associated methods of construction are set forth in subsequent figures.

[0058] Figures 1A and 1 B are intended to provide introductory context for the following discussion of example pneumatic structural tubes and associated methods of construction, as set forth in subsequent figures. Other pneumatic structural tube constructions and assemblies besides those illustrated in Figures 1A and 1 B are also contemplated, such as those shaped differently from and / or incorporating different terminating end configurations from what is shown for the tubes 100 and 140. b. Example Tube Constructions and Configurations

[0059] Figures 2A-5D are simplified schematic diagrams illustrating several example pneumatic structural tubes and tube assemblies during various phases of construction and / or configuration, in accordance with example embodiments. The examples are described using advanced composite material as a fabrication material; however, many of the same principles could be applied to other example fabrication materials, such as those utilizing sleeves in conjunction with conventional gas-impermeable materials, such as rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or others. In particular, Figures 2A and 2B are schematic overhead-view diagrams illustrating respective rectangular and trapezoidal planar pieces 202 and 212 of advanced composite material for use in constructing pneumatic structural tubes, according to example embodiments. Figures 3A-3C are schematic overhead-view diagrams illustrating example pneumatic structural tubes 310, 320, and 330 constructed from the rectangular and trapezoidal planar pieces 202 and 212 of advanced composite material like those shown in Figures 2A and 2B, according to example embodiments. Figures 4A-4D are schematic overhead-view diagrams illustrating example pneumatic structural tubes 410, 420, 430, and 440, some of which are like tubes 310, 320, and 330 of Figures 3A-3C, additionally illustrating example endcaps 414 and 416, according to example embodiments. Figures 5A-5D are schematic side-view diagrams illustrating the example pneumatic structural tubes 410, 420, 430, and 440 of Figures 4A-4D. Each of these diagrams will now be described, in turn.

[0060] Figure 2A is a simplified schematic overhead-view diagram illustrating a rectangular piece 202 of advanced composite material. Suitable advanced composite materials for the piece 202 (and the piece 212 shown in Figure 2B or other pieces used to construct tubes), including specific examples, are described in further detail below.

[0061] The long opposing sides 204 and 206 of the rectangular piece 202 may be joined together, as described in detail below, at their edges in a seam to form a cylinder that defines a main body portion of an example pneumatic structural tube, such as the example cylinder-shaped pneumatic structural tubes 310, 320, 410, 420, and 440, illustrated in Figures 3A, 3B, 4A, 4B, 4D, 5A, 5B, and 5D. (Tubes 330 and 430, illustrated in figures 3C, 4C, and 5C, will be described separately.) Alternatively, the short opposing sides 208 and 210 of the rectangular piece 202 may be joined together at their edges in a seam to form cylinder-shaped tubes having a relatively short length and a relatively wide diameter (i.e. , short fat tubes instead of long skinny tubes), not illustrated. In addition, in this example and other example embodiments set forth herein, each seam may comprise one or more seams, such as (a) two or more seams in parallel with one another, (b) two or more seams crossing over and / or under one another, (c) two or more seams adjacent to and / or intersecting one another, such as at the ends of each seam, and / or (d) two or more seams overlaying one another (e.g., where multiple pieces 202 of advanced composite materials (or multiple layers of a single piece 202 of advanced composite material) are joined together in a layered / stacked configuration). Each of these seam configurations may provide advantages such as increased strength, durability, redundancy, and / or improved ease of manufacturability, for example.

[0062] Either or both ends of the formed cylindrical (or other shaped) tube may be flattened and / or folded and welded and / or clamped or otherwise joined to form a terminating end in the form of a flat endseam. Even with one or more flat endseams, when inflated, the majority of the tube likely will be cylindrical (at least for tubes having much greater length than width / diameter), due to the relatively high inflatable pressures used (compared to atmospheric pressure). Example methods of joining layers of material are described in further detail below. Alternatively or additionally, an endcap, endplug, clamp, or plate may be attached to or otherwise provided at one or more ends (e.g., an open end) or other portions of the tube. Example configurations showing various of these types of tube ends are illustrated in Figures 3A-5D. In some example embodiments, a seam along a length of a tube is welded or otherwise joined before forming an endseam or attaching an endcap, endplug, or plate. In other example embodiments, the order may be reversed.

[0063] With reference to Figures 2A and 3A, a cylindrical tube 310 may be constructed by joining edges of two opposing sides 204 and 206 of the rectangular piece 202 in a seam 312. In some example embodiments, other tube shapes may be preferable, such as tubes having a regular or irregular geometric shape patterned after or approximating a cone, blunted cone, funnel, capsule, torus, half torus, sphere, hemisphere, hexagonal prism, hexagonal pyramid, cuboid, octahedron,pentagonal prism, square pyramid, tetrahedral prism, tetrahedron, triangular prism, ellipsoid, hemi-ellipsoid, helix, geometric tube (having coaxial outer and inner cylindrical walls that may define an inflatable space between the outer and inner walls), frustum, scutoid, prismatoid, or others. In addition, in some example embodiments, the tubes may incorporate one or more curves or angles, instead being aligned along a straight axis. The particular application for which the pneumatic structural tube is intended may call for different tube shapes, and some applications may call for more than one particular tube shape. For example, some applications may benefit from having tubes that interlock, nest, or otherwise interact with adjacent tubes. The examples described and set forth herein are largely cylindrical tubes, due to ease of illustration, as well as the relative ease of manufacturing that may be realized with the single generally linear seam(s) associated with a cylindrical tube. Some of the example tube shapes set forth above may involve utilizing multiple disparate seams, multiple pieces of advanced composite materials (including multiple pieces fabricated with different advanced composite materials from one another), internal shaping structures / frames (rigid, inflatable, permanent, temporary / removable, dissolvable, etc.), and / or specific cutout shapes selected to form the tube shapes (e.g., generally triangular shape cutouts to form a generally tetrahedron-shaped tube). For some example advanced composite materials, such as those fabricated or formed on an interior or exterior of a mold (e.g., an inflatable / inflated mold) or other workpiece (perhaps without a seam), more creative shapes may be possible under advantageous manufacturing constraints. Finally, while linear seams are illustrated in the examples of Figures 2A-5D, non-linear seams (e.g., one or more lengthwise helical seams) alternatively may be utilized.

[0064] Figure 2B is a simplified schematic overhead-view diagram illustrating a regular- trapezoidal piece 212 of advanced composite material, in which a first end 218 has a width / base that is slightly longer than a width / base of a second end 220 of the piece 212. The long opposing sides / legs 214 and 216 of the piece 212 may be joined together at their edges in a seam to form a cone-shaped tube, or more precisely, a blunted-cone having a gradual taper. The slightly different widths of the first end 218 and the second end 220 provide the gradual taper such that the tube is shaped similar to a cylinder, but with one end of the cylinder being slightly narrower (i.e., having a smaller radius) than the other end. As will be described with respect to the tube examples shown in Figures 3C, 4C, and 5C, the shorter-width end 220 of the piece 212 forming the smaller-diameter base of the blunted-cone-shaped tube may be flattened and / or folded and welded (or otherwise joined) to form a flat endseam having a similar seam length as the diameter of the larger-diameter base formed by the longer-width end 218 of the piece 212. This is incontrast to a flat endseam formed by flattening and / or folding an end of a cylindrical tube formed by the rectangular piece 202, which should theoretically have an endseam length that is larger than the diameter of the cylindrical tube.

[0065] As an alternative to the gradually tapering blunt-cone shaped tube, a cylindrical tube can be formed to have one end of the cylinder slightly narrower (with a smaller diameter) than the other end, where the narrowing begins closer to the endseam, rather than gradually along the entire length of the tube. This may be achieved, for example, by (a) shaping a piece of advanced composite material to be largely rectangular, but with a slight inward tapering toward one end of rectangular piece or (b) removing a small portion of material near one end of the tube, such as while forming the tube’s lengthwise seam or the endseam (or both). Additional details regarding example techniques for forming seams or otherwise joining material layers to one another in order to create pneumatic structural tubes are set forth below.

[0066] In one example embodiment, a hybrid rectangular / regular-trapezoidal piece of advanced composite material consists primarily of a rectangular piece portion but with a regular-trapezoidal piece portion at one end (or both ends) of the rectangular piece portion, in which the regular- trapezoidal piece portion narrows away from the rectangular-piece portion. For example, the regular-trapezoidal piece(s) can be joined to the rectangular piece portion via one or more seams, such as by using one of the methods described in detail below. Alternatively, the hybrid rectangular / regular-trapezoidal piece could be a single unitary piece of material, such as one cut or formed in a hybrid rectangular / regular-trapezoidal shape. The edges of the long opposing sides of the rectangular piece, including the edges of the regular trapezoidal piece(s), may be joined together via one or more seams to form a tube having a generally cylindrical shape, but narrowing at one blunted-cone-shaped end (or two such ends).

[0067] Figure 3A is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 310 according to an example embodiment. The tube 310 includes a lengthwise seam 312 where the edges of the long opposing sides 204 and 206 of the rectangular piece 202 have been joined together to form the illustrated cylindrical shape of the tube 310.

[0068] In the example of Figure 3A, both ends 314 and 316 (i.e., openings or cylinder bases) of the tube 310 are circular in shape, allowing for endcaps, endplugs, or plates having circular crosssections (e.g., cylindrical or tubular endcaps 414 and 416) to be fitted and joined, as illustrated in Figures 4A-4C and 5A-5C. Alternatively, either end or both ends of the tube 310 may instead bepinched, clamped, flattened, and / or folded (one or multiple times) and joined to form a flat endseam, similar to the flat endseams 324a-b, 334, 424, 434a-b, 444, and 446a-b illustrated with respect to the tubes 320, 330, 420, 430, and 440 shown in Figures 3B, 3C, 4B, 4C, 4D, 5B, 5C, and 5D.

[0069] Figure 3B is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 320 according to an example embodiment. The tube 320, with its lengthwise seam 322, is similar or identical to the tube 310, except that the tube 320 has one end of the cylindrical tube pinched or flattened and joined to form a flat endseam 324a-b. As was described above, for a cylindrical tube, like tube 320, having a constant diameter along its length, pinching or flattening one end will tend to cause that end (once flattened) to be wider than the diameter of the tube, which is illustrated in the example of Figure 3B. As was described above with respect to Figure 2B and as shown in Figure 3C, described in further detail below, by introducing a taper to or removing a section of material from the otherwise cylindrical tube, the width of the flattened end can be made the same as, smaller than, or even larger than the diameter of the cylindrical tube.

[0070] The flat endseam 324a-b illustrated in Figure 3B consists of a first flat endseam portion 324a and a second flat endseam portion 324b that together span substantially across the width of the pinched or flattened end of the tube 320 except for a small aperture 326. In the overhead view of Figure 3B, only the top portion of the flat endseam 324a-b is shown; a corresponding underside of the flat endseam (located on the opposite side of the pinched or flattened end) may similarly have two portions with the same (or different) aperture 326. Alternatively, the opposing underside of the flat endseam 324a-b may instead consist of a single seam spanning across the entire width of the pinched or flattened end of the tube 320, leaving the aperture 326 at the top endseam portion.

[0071] Figure 3C is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 330 according to an example embodiment. The largely cylindrical tube 330 includes a lengthwise seam 332 where the edges of the long opposing sides of the regular- trapezoidal piece 212 from Figure 2B have been joined together, such as by one of the methods set forth below. The tube 330 has a flat endseam 334 at one end (the narrower end of the tube 330 corresponding to the end 220 of the piece 212 illustrated in Figure 2B). The flat endseam 334 is formed by pinching or flattening (e.g., by introducing one or more rolls or folds in) the aforementioned end of the blunted-cone-shaped tube and joining the sides of the flattened end to one another, such as in a flat weld or other endseam. Note that the example flat endseam 334lacks an aperture or inlet, in contrast to the flat endseam 324a-b of Figure 3B, and instead consists of a continuous seam across the width of the pinched or flattened end of the tube 330.

[0072] In the illustrated example of Figure 3C, the piece 212 (from Figure 2B) with smaller width at its second (right-side) end 220 provides for a blunt-cone-shaped tube narrowing toward its second end 336. When that narrower right-side end 336 of the cone-shaped tube 330 is pinched or flattened, it necessarily becomes wider as the circular cross section of the cone-shaped tube 330 is pinched or flattened. In effect, disregarding the thickness of material, the width of the unflattened end of the tube 330 substantially equals the diameter (D) of that unflattened end of the tube 330, while the width of the flat endseam (once that end of the tube is flattened) is approximately half the circumference (C) of the tube (minus a small amount near the folds, to account for the material thickness and minimum-achievable bend radius):endseam width « — TTD -22 foldL?Di « y - 2fold'2~ D + fold

[0073] So, for example, if the circular first end 338 of the tube 330 has a diameter of 4 inches, then in order for the second end 336 with flattened endseam to have the same width (4 inches) upon being flattened, the circumference of the tube before flattening would need to be 8 inches plus a small amount to account for the side folds of the endseam. Once the desired circumference is determined and the seam width (along the length of the tube) is known, the amount of taper (i.e. , the relative widths of the regular trapezoid bases) of the piece 212 can be determined and designed into the manufacturing process. Essentially, in the present example, the end 220 of the piece 212 to be flattened (i.e., the second end 336) should have a length of about 8 inches plus a fold allowance plus about twice the thickness of the seam (in the case of a lap or overlap weld or other joint). The end (i.e., the first end) that is to have a diameter of 4 inches should have a length equaling the circumference (or pi (IT) multiplied by the diameter of 4 inches) of the circular end of the tube plus about twice the width of the seam. That length is one base of the regular trapezoid, while the other base has a length approximately equal to the circumference of the tube before flattening, and the height of the regular trapezoid depends on factors such as overall dimensions (e.g., length and circumference) of the pneumatic structural tube, fabrication materialproperties (e.g., rigidity), and desired inflation pressure. Choosing a trapezoidal-shaped piece 212 that is designed to produce a tube having a diameter or width that is approximately constant along its length may be advantageous in constructing certain structures or assemblies having certain space constraints (e.g., width constraints).

[0074] For some applications, it may be desirable to have a tube with a larger diameter at a first end and smaller diameter at a second end. Such a tube would not have a consistent diameter or width along its length, which could be useful where more strength is needed at one end of the tube (e.g., closer to a “root” portion of an inflated structure) relative to the other end of the tube. The loop strength of a tube increases with an increase in tube diameter. In addition to increasing the diameter at a portion of a tube, it may be desirable to increase the amount of material (e.g., advanced composite material, such as UCF), such as by layering or manufactured density, to withstand higher inflation pressures that might be utilized in such a tube.

[0075] The flattened-end tube 330 having a diameter or width that is approximately constant along its length may be less useful for applications in which the tube 330 is to be deployed and / or retracted using a rolled configuration, such as on a rotating or winding / unwinding reel or in a tube- folding / unfolding apparatus, according to some example embodiments. This is because, in such applications, the non-flattened, cylindrical portions of the tube 330 will be substantially flattened, becoming wider, as the tube 330 is rolled and deflated. Despite the above, in some example embodiments utilizing reels and / or rolls, cylindrical tubes having a diameter or width that is approximately constant along its length may be used with little or no difficulty or disadvantage.

[0076] Figure 4A is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 410, similar to the structural tube 310 of Figure 3A, having a lengthwise seam 412 and two endcaps 414 and 416 to be attached (or previously attached), according to an example embodiment. The first endcap 414 is a sealing endcap having no aperture (e.g., inlet / outlet), such as for introducing air or other inflation fluid into the tube 410. A second endcap 416 is an access endcap that has an aperture 418 (e.g., inlet / outlet) for inflation / deflation or other purposes, such as those described in detail below.

[0077] Both the first endcap 414 and the second endcap 416 are shown as cylindrical caps each having a generally cylindrical body with one end closed (or closed except for an aperture 418, in the case of the second endcap 416). In the illustrated examples set forth herein, the endcaps (e.g., first endcap 414 and second endcap 416) have an inner diameter approximating (or slightlysmaller than) the outer diameter of the pneumatic structural tube (e.g., the tube 410). In alternative embodiments, the endcaps could instead be externally fit, such that the endcaps have an outer diameter slightly larger than the inner diameter of the pneumatic structural tube.

[0078] Figure 4B is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 420 with lengthwise seam 422, similar to the tube 310 of Figure 3A, having one endcap 416 to be attached and one flat endseam 424, according to an example embodiment. A first end of the tube 420 is configured to receive the access endcap 416 with aperture 418 (see discussion immediately above), while a second end of the tube 420 has a flat endseam 424 with no aperture, similar to the flat endseam 334 in Figure 3C. Note that, since the tube 420 is a cylindrical tube having a constant diameter along its length, pinching or flattening one end of the tube 420 to create the flat endseam 424 will tend to cause that end (once flattened) to be wider than the diameter of the tube 420, which is illustrated in Figure 4B and is described above with respect to Figures 3B and 3C.

[0079] Figure 4C is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 430, with one endcap 414 to be attached and one flat endseam 434a-b, according to an example embodiment. Similar to the structural tube 330 of Figure 3C, the largely cylindrical tube 430 includes a lengthwise seam 432 where the edges of the long opposing sides of a regular- trapezoidal piece (e.g., piece 212 from Figure 2B) have been joined together, such as via one of the techniques set forth below. The endcap 414 is a sealing endcap with no aperture, as described above with respect to the endcap 414 of Figure 4A. The flat endseam 434a-b is similar to the flat endseam 324a-b described above with respect to Figure 3B and consists of a first flat endseam portion 434a and a second flat endseam portion 434b that span across the width of the pinched or flattened end of the tube 430 except a small aperture 436. As described above with respect to Figure 3B, because the otherwise cylindrical tube 420 includes a taper along its length or at one end, the width of the flattened end can be made the same as, smaller than, or even larger than the diameter of the largely cylindrical tube. In the example of Figure 4C, the width of the flattened end (having the flat endseam 434a-b) is approximately equal to the diameter of the tube 430 at the unflattened end of the tube with the endcap 414.

[0080] Figure 4D is a simplified schematic overhead-view diagram illustrating a pneumatic structural tube 440 having a first flat endseam 444 and a second flat endseam 446a-b, according to an example embodiment. Similar to the cylindrical tube 310 of Figure 3A, the cylindrical tube 440 includes a lengthwise seam 442 where the edges of the long opposing sides of a rectangularpiece (e.g., piece 202 from Figure 2A) have been joined together, such as via one of the methods set forth herein. The first flat endseam 444 is a flat endseam having no aperture, like the endseam 424 described above with respect to Figure 4B. The second flat endseam 446a-b is similar to the endseam 324a-b described above with respect to Figure 3B (and also the endseam 434a-b described with respect to Figure 4C) and includes a first flat endseam portion 446a and a second flat endseam portion 446b that together substantially span across the width of the pinched or flattened end of the tube 440 except for a small aperture 448. Note that, since the tube 440 is a cylindrical tube having a constant diameter along its length, pinching or flattening one end to create the flat endseam 446a-b will tend to cause that end (once flattened) to be wider than the diameter of the tube 440, which is illustrated in Figure 4D and is described above with respect to Figures 3B and 3C.

[0081] Figures 5A-5D are schematic side-view diagrams corresponding respectively to the schematic overhead-view diagrams of Figures 4A-4D. Each of the pneumatic structural tubes 410, 420, 430, and 440 in Figures 5A-5D is shown (in simplified form) essentially rotated approximately 90-degrees along its long-axis compared to what is illustrated in Figures 4A, 4B, 4C, and 4D. The side views illustrate the pinched flat endseam 434a-b of the tube 430 at one end and the pinched flat endseams 444 and 446a-b of the tube 440 at both ends. c. Alternative Tube Configurations

[0082] In various example embodiments, one or more of the tube construction methods set forth herein can be applied in combination with other construction methods set forth herein.

[0083] In accordance with another example embodiment, one construction method includes applying and fully welding or otherwise fully joining a patch of advanced composite fabric material, as described herein, around the full circumference of a tube. For example, the patch could initiate at a terminating end (e.g., an endseam, an end plate, endcap, or endplug) of the tube and extend a prescribed distance (i.e., to meet a desired specification) along the length of the tube to provide added strength at a “root” of the tube, such as where a tube connects to the rest of the system, where it experiences the largest bending momentum.

[0084] In some example embodiments, a pneumatic structural tube is constructed with one or more welded (or otherwise bonded) strips of the same or similar advanced composite fabric material opposite of the welded seam (or other joint) at the same width or different widths to provide different strength profiles as well as to potentially add a bend in the tube to support moreload on the assembly. Strips can be added along the length of the tube in other areas (besides opposite the welded seam or other joint) to add strength depending on which direction the force is being applied.

[0085] In some example embodiments, a pneumatic structural tube may support a hard-substrate structure (internal or external to the tube’s surface). Such a configuration may allow for suitable strength using a smaller amount of material (e.g., advanced composite material), without sacrificing too much weight, depending on the particular application. Additionally or alternatively, the hard-substrate structure may serve as a shaping structure to impart a desired shape (e.g., non-cylindrical) to the pneumatic structural tube.

[0086] In some example embodiments, the tubes can be constructed and / or configured as telescoping or tapered tubes to be used as part of a nested tube assembly. For example, the nested tube assembly may include a hard substrate tube or other body from which one or more pneumatic structural tubes may protrude upon deployment. While such a nested-tube design could utilize a standard straight cylindrical tube, a tapered tube shape may provide added strength due to possibly being in contact with a higher percentage (e.g., of the inner diameter (ID)) of a similarly tapered hard substrate tubes it supports.

[0087] In some example embodiments, a pneumatic structural tube is fully constructed with two or more layers of advanced composite material joined together (e.g., using one of the techniques set forth herein) to make a tube having increased strength or other beneficial characteristics. Similarly, a tube could be constructed by wrapping a layer of advanced composite material around on itself, so that the resulting tube has two or more full layers of advanced composite material down the full length (or other desired portion) of the tube. For example, adjacent tube layers could be joined at a limited number of spots (e.g., one or more, but less than a majority of the tube) along the circumference to provide additional structural strength to the first layer without being completely joined to the first layer. The resulting combination may act as a bladder, which may be beneficial for some applications.

[0088] In addition to the various illustrated embodiments, additional example embodiments may include (a) tubes having endcaps and / or endseams with apertures or ports on one end and a closed plate (i.e., sealed tube) or closed endseam on the other end and / or (b) tubes having endcaps or endseams with apertures or ports on both ends. These additional example embodiments allow for constructing a chain of tubes joined end-to-end and / or pneumaticallyconnected such that the chain of tubes effectively comprises a single chamber of compressed air interconnected across tubes via a series-connection of valves and the tubes themselves.

[0089] According to some examples, the pneumatic structural tubes set forth herein are “deployable” in the sense that they are relatively lightweight and can be inflated from a relatively compact deflated state to a pressurized semi-rigid or rigid inflated state (e.g., inflated to more than 30 psi, inflated to a range of 45-60 psi, a range of 30-120 psi, a range of 30-1 ,000 psi, a range of 50-150 psi, a range of 30-15,000 psi, a range of 100-15,000 psi, a range of 1 ,000-15,000 psi, and other ranges or limits depending on the particular composite material and configuration employed). For example, according to some examples, the tubes can be inflated and / or deflated in the field (e.g., in a parcel delivery or military battlefield scenario) on an as-needed basis. When uninflated or undeployed, the tubes are in a flaccid or flexible state, capable of being rolled, folded, stuffed, or otherwise compressed or compacted into a smaller volume, length, width, radius, or other measure of geometric space. For example, the tubes may be stored and / or transported in a relatively flat, uninflated, undeployed state wound or wrapped around a reel or other member or structure, folded, or otherwise compactly positioned or oriented. The tubes may be deployed by inflating them via the introduction of a fluid, such as air (e.g., Earth atmospheric air comprising nitrogen, oxygen, argon, carbon dioxide, and other gases) or another fluid (e.g., a gas or gas mixture involving nitrogen, helium, hydrogen, and / or others, and / or, in some embodiments, a liquid such as water, gasoline, jet fuel, antifreeze, and / or others).III. Materials for Manufacturing Pneumatic structural tubes

[0090] The pneumatic structural tubes set forth herein are characterized by and distinguishable from other structural members based on (1) relatively low weight per area, surface area, and volume, (2) relatively high strength-to-weight and strength-to-thickness ratios, (3) durability, especially for the qualities set forth in (1) and (2), (4) ability to contain air (or another fluid or gas) for an extended time period (e.g., weeks, months, or years, depending on material thickness, number of layers, coatings, intermediary layers, weld / seam robustness, and other factors), and (5) ability to be repeatedly inflated and deflated, in some example configurations, allowing for easier stowage, transport, and deployment. Many of these characteristics are due to the material and manufacturing methods used in constructing the pneumatic structural tube.

[0091] Pneumatic structural tubes can be constructed from a variety of different materials. However, many conventional materials (e.g., rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or others) typically used for inflatable bodies do not provide beneficial strength-to-weight ratios achievable using the advanced composite materials and / or the strengthening sleeves set forth herein. Therefore, the examples in this disclosure focus on utilizing advanced composite materials and / or strengthening sleeves to realize pneumatic structural tubes having improved strength-to-weight ratios over what is feasible using conventional materials. Such pneumatic structural tubes may allow for the construction of strong, lightweight aerial systems, for example.

[0092] As used herein, the term “strength” depends on context and can refer to tensile strength (i.e. , related to the maximum amount of feree that can be applied to a tube before it breaks), yield strength (i.e., related to resistance to bending), hoop strength (i.e., related to the ability to handle hoop stress), compressive strength (i.e., related to ability to handle end-to-end compression), and / or others. The pertinent strength to be maximized per unit weight and / or length will depend on the intended application for the pneumatic structural tube. a. Advanced Composite Materials

[0093] Some example embodiments utilize materials categorized herein as “advanced composite materials.” Advanced composite materials include advanced composite fiber-based fabric materials (e.g., an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material), polymer composite thin film materials, nano-architectured materials, and / or other flexible (non-rigid) material having a relatively high strength-to-weight ratio and being substantially gas-impermeable (e.g., airtight) at relatively high internal pressures (e.g., greater than 200 kPa (greater than around 29 PSI), for example). The term “advanced composite material,” as used herein, excludes materials made solely of rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or other conventional materials having a lower strength-to-weight ratio and / or higher heat tolerance than the advanced composite materials set forth herein.

[0094] A first example of an advanced composite material that may be used to fabricate the pneumatic structural tubes is a composite fiber-based fabric material, such as one that includes Ultra-High Molecular Weight Polyethylene (UHMWPE) fibers. UHMWPE fibers and fabric materials constructed from such fibers have a high strength-to-weight ratio compared to many other materials. UHMWPE fibers comprise very long chains of polyethylene with a very high percentage of parallel orientation and a high level of crystallinity. The lengthy polymer chains enable load transfer by strengthening intermolecular interactions. The fibers are manufactured in a gel-spinning process in which the UHMWPE fibers are drawn, heated, elongated, and cooled. For example, UHMWPE may be added into a suitable solvent and spun through a spinneret toextrude the solution to form the fibers, before being cooled, extracted, dried, and extended, to produce the final fibers having denier counts in the range of 50-5400. Unlike normal polyethylene having low orientation, low molecular weight, and low crystallinity, UHMWPE fiber material has very high molecular orientation, high molecular weight, and high crystallinity. Manufacturers of UHMWPE fiber materials include (a) DYNEEMA Protective Materials™, part of Avient™, which manufactures DYNEEMA™ fiber and associated fabric materials, (b) Honeywell International Inc.™, which manufactures Spectra™ fiber, and others. Fabrics constructed of UHWMPE fibers (referred to as “UHMWPE fiber fabric materials” or just “UHMWPE fabric materials” herein) include DYNEEMA® composite fabric materials (see, e.g., https: / / www.dyneema.com / , accessed March 2024), woven Spectra™ composites, and others. “Cuben fiber” is another trade name referring to a UHMWPE fiber fabric material (i.e., a fiber-reinforced laminate).

[0095] Another example of a fiber-based advanced composite material is fabric woven from Vectran™ multifilament yarn. Vectran™ yarn, offered by Kuraray™ of Tokyo, Japan, is spun from liquid crystal polymer (LCP). Like UHMWPE fibers, Vectran™ fiber exhibits a high strength-to- weight ratio compared to many conventional materials (e.g., rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or others) and could be utilized as a fabric or laminate composite in a layup configuration (e.g., with epoxy or another matrix material), for example.

[0096] In addition to the UHMWPE-fiber fabric materials and variations described above, other advanced composite materials that may be used to manufacture one or more example pneumatic structural tubes include any composite fabric materials that can be treated, prepared, or otherwise configured to provide airtightness and that can be formed (e.g., by bonding, welding, heatpressing, gluing, or otherwise joining edges into a seam and / or by forming in or on a mold) into a high-pressure inflatable tube having relatively high strength-to-weight ratios compared to conventional materials (e.g., rubber, natural or artificial latex, nylon, of polyvinyl chloride (PVC)). These may include various composite laminates having layers selected and oriented to provide desired engineering properties relating to stiffness, strength, and / or coefficient of thermal expansion.

[0097] One example of advanced composite materials suitable for manufacturing pneumatic structural tubes are the mono-polymer (i.e., polyethylene) fiber fabrics offered by Aluula™ Composites Inc. of Victoria, British Columbia, Canada. These fused-fiber materials are lightweight, high-strength fabrics crafted from UHMWPE using a fusion process that bonds monopolymer fibers and technical films at the molecular level without adhesives, such as heavy glues.The resulting composite materials, such as Aluula™ Gold™ GC-82 (82 grams per square meter (gsm)), Aluula™ Gold™ GG-103 (103 gsm), Aluula™ Graflyte™ V-98 (98 gsm), and others (see https: / / aluula.com / , last accessed March 2025), provide high strength-to-weight ratios — up to eight times that of steel — while being lighter than conventional fabrics like nylon, polyester, or aramid. These fabrics provide good tensile strength, tear resistance (up to 160 lbs for Graflyte™ V-98), stiffness, UV resistance, and abrasion resistance, making them well-suited for manufacturing pneumatic structural tubes and associated aerial systems, according to some example embodiments.

[0098] Another example advanced composite material includes one or more high-strength lightweight polymer composite thin films, such as those utilizing UHMWPE with small amounts of graphene filler (in various layer-thicknesses and / or compositions, including graphene oxide). Such thin films may be utilized, e.g., as a layup with TPU for heat resistance, as an advanced composite material for fabricating pneumatic structural tubes in some example embodiments. The thin films may be produced in sheet form similar to the UHMWPE-fiber fabric materials described above. Such thin film materials may provide additional benefits with respect to tensile strength- to-weight ratio, transparency, impact resistance (e.g., from bullets or space / atmospheric objects), and heat resistance, for example. In some example embodiments, at least two layers of the aforementioned thin film material overlay one another, such as in a 90-degree overlay (i.e. , 0 and 90 degrees). In another example embodiment, four layers in overlaid configurations at 0, 45, 90 and 135 degrees provides a relatively strong, but lightweight, layup to maintain an acceptable level of gas impermeability. Adjacent thin film layers are bonded to one another using heat and pressure and / or RF welding or heat pressing, for example.

[0099] As another example, in some example embodiments, an advanced composite material may include a UHMWPE fiber-based material combined with a high-strength lightweight polymer composite thin film, such as one utilizing UHMWPE with small amounts of graphene filler. Combining a UHMWPE fiber-based material with a thin film material to create an advanced composite material may result in increased strength (e.g., increased hoop strength) and gas impermeability (air-tightness). For example, a thin film material may be layered on the exterior of a tube constructed of UHMWPE fiber-based material. As an additional example, one or more layers of thin-film material may be sandwiched between two or more layers of UHMWPE fiberbased material to improve suitability of RF-welding of the UHMWPE fiber-based material to itself. In yet other example embodiments, a small portion of thin film can protrude from welded seams (e.g., lengthwise seams or endseams), to which heat and pressure or RF welding can be appliedto bond the protruding thin film layer portion to another protruding thin film layer portion. This, in turn, helps to provide structural integrity continuously through the combined skin or fabric.

[0100] As yet another example, an advanced composite material for fabricating pneumatic structural tubes may also include one or more microstructure carbon-based materials or nano- architectural materials. For example, nano-architectured materials, such as those using nanometer-carbon struts, provide a high strength-to-weight ratio in a very thin layer (e.g., less than 100 microns). Such a nanomaterial has been fabricated using two-photon lithography to make a tetrakaidecahedron lattice configuration composed of microscopic struts, as described in the following, which is incorporated by reference herein in its entirety: Portela et al., “Supersonic Impact Resilience of Nanoarchitected Carbon,” Nat. Mater. 20, 1491-1497 (2021) (https: / / doi.Org / 10.1038 / S41563-021 -01033-z).

[0101] Other layers, films, coatings, and / or additives may be included in the composite fabrics to provide application-specific benefits. For example, in addition to MYLAR® material, other BoPET (Biaxially-oriented polyethylene terephthalate) films may be included in a composite fabric to provide benefits such as improved combustion-resistance and / or impermeability to gases (e.g., air-tightness). Graphene or graphene oxide layers, films, coatings, and / or additives may be included to improve strength or other physical or electrical characteristics. Other example layers, films, coatings, and / or additives may be included to provide ballistic-rated enhancement (e.g., “bulletproof armor), blast resistance, flame repellency (e.g., to prevent combustibility or slow combustion), heat resistance, flammability (e.g., to promote combustion in certain circumstances), radar absorbency (e.g., for stealth capabilities), reflectivity, or other desired benefits or features. Some of these optional layers are described in further detail elsewhere herein.

[0102] In accordance with example embodiments set forth herein, advanced composite materials are selected and utilized in construction to provide a lightweight, nearly airtight (gas impermeable) surface or interface that can be formed into pneumatic structural tubes. While some configurations could utilize advanced composite materials that might not be 100% impermeable, such advanced composite materials still could adequately contain inflatable pressures necessary for certain applications, including some aerial system applications (e.g., those requiring temporary or semipermanent inflation, rather than permanent inflation). In addition, pneumatic structural tubes may include sleeves / coatings / layers to reduce or eliminate permeability, possibly at a cost of increased weight. As described elsewhere herein, such sleeves / coatings / layers may also improve othercharacteristics, such as strength of a pneumatic structural tube or aerial system made of pneumatic structural tubes.

[0103] For example, and as discussed above with respect to Figures 1A-5D, the advanced composite materials may be formed into cylindrical or substantially cylindrical tubes by welding, bonding, or otherwise joining (e.g., heat pressing), in a relatively airtight fashion, a rectangular or trapezoidal piece of fabric material to itself along two or more opposing edges (e.g., two opposing sides of a rectangular or trapezoidal piece of material) and / or surfaces. Either or both ends of the formed cylindrical tube can then be sealed, permanently, semi-permanently, or temporarily by welding, heat-pressing, bonding, fastening, clamping, or otherwise attaching one or more endcaps, endplugs, or stopper pieces or mechanisms to one or both ends of the formed cylindrical tube and / or by pinching, flattening, clamping, and / or folding one or more ends of the formed cylindrical tube and welding, heat-pressing, bonding, gluing, compressing, clamping, or otherwise joining the two pinched or flattened surfaces of the tube to create an airtight seal.

[0104] The above description of examples and example categories of advanced composite materials for fabricating pneumatic structural tubes is non-exhaustive and non-exclusive. In general, for example embodiments, the advanced composite material selected for use in the pneumatic structural tubes is a relatively airtight / gas-impermeable material having a tensile strength of at least 180 MPa (26,000 psi), or at least 250,000 MPa (36,000 psi), or at least 3100 MPa (450,000 psi), or at least 3400 MPa (500,000 psi), or at least 42000 MPa (609,000) psi, depending on the particular application. The required degree of airtightness / gas-impermeability will depend on the particular application and expected or maximum deployment time of the pneumatic structural tube. For some applications, a relatively slow gas permeation (e.g., air leaks) is acceptable, where the permeation does not result in deflation of the tube such that it no longer provides structural functionality for the aerial system or other structure. b. Example Layup and Woven Configurations for Advanced Composite Materials

[0105] In example embodiments, advanced composite materials for fabricating pneumatic structural tubes may include a layup or weave of one or more of the above-listed composite fiberbased fabric materials in one or more different high-bias layup or woven configurations. For example, such composite fiber-based fabric materials may include multiple layers of parallel- oriented fabric materials arranged in pre-determined orientations to one another (90-0 degrees, 90-0-45 degrees, 90-0-45-135, etc.) or one or more interwoven fibers. Fiber-based fabricmaterials having more than 90-0 degree orientations are often referred to as “high-bias” materials, and may be particularly well-suited for use in fabricating pneumatic structural tubes.

[0106] Figure 6A is an enlarged photograph (planar view normal to a generally flat sheet of fabric material) illustrating a first configuration (a layup configuration 600) of an advanced composite material. Figure 6B is an enlarged photograph (planar view normal to a generally flat sheet of fabric material) illustrating a second configuration (a woven configuration 610) of an advanced composite material. Each of these two configurations exhibits relative gas impermeability and high strength-to-weight ratio, compared to conventional materials, such as rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or others.

[0107] The layup configuration 600 of Figure 6A is one example of a layup configuration that includes one or more base layers and one or more fiber layers. A first ruler 602 shows linear dimensions in centimeters. The illustrated layup configuration 600 is a 90-0-45-135 layup configuration in which a first plurality of parallel fibers, a second plurality of parallel fibers, a third plurality of parallel fibers, and a fourth plurality of parallel fibers overlay or underlay one another by 90, 45, or 135 degrees relative to each other plurality in a general planar (but flexible, when uninflated) surface. Thus, as can be seen a first plurality (just over 100 in this example) of vertical lines (top to bottom in Figure 6A) can serve as the first plurality of parallel fibers. Similarly, a second plurality (just over 150 in this example) of horizontal lines, i.e., rotated 90 degrees relative to the first plurality, can serve as the second plurality of parallel fibers. A third plurality (just over 200 in this example) of diagonal lines, i.e., running from bottom left to top right and rotated 45 degrees relative to the first plurality, can serve as the third plurality of parallel fibers. Finally, a fourth plurality (just over 200 in this example) of diagonal lines, i.e., running from top left to bottom right and rotated 135 degrees relative to the first plurality, can serve as the fourth plurality of parallel fibers.

[0108] The illustrated 90-0-45-135 layup 600 is one example layup configuration and other layup configurations (e.g., 90-0, 90-0-45, 120-0-60, random, continuously distributed, etc.) are also possible. In example embodiments, the pluralities of parallel fibers are sandwiched by, interspersed with, deposited on one or both sides of, or otherwise disposed adjacent and proximate to one or more base layers or substrates to create composite laminates. Such one or more base layers or substrates may improve or provide relative gas impermeability and / or hold the pluralities of parallel fibers in place in a flexible fabric, such as the planar pieces 202 and 212 of advanced composite material illustrated respectively in figures 2A and 2B. Additionally, the oneor more base layers or substrates may include a thermoplastic polyurethane (TPU) buffer to provide heat resistance, which may improve RF-weldability for example. In an alternative embodiment, only a single plurality of fibers is disposed on or sandwiched by one or more base layers or substrates.

[0109] The woven configuration 610 of Figure 6B is one example of a woven configuration that includes one or more base layers and one or more fiber layers. A second ruler 612 shows linear dimensions in centimeters. The illustrated woven configuration 610 is a “plain” weave in which a first plurality of parallel fibers is woven at a 90-degree angle with a second plurality of parallel fibers in a general planar (but flexible, when uninflated) surface. As an alternative a plain weave type, other weave types may be used, such as a twill weave type and other weave types that utilize two or more pluralities of parallel fibers. In example embodiments, the pluralities of parallel fibers are sandwiched by, interspersed with, deposited on one or both sides of, or otherwise disposed adjacent and proximate to one or more base layers or substrates to create composite laminates. Such one or more base layers or substrates may improve or provide relative gas impermeability and / or hold the pluralities of parallel fibers in place in a flexible fabric, such as the planar pieces 202 and 212 of advanced composite material illustrated respectively in figures 2A and 2B. In an alternative embodiment, only a single plurality of fibers is disposed on or sandwiched by one or more base layers or substrates. In yet a further embodiment, a woven configuration of advanced composite material may comprise a weave without a base layer or substrate, such as where a weave comprises fibers woven a sufficiently tight weave and / or with fibers coated so as to provide desired gas impermeability for a particular application.IV. Seams and Joints for Pneumatic structural tubes

[0110] As described above, at least some example embodiments of pneumatic structural tubes utilize one or more seams, such as one or more lengthwise seams (e.g., to generally define an overall shape of a pneumatic structural tube) and / or one or more endseams (e.g., to provide an airtight seal at one or both ends of some example pneumatic structural tube designs). Each of the aforementioned seams may comprise a single seam or two or more seams, such as (a) two or more seams in parallel with one another, (b) two or more seams crossing over and / or under one another, (c) two or more seams adjacent to and / or intersecting one another, such as at or near the ends of each seam, (d) two or more seams overlaying one another, and / or (e) two or more seams adjacent to an inflation / deflation tube or valve. For example, two or more seams may join multiple pieces 202 of advanced composite material(s) (or multiple layers of a single piece 202 ofadvanced composite material) to create a layered or stacked configuration of the multiple pieces or layers. Each of these seam configurations may provide unique advantages such as increased strength, durability, redundancy, and / or improved ease of manufacturability, for example.

[0111] The example cylindrical tubes described herein may utilize one or more generally linear lengthwise seams. Alternatively, cylindrical tubes or tubes having non-cylindrical shapes may utilize multiple disparate seams, multiple pieces of advanced composite material(s) (including multiple pieces fabricated with different advanced composite materials from one another), internal or external shaping structures / frames (rigid, inflatable, permanent, temporary / removable, dissolvable, etc.), and / or specific cutout shapes (including multiple shapes, in some example embodiments) selected to form the tube shapes (e.g., generally triangular shape cutouts to form a generally tetrahedron-shaped tube). For some example advanced composite materials, such as those fabricated or formed on an interior or exterior of a mold (e.g., an inflatable / inflated mold) or other workpiece (perhaps without a seam), more creative shapes may be possible under advantageous manufacturing constraints. Finally, while linear seams are illustrated in the examples of Figures 2A-5D, non-linear seams (e.g., one or more lengthwise helical seams) alternatively may be utilized.

[0112] Moreover, while seams in a single pneumatic structural tube are one type of joint, another type of joint attaches one pneumatic structural tube to one or more other pneumatic structural tubes or other objects or surfaces, according to some example embodiments. Yet another type of joint can be used to delineate two or more segments or sections (e.g., airtight segments or sections) within a single pneumatic structural tube. Still yet another type of joint attaches one or more pneumatic structural tubes to a structural skin or structural strips, described elsewhere herein. In general, as referred to herein, a joint is an interface at which a piece of material (e.g., advanced composite material or otherwise) is physically attached to itself or to another piece of material (e.g., advanced composite material or otherwise). Disclosed herein are example pneumatic structural tubes and associated example structures that utilize joints involving seams in advanced composite materials (e.g., UCF), seams in conventional materials, segments or sections in pneumatic structural tubes, physical connections between or among adjacent pneumatic structural tubes, physical connections between fabric materials (e.g., UCF or other advanced composite material fabrics) and rigid endplates or endcaps (e.g., metal or plastic endplates or endcaps), and configurations in which one piece of material (e.g., fabric or rigid material) is physically attached to itself or to another piece of material (e.g., fabric or rigid material).

[0113] Many of the example joints set forth herein are airtight (gas impermeable) joints to promote maintaining relatively high air / gas / fluid pressures (e.g., above 200 kPa (29 psi)) within enclosed volumes (e.g., main body portions of pneumatic structural tubes) for a relatively long time period (e.g., several days, weeks, or years). The terms “airtight,” “gas impermeable,” and “relatively gas impermeable” do not indicate a complete lack of pressure loss over time, but rather a relative lack of pressure loss that is sufficiently low to support intended applications for the pneumatic structural tubes. Thus, the described joints operate in conjunction with airtight (gas impermeable) materials (e.g., advanced composite materials) in main body portions of pneumatic structural tubes to create pneumatic structural tubes that maintain rigidity over prescribed time periods when inflated to sufficiently high pressures. a. Bonding and Joining of Advanced Composite Materials

[0114] Bonding or joining a piece of advanced composite material to itself or to another piece of advanced composite material may involve different bonding / joining techniques than utilized for conventional materials used for inflatable bodies. Such conventional materials, which may include rubber, natural or artificial latex, nylon, polyvinyl chloride (PVC), or others, may be bonded or joined using higher temperatures than UHMWPE fibers will tolerate. For example, various grades and formulations of PVC, such as those incorporating various stabilizers and / or fillers, may have melting points in the 149°C-260°C (300°F-500°F) range, compared to a melting point of around 130°C-136°C (266°F-277°F) or less for UHMWPE fibers. Moreover, UHMWPE fibers are known to experience degradation for prolonged exposure to temperatures above 82°C (180°F). Thus, with conventional materials such as PVC, a wider variety of heat-based bonding and joining techniques to create a pneumatic seal is available than for UHMWPE fiber-based materials. In addition, other conventional materials may be more readily bonded or joined using glues, epoxies, or liquified (i.e. , melted) forms of the conventional materials themselves. Advanced composite materials like UHWMPE fiber-based materials do not readily bond in the same way.

[0115] Therefore, in accordance with example embodiments, bonding or joining a piece of advanced composite material to itself or to another piece of advanced composite material (or other material) may include utilizing specific techniques that avoid damaging the advanced composite material during the bonding / joining process. For example, a heat-resistant material may be utilized as part of or in combination with a piece of advanced composite material to be bonded or joined. Techniques for utilizing a heat-resistant material in a piece of advanced composite material will now be described. Other techniques may alternatively be used.

[0116] One example technique for utilizing a heat-resistant material is to integrate a thermoplastic polyurethane (TPU) buffer or other heat-resistant buffer into the advanced composite material itself. The resulting advanced composite material is a single unitary piece of advanced composite material having better heat-resistance characteristics than the advanced composite material would have without the integrated buffer. For example, a composite layup (laminate) of a fiberbased advanced composite material may utilize a TPU buffer as one or more base layers or substrates to provide heat resistance, which may improve RF-weldability for example. The resulting bonding process utilizing an integrated heat-resistant buffer inflicts minimal, if any, damage (e.g., heat-related damage) to the advanced composite material fibers (e.g., UHMWPE fibers). This example bonding process may be used to form one or more seams, such as one or more lengthwise seams or endseams in a pneumatic structural tube, or to join a pneumatic structural tube with another tube or other object or surface.

[0117] Another example technique for utilizing a heat-resistant material for creating a bond (e.g., for use in a seam) between layers of UHMWPE-fiber fabric material is described in commonly assigned U.S. Patent No. 10,137,638, which is incorporated by reference herein. The techniques described in U.S. Patent No. 10,137,638 improve upon traditional methods involving sewing and taping of seams in UHMWPE-fiber fabric material, which suffer from poor strength and airtightness (gas impermeability). One particular technique described in U.S. Patent No. 10,137,638 involves placing a thermal buffer layer (e.g., a layer of Mylar, plastic sheet, or polyester) between two overlapped layers of UHMWPE-fiber material and RF-welding (or otherwise directing energy at) all three layers together to form a relatively airtight seam. Alternative techniques include providing one or more additive layers (e.g., a polyester and / or a polyamide, such as nylon), which further may be coated with TPU or other plastic material. Various combinations of RF welding time, currents / powers, pressures, and cooling times are also described in U.S. Patent No. 10,137,638.

[0118] Utilizing a heat-resistant material (e.g., via one of the above-described techniques) to assist in bonding or joining a piece of advanced composite material to itself or to another piece of advanced composite material (or other material) provides flexibility in bonding techniques compared to when a heat-resistant material is not utilized. For example, a variety of bonding techniques involving energy activation may be utilized to form a bond between layers of advanced composite fiber-based materials (e.g., UHMWPE fiber-based materials) to create seams or other bonds or joints for a pneumatic structural tube and / or associated structures. The bonds or joints resulting from these techniques may comprise one or more of the following or other joint types: lap joint, butt joint, edge joint, tee joint, or corner joint, for example. Such bonding techniques mayinclude radio frequency (RF) welding, ultrasonic welding, heat pressing, hot-air welding, laser welding / laser enhanced bonding (LW / LEB), and inductive heat bonding for example. Each of these now will be briefly described in relation to bonding or joining advanced composite materials. / . RF Welding

[0119] Radio frequency (RF) welding, also known as high-frequency (HF) welding or dielectric bonding, uses electromagnetic energy in the RF spectrum (e.g., 13.56 MHz, 27.12 MHz, or 40.68 MHz) to bond materials containing polar molecules. Two or more layers of material, such as advanced composite material (e.g., UCF or other advanced composite material fabrics) or other materials (e.g., thermoplastics), are placed under pressure between a set of RF electrodes that deliver the RF energy to the materials being joined and this causes the molecules to oscillate, creating heat in the materials and fusing the materials together where they overlap between the RF electrodes. Using an RF welding machine to RF weld a seam or joint in or on an advanced composite material involves (a) precisely aligning the material pieces to be joined, (b) selecting and placing an appropriate die or tool shaped for the desired seam (e.g., straight, curved, or patterned; shaped or configured to fit inside a main body portion of a pneumatic structural tube or TPU air interface, for example), (c) adjusting the RF welding machine’s power and dwell time based on material thickness and type, and (d) activating the RF cycle — typically lasting a few seconds — followed by a cooling period to solidify the bond. Some or all of these steps can be performed in a different order or omitted, and other steps can be added. The resulting joint is durable and uniform, without the need for adhesives or stitching, which is ideal for pneumatic structural tubes and associated applications requiring airtightness, relative rigidity (when inflated), relative flexibility (when uninflated), and strength (e.g., a high strength-to-weight ratio, in some example embodiments.

[0120] Moreover, RF welding can be used to join a main body portion of a pneumatic structural tube to an endcap or endplug. This may be accomplished, for example, by using one or more appropriately shaped dies or tools to apply RF energy (or other energy) and pressure between part of the main body portion of a pneumatic structural tube (e.g., an end edge) to an endcap or endplug, such as a plastic or aluminum endplug. Such tool(s) or die(s) may attach to the RF welder’s electrodes and may have a circular or cylindrical shape (and / or full or partial arch shape to oppose a circular or cylindrical shape) to mimic the shape of the pneumatic structural tube and / or endcap or endplug. For an aluminum or other metal endcap or endplug, the process may include pre-treating the endcap / endplug with a liquid primer or adhesion promotor and / or byattaching a sacrificial strip of advanced composite material to a circumference of an endcap or endplug prior to RF welding, for example. Other techniques may additionally or alternatively be used.

[0121] An example RF welding specification for RF bonding of bonding fibers to form an advanced fabric composite material for fabricating pneumatic structural tubes is as follows, taken from the above-referenced U.S. Patent No. 10,137,638: a weld time of 3 to 8 seconds (inclusive of the outer range numbers), AC current set at 5 to 12% of the machine's power (assuming a 10 kW machine is used), a pressure of around 80 PSI, and a time to cool under pressure of about 5 to 8 seconds (inclusive of the outer range numbers). Other RF welding specifications may alternatively be used, such as for RF-welding pneumatic structural tubes having two or more layers, without departing from the scope of the present technology. / / . Ultrasonic Welding

[0122] Ultrasonic welding uses ultrasonic energy to create heat by directing high-frequency (ultrasonic - typically 20-40 kHz) vibrations to the materials being joined under pressure. It is a solid-state joining process that applies vibrational energy to the interface of two overlapping pieces of material, generating localized friction and heat through intermolecular shear to bond materials, such as advanced composite materials. This heat softens or melts the material at the contact point, forming a strong molecular bond within seconds as it cools under pressure, thermoplastics, or thin metals, without requiring adhesives, fasteners, or excessive heat that could otherwise damage the materials. The process of bonding to create a seam or joint in or on an advanced composite material involves layering or positioning the materials (e.g., polyester, nylon, or polypropylene) between a welding horn (sonotrode) and an anvil, which may be patterned to shape the seam. The ultrasonic welding equipment is calibrated for frequency, amplitude, and pressure based on material thickness and composition, then activated to deliver precise energy, producing a durable, uniform seam or other joint suitable for pneumatic structural tubes and associated applications, according to some example embodiments.Hi. Heat-Press Bonding

[0123] Heat pressing as a bonding technique involves using a heat press machine, which consists of a heated platen that transfers thermal energy to the fabric (e.g., the Aluula™ fused- fiber UHMWPE materials described elsewhere herein, or others), perhaps in combination with an adhesive such as a heat-activated film or thermoplastic material. To create a seam or joint in oron an advanced composite material using heat pressing involves (a) precisely aligning material pieces, (b) optionally placing a heat-activated adhesive (such as a fusible web or seam tape) between the layers, (c) placing the assembled pieces on a heat press bed associated with the heat press machine, (d) setting an appropriate temperature (e.g., 120-150°C (248-302°F), or higher for heat-resistant materials), and pressure (e.g., 100-415 kPa (15-60 psi)), and (e) lowering a heat press platen for a specific dwell time — e.g., 10 to 30 seconds — allowing the heat to melt the adhesive and fuse the fabric layers together, forming a strong bond, such as a seam or other joint suitable for pneumatic structural tubes and associated applications, according to some example embodiments. iv. Hot-Air Welding

[0124] Hot-air welding, also known as heat welding, uses heat energy to bond materials (e.g., an advanced composite material, such as UCF or other advanced composite material fabrics, the Aluula™ fused-fiber UHMWPE materials described elsewhere herein, and / or others) by directing controlled heated air to soften and fuse material surfaces together to an overlapped area of material pieces at which a seam or joint is to be created. The process involves a hot-air welding machine, typically equipped with a nozzle that directs a stream of heated air (at a materialdependent temperature) onto the material edges (e.g., UCF edges), partially melting the edges to create a strong, airtight bond upon cooling. To create a seam or joint in or on an advanced composite material using hot-air welding involves (a) aligning the edges of the material pieces, (b) feeding the edge-aligned material pieces into a hot-air welder — either manually or with an automated system — using consistent pressure and speed as the heated air is applied through the nozzle, and (c) rolling and / or pressing to solidify the bond. This method produces durable seams without adhesives or threading, potentially making it suitable for pneumatic structural tubes and associated applications, according to some example embodiments. v. Laser Welding & Laser-Enhanced Bonding

[0125] Laser welding and laser enhanced bonding are bonding techniques used to join multiple pieces of materials through the use of a laser and laser energy, respectively. Laser welding involves directing a high-energy laser to melt and fuse materials, such as advanced composite materials (e.g., UCF or other advanced composite material fabrics) and / or other materials (e.g., thermoplastics and / or metals), at the point of contact, creating a strong bond without the need for additional filler material. Laser-enhanced bonding combines laser energy with an adhesive or surface treatment, for example, to improve adhesion strength and durability, which may beparticularly suitable for bonding dissimilar materials (e.g., bonding advanced composite materials with conventional materials). In an example embodiment, laser welding can be applied to a fiberbased advanced composite material fabric by precisely melting the fibers along a seam line, forming a clean, durable joint with minimal thermal damage to surrounding areas. In another example embodiment, laser-enhanced bonding can be applied to a fiber-based advanced composite material fabric by using a laser that can activate or cure adhesives applied along a seam line or other joint, enhancing bond strength while maintaining flexibility. Both techniques offer advantages over traditional stitching, such as improved airtightness, making the techniques potentially well-suited for creating seams and other joints involving pneumatic structural tubes and associated applications, according to some example embodiments. vi. Inductive Heat Bonding

[0126] As an alternative to some of the above-described techniques that utilize heat to assist in bonding, another bonding technique involves inductive heating. Inductive heating uses electromagnetic fields to induce eddy currents in a material placed within or near an induction coil. These currents produce heat due to the material's electrical resistance. The heat is localized, precise, and efficient, making induction heating particularly suited for applications like bonding or welding, particularly for metallic materials. Bonding or welding a non-metallic material, such as a plastic or advanced composite material could involve incorporating a conductive intermediary, since plastics themselves are generally non-conductive. For example, a metal mesh or foil could be placed at the interface where the bond or weld is desired. An induction coil, connected to a high-frequency alternating current, could then be placed near the joint area. When activated, the coil generates a rapidly alternating magnetic field. The conductive intermediary absorbs this energy, heating up quickly due to induced eddy currents. The heat from the conductive layer transfers to the surrounding plastic or UHMWPE, raising its temperature to the melting point or softening point. For thermoplastics like UHMWPE, this causes the material to become pliable or molten at the interface. Pressure may be applied to press the two pieces together, allowing the softened or melted material to fuse as it cools. Once the induction stops and the material solidifies, a bond, such as a seam, forms.

[0127] Advanced composite materials consisting of high-strength lightweight polymer composite thin films, such as those utilizing UHMWPE with small amounts of graphene filler (in various layerthicknesses and / or compositions, including graphene oxide) may involve the same or similar energy-activation techniques as described above with respect to advanced composite fiber-basedmaterials (e.g., UHMWPE fiber-based materials). For example, two opposing edges of a rectangular or trapezoidal piece (or more than one piece) of high-strength lightweight polymer composite thin films may be bonded in a lap weld / joint or overlap weld / joint, such as by using RF welding, heat and pressure (heat-pressing), or one of the other bonding methods described above, to create seams, such as lengthwise seams or endseams in a pneumatic structural tube. Alternatively, bonding or joining of other advanced composite materials besides UHMWPE-fiber fabric materials and variations described above may include bonding, welding, heat-pressing, gluing, or otherwise joining edges into a seam and / or by forming in or on a mold into a pneumatic structural tube.

[0128] Other advanced composite materials may need no bonding or joining, where the advanced composite materials are capable of being shaped on or in forms. Additionally, some advanced composite materials may allow for seamless tube fabrication via additive or subtractive manufacturing (i.e., 3D-printing) techniques, such as those utilizing vat polymerization, material jetting, and / or material extrusion, for example. b. Example Two-Layer Lengthwise Seam for a pneumatic structural tube

[0129] According to some example embodiments, a pneumatic structural tube is constructed with two layers of advanced composite material, rather than a single layer. A multi-layered pneumatic structural tube may exhibit increased strength when inflated, which in turn increases structural integrity. In addition, a multi-layered pneumatic structural tube can avoid unwanted camber or other asymmetric effects that might otherwise occur if only a single seam attaches two edges of a piece of advanced composite material together to form a cylindrical tube. The added strength also allows the tube to maintain a higher air pressure than a single-layer tube having the same dimensions. For example, increasing the strength of the material (e.g., choice of advanced composite material) or tube construction (e.g., two layers versus one layer) is believed to increase the load bearing capacity of a pneumatic structural tube in a generally linear manner.

[0130] Figure 7 is a schematic cross-sectional diagram (i.e., perpendicular to a length of a cylindrical tube) showing welds (e.g., RF welds) in a two-layer pneumatic structural tube 700, according to an example embodiment. The tube 700 includes a first tube layer (denoted as “Tube A” 712) underlaying a second tube layer (denoted as “Tube B” 718). An initial weld 714 is made to form Tube A 712 by joining two opposite sides of Tube A material (a first piece of advanced composite material) to one another at the initial “Tube A” weld 714. The tube B material (a second piece of advanced composite material, which may be a different material from that of the firstpiece of advanced composite material) is then wrapped around Tube A 712 so that the location of an initial “Tube B” weld 720 is on the opposite side of Tube A 712 from the location of the initial “Tube A” weld 714. Then, the initial “Tube B” weld 720 can be made to form Tube B 718, concurrently with weld 722 to bond Tube A 712 with Tube B 718. Similarly, weld 716 additionally can be made to bond Tube A 712 with Tube B 718. Note that weld 716 may occur at a different time from (e.g., after) weld 714, or it may occur (at least partially) concurrently with weld 714, due to the heat generated at a similar location. Additional bond welds can be made to further bond Tube A 712 with Tube B 718 at additional locations. As an alternative to the two-layer / two-welds technique shown schematically in Figure 7, another example technique involves taking a long piece of material (e.g., UCF material), wrapping it around itself, and welding continuously or every 1 / 4, 1 / 3, or 1 / 2 turn, for example. The use of additional layers improves survivability, as the hoop strength originates from one continuous piece in this alternative technique. In some embodiments, tubes having three or more layers are utilized. In other example embodiments, other types of bonding techniques (e.g., heat pressing) are used instead of or in addition to welding.

[0131] Although perhaps not necessary, to help ensure that only the seam itself, and not a portion of the tube under the seam (on the opposite side of the tube from the intended seam), is welded, a buffer, such as a piece of metal (e.g., aluminum), parchment paper, or other buffer material may be temporarily inserted between the location (intended seam) and the other side of the tube. This technique can be used to provide weld selectivity in other contexts involving bonding (e.g., RF welding) of pneumatic structural tubes, as well.

[0132] As yet another example embodiment involving two layers, a single piece of material may be wrapped around an aluminum (or other material) piece to be situated between the two layers and welded / joined directly where the end of the wrapped material first comes together with the material. As the material is wrapped again, it is also welded / joined to itself at different intervals (or perhaps continuously) between the first weld / joint and when the material wraps around itself again, possibly more than once. This can allow for use of a single piece of material to make a multiple layer tube. c. Example Material Strip Opposite a Lengthwise Seam

[0133] In some example embodiments, a pneumatic structural tube is constructed with one or more welded (or otherwise bonded) strips of the same or similar advanced composite fabric material opposite a welded seam (or other joint) at the same width or different widths to provide different strength profiles as well as to potentially add a bend in the tube to support more load onthe assembly. Strips can be added along the length of the tube in other areas (besides opposite the welded seam or other joint) to add strength depending on which direction the force is being applied.

[0134] Figure 8 is a schematic cross-sectional diagram (i.e., perpendicular to a length of a cylindrical tube) showing a material strip opposite a seam weld (e.g., RF weld) in a two-layer pneumatic structural tube 800, according to an example embodiment. The tube 800 includes a main body portion 810 constructed of at least one layer of a piece of advanced composite material joined at a seam 812 (see, e.g., Figure 2A and 3A and accompanying description). A strip 816 of material (e.g., advanced composite material) is bonded to the main body portion 810 at a location on the circumference of the tube 800 that is directly opposite the seam 812. By including the strip 816 opposite the seam 812, the pneumatic structural tube can be made stronger. For example, a single-walled pneumatic structural tube can be made to be almost as strong as a double-walled pneumatic structural tube by including such a material strip (e.g., a strip of equal size and / or weight to the seam size and / or weight) opposite the seam. Doing so also provides balance (e.g., equal or similar weight on each side of the tube 800), which can help eliminate any unwanted camber observed along the length of the tube 800.

[0135] As an alternative to (or in addition to) the strip 816, the tube 800 can be welded to a skin (e.g., constructed of advanced composite material) to provide similar strengthening and straightening. For example, multiple pneumatic structural tubes 800 can be arranged adjacent and parallel to one another with a single skin covering at least a portion of the lengths of the multiple pneumatic structural tubes 800 and welded to each of the multiple pneumatic structural tubes 800 at pre-determined weld locations.

[0136] Yet another alternative embodiment could involving utilizing two equal sized strips of advanced composite material that would be welded together on one side, wrapped around, and welded together on the other side. This would make a single-walled double-seamed tube such that, if the seams are the same size and the material is equal in width, there would be no camber when they are inflated. This will be useful for manufacturing tubes with less material. The strips of UCF could be different sizes from one another to create a tube having a desired amount of camber.d. Example Flat Endseams

[0137] Figures 9A and 9B are simplified schematic diagrams illustrating example flat endseam configurations for a pneumatic structural tube, according to an example embodiment. In each of Figures 9A and 9B, an end of a pneumatic structural tube 900 includes a main body portion 902 that has been pinched together (prior to bonding, such as via welding) perpendicularly across its width / diameter. The illustrated example flat endseam configurations differ from one another based on when and where the flat endseam is created during the manufacturing process. For example, some of the illustrated configurations involve additional folding, bonding, and / or other steps, as detailed immediately below.

[0138] Figure 9A illustrates a relatively straightforward flat endseam configuration for the tube 900, in which the two sides of the main body portion 902 have been pinched and then joined together, such as via RF welding or other technique described above, to create a flat endseam at endseam location 904. As shown, endseam location 904 generally extends perpendicular to the length of the tube 900 and has an associated length (corresponding approximately to the diameter of the tube 900) and width that may be selected to provided desired seam strength characteristics. A larger width will generally correspond to increased seam burst strength. Shaped tooling, such as one or more relatively flat plate electrode tools can be used to apply appropriate pressure and energy to the area to be bonded to form the flat endseam. As illustrated, the tube 900 may include one or more lengthwise seams 906 (and possibly material strips, described elsewhere) that extend across and form part of the flat endseam. Extra material 908 from the two sides of the main body portion 902 extending beyond the newly created flat endseam at endseam location 904 may be removed (e.g., cut away, at the distal end of the flat endseam opposite the rest of the tube 900) or maintained, at least in part, for another purpose, such as physically connecting the tube 900 to another tube or other object or surface.

[0139] Figure 9B illustrates another example flat endseam configuration in which the two sides of the end of the main body portion 902 are first folded back toward the rest of the tube 900 prior to being joined together, such as via RF welding or other technique described above, to create a flat endseam at endseam location 904. The joint or weld is between the folded-over extra material 908 and the end of the main body portion 902. As a result, the flat endseam configuration of Figure 9B benefits from both a fold and a joint, which can assist in providing a relatively higher seam burst pressure (e.g., over 275 kPa (40 psi) for a high-bias UCF tube having a diameter of 5 cm (2 inches)) compared to the configuration of Figure 9A that lacks a fold. In the configurationof Figure 9B, the fold is made inward along the lengthwise seam 906. Alternatively, the fold may be made inward along the opposite side of the lengthwise seam 906.

[0140] As described elsewhere herein, an aperture can be included in a flat endseam to allow for an inflation tube, valve, electronics or communications cables or wires, or other objects to pass through the endseam. For example, a plastic (e.g., PETG) tube can be inserted between and joined to both sides of the flat endseam to accommodate an inflation valve (e.g., a Schrader or Presta valve) in the interior of the inflation tube. One technique for doing so involves placing the inflation tube between (i.e. , inside) the two sides of material (e.g., advanced composite material) to be joined in a flat endseam and bonding (e.g., welding) those two sides of material together to form the flat endseam around the outer diameter of the inflation tube. The inflation tube itself could then be joined to the flat endseam (if not already joined) such as via RF welding using tooling (e.g., metallic foil and / or a rod connected to a platten electrode) adapted to constitute a first electrode inside the inflation tube and a second electrode outside the endseam material, opposite the inflation tube). An alternative technique for inserting a tube or other object in / through a flat endseam involves first bonding (e.g., welding) two sides of material together across a length of a desired flat endseam except for a portion through which the tube or other object is then inserted, prior to inflation. Inflating the tube after the tube or other object has been inserted through the non-bonded portion of the flat endseam causes the endseam to expand around and exert pressure against the tube or other object, to hold it in place in an airtight manner. An additional seal or gasket can be placed around or adjacent to the tube to assist with airtightness and / or mechanical integrity, according to some example embodiments.

[0141] In addition to the various illustrated embodiments, additional example embodiments may include (a) tubes having endcaps with apertures or ports on one end and a closed plate (i.e., sealed tube) on the other end and / or (b) tubes having endcaps with apertures or ports on both ends. These additional example embodiments allow for constructing a chain of tubes joined end- to-end and / or pneumatically connected such that the chain of tubes effectively comprises a single chamber of compressed air interconnected across tubes via a series-connection of valves and the tubes themselves.V. Strengthening Sleeves for Pneumatic structural tubes

[0142] In some example embodiments, a pneumatic structural tube can be wrapped or enveloped with a higher strength composite fabric sleeve. Such a sleeve may be constructed of woven UCF of higher strength than the material used for the tube, for example. Use of such a sleeve inconjunction with a pneumatic structural tube can assist the tube in withstanding forces accompanying rapid inflation during deployment as well as outward forces the tube may experience from being with high payload weights and / or at high speeds or accelerations. This could be the higher strength UCF or a fabric made from thin film UHMWPE. Additionally, in some embodiments, the tubes to be sleeved can also be made from a higher strength composite fabric material, such as higher strength UCF or a fabric made from thin film UHMWPE, to increase maximum inflation pressures and / or provide other advantages.

[0143] Figures 10A and 10B are schematic overhead-view diagrams illustrating example pneumatic structural tubes with strengthening sleeves, and associated methods of construction, according to example embodiments. Figure 10A illustrates construction of a first example pneumatic structural tube 1006 utilizing a first example sleeve 1002. Figure 10B illustrates construction of a second example pneumatic structural tube 1014 utilizing a second example sleeve 1008. Both examples are illustrated with respect to the pneumatic structural tube 410 shown in Figure 4A with endcap 416 (having aperture 418) installed. In general, the sleeved tubes 1006 and 1014 are constructed by (a) placing the tube 410, while partially or entirely deflated, in the respective sleeve 1002 or 1008 and then (b) inflating the tube 410 once it is in the respective sleeve 1002 or 1008. As an alternative to placing the deflated tube 410 in the sleeve 1002 or 1008, the sleeve 1002 or 1008 can be pulled over the deflated tube 410. The following paragraph describes how differences between the sleeves 1002 and 1008 affect how the sleeves 1002 and 1008 are attached to the tube 410 to construct the respective sleeved tubes 1006 and 1014.

[0144] The first example sleeved tube 1006 differs from second example sleeved tube 1014 due to the different sleeve shape / profile used in each. Both the first example sleeve 1002 and the second example sleeve 1008 generally have a similar or identical shape (once installed) as the tube 410 they are installed on, with an inner sleeve diameter chosen to match (or be slightly smaller than (e.g., up to 1% or 2% or more, depending on the specific sleeve and tube materials used) the maximum inflated size of the tube 410. In other words, the maximum inner diameter of the sleeve 1002 or 1008 (i.e., once stretched, when the tube 410 is inflated to a predetermined pressure) is designed to match or be slightly smaller than, to maintain positioning, the maximum outer diameter of the tube 410 when the tube is inflated to the predetermined pressure. Moreover, in either sleeve 1002 or sleeve 1008, one of the ends could be closed (such that the sleeve serves as a sock) to fit over an end of the tube 410, such as a closed end of the tube 410 that has an installed endcap without an aperture. However, the open ends (right sides of Figures 10A and 10B) of the first example sleeve 1002 and the second example sleeve 1008 differ from oneanother. The first example sleeve 1002 has an open end (or both open ends) without any tapering, such that it generally matches (e.g., same inner diameter) as the rest of (or at least a proximal portion of) the sleeve 1002. That open end (or both open ends) of the first example sleeve 1002 can be clamped, taped, welded, heat-pressed, or otherwise attached to the tube 410 and / or endcap 416. Conversely, the second example sleeve 1008 has an open end (or both open ends) with tapering or other reduced-size opening at the end, such that the end has an opening that is smaller than the rest of (or at least a proximal portion of) the sleeve 1008 and the outer diameter of the tube 410. That open end (or both open ends) of the second example sleeve 1008 can be sized to be large enough to allow a rigid endcap (e.g., one made of aluminum) to fit through, but small enough to help hold the tube 410 in the sleeve 1008 once the tube is inflated. If a non-rigid endcap is used, then the open end(s) of the second example sleeve 1008 can be sized large enough to allow the deflated tube 410 to be fit inside the sleeve 1008. According to a preferred example embodiment, the second example sleeve 1008 does not need to be taped, welded, heat- pressed, or otherwise attached to the tube 410 and / or endcap 416. Instead, the tapered end of the sleeve 1008 can hold it in place relative to the tube 410.

[0145] The example sleeved tube constructions illustrated in Figures 10A and 10B may be utilized to assist in producing pneumatic structural tubes that have increased strength and can hold significantly higher pressures than a single or multi-layer pneumatic structural tube without a sleeve. A sleeved tube includes a standard pneumatic structural tube (as described herein) onto which a high-strength fiber sleeve is threaded. The high-strength fiber sleeve may be made of, for example, one or multiple high-strength woven fiber sleeves including but not limited to UHMWPE fiber (e.g., DCF), Fiber Glass, or Kevlar fibers. The sleeve would have a diameter that substantially matches the specified diameter of the pneumatic structural tube so that when the tube is fully inflated it is fully supported by the woven high strength fiber sleeve at the point at which the sleeve is at its full working size. Finding the correct size of the pneumatic structural tube and the associated fiber sleeve requires understanding the fully inflated size of the pneumatic structural tube and the size of the sleeve at the point at which it no longer stretches from the fibers stretching or the weave tightening. This will differ based on the tightness of the weave and the elongation or stretch of the fibers in the sleeve. The pneumatic structural tube material (e.g., UCF) also has a limited amount of elongation or stretch when the pneumatic structural tube is inflated. Optimizing the sizes so that they match may allow for relatively higher working and burst pressures. The woven fiber sleeves provide added loop and longitudinal strength that can beneficially hold higher pressures than can be held by a pneumatic structural tube alone. In apresently preferred example embodiment, the sleeves should cover all of the inflated sections of the pneumatic structural tubes. The sleeves could also cover any hard substrate endcaps or end plates and then be clamped, welded, heat-pressed, taped, or otherwise connected to the end plate to avoid relative slippage when under pressure or when the tube is uninflated or being inflated.VI. Winged Aerial Vehicle

[0146] Figure 11 is a schematic perspective diagram illustrating an aerial system 1100, in accordance with example embodiments. Figure 12 is a schematic overhead-view diagram illustrating a portion 1200 of the aerial system 1100, in accordance with example embodiments. The aerial system 1100 includes a fuselage 1102, at least one wing assembly 1104 (two are shown in Figure 11), and a power plant 1106. While the example aerial system 1100 of Figure 11 is depicted as an Unmanned Aerial System (UAS) in the form of a fixed-winged aerial vehicle, other aerial system examples (e.g., a Manned Aerial Systems (MAS)) might instead accommodate one or more pilots and / or passengers. Similarly, while the example aerial system 1100 of Figure 11 is depicted as a powered aerial system (utilizing the illustrated power plant 1106), other aerial system examples may lack such a power system 1106 and may instead constitute gliders or other unpowered aerial systems that generate forward motion and lift via an external source, such as by being towed or launched by another aircraft or other vehicle or object or by being accelerated via gravity or another force. Furthermore, for systems other than aerial systems, construction details regarding the wing assembly 1104 may be beneficially applicable to analogous structural spans in such other systems.

[0147] The fuselage 1102 serves as a main body portion in the example of Figure 11 , providing a base to which the wing assemblies 1104 and the power plant 1106 are attached. In some aerial systems, the power plant 1106 may instead be housed in and / or mounted to a wing assembly 1104. In addition to serving as a physical base for other components of the aerial system 1100, the fuselage 1102 may also house, contain, and / or otherwise include one or more other non- structural systems for the aerial system 1100, such as one or more electronics systems, electrical systems, communications systems, armament systems, pneumatic (i.e., inflation / deflation) systems (e.g., for inflating and / or deflating one or more pneumatic structural tubes), hydraulic systems, flight control systems, and / or other systems. Some or all of these systems may be connected to one another, such as via a wired or wireless system bus or network. The systems of the aerial system 1100 may be operated, managed, and / or monitored by one or morenetworked or standalone computing devices, examples and details of which are described with respect to Figures 22 and 23. Each such computing device may include one or more hardware processors, each having one or more processing cores, executing computer-readable instructions stored on a local or network-accessible non-transitory data storage medium. For example, the aerial system 1100 may include a processor to receive sensor data (e.g., airspeed data, GPS location data, compass heading data, optical sensor data, etc.) relating to the aerial system 1100 and responsively generate one or more flight control signals to provide for autonomous operation of the aerial system 1100. For example, such autonomous operation could be in accordance with a flight plan stored in the non-transitory data storage medium or accessible via a wireless data connection. The aerial system 1100 may further include an integrated transceiver communicatively coupled with a remote transceiver (e.g., a remotely located base station) for use by the processor to communicate flight commands and data between the aerial system 1100 and the remote transceiver. Any or all of the aforementioned system components may be housed in the fuselage 1102, for example.

[0148] The fuselage 1102 as illustrated is an elongated body (e.g., with a square, rounded- square, circular, ovoid, rectangular, hexagonal, octagonal, or other regular or non-regular cross section) having a central long axis that is generally longitudinally aligned with a direction of forward flight (or upward flight, during takeoff) of the aerial system 1100. Some example aerial systems may include more than one fuselage 1102 shaped similar to and / or providing functions like the fuselage 1102, while other examples might instead omit a fuselage 1102 and incorporate certain functions and components of the fuselage 1102 into another part of the aerial system, such as in a “flying wing” configuration. In the example of Figure 11 , the fuselage 1102 includes a nose portion 1102a (or front portion) and a tail portion 1102b (or rear portion), each of which the aforementioned central long axis passes through. In some examples, the fuselage 1102 may be repeatedly assembled and disassembled into one or more pieces (which may or may not correspond to the nose portion 1102a and tail portion 1102b) for stowage, transport, and deployment. For example, quick-connect / quick-disconnect coupling mechanisms (e.g., bayonetstyle connectors, snap connectors, spring-loaded connectors, detent connectors, friction connectors, and / or others) may physically, electrically, hydraulically, pneumatically, and / or otherwise couple and / or decouple one or more adjacent modular pieces of the fuselage 1102 to or from one another (and / or to or from other components of the aerial system 1100) for deployment and / or stowage or transport. In one example embodiment, the fuselage may have a tip-to-tail length of approximately 2.3-2.5 meters (approximately 90-100 inches) or a length ofapproximately 1 .3-3.8 meters (approximately 50-150 inches) or a smaller length or greater length or possibly much greater length (e.g., exceeding 30 meters or more).

[0149] The fuselage 1102 may include a nose cone 1140 at a front end of the nose portion 1102a and / or a tail cone 1142 at a rear end of the tail portion 1102b. The nose cone 1140 and / or tail cone 1142 may provide aerodynamic benefits and / or may house one or more sensors, transceivers, armaments, or other devices or systems, for example. In the aerial system 1100 illustrated in Figure 1 , the nose portion 1102a is attached to the power plant 1106, described below.

[0150] The fuselage 1102 may additionally include at least one wing or fin, e.g., at or near the nose portion 1102a or the tail portion 1102b, acting as a stabilizer when the aerial system 1100 is in flight. For example, the fuselage 1102 may include at least one tail fin 1130 located in the tail portion 1102b of the fuselage 1102. In the aerial system 1100 illustrated in Figure 11, the tail fin 1130 is one of a plurality (i .e. , four, for example) of tail fins 1130 symmetrically arranged around a central long axis of the fuselage 1102 in a tailsitter configuration 1132. Each tail fin 1130 is shown having a respective tail fin pin 1144 extending outwardly (rearward) therefrom. In addition to providing stabilizing and / or control surface functionality, such a tailsitter configuration 1132, while optional, may provide benefits in a VTOL context as the aerial system 1100 may be positioned in a launch / deployment orientation by resting the aerial system 1100 on the tail fin pins 1144 of the tailsitter configuration, such that the nose portion 1102a of the aerial system 1100 and leading edge 1134 of each wing assembly 1104 are pointed upward (or toward a direction of intended takeoff). For example, the aerial system 1100 may be stood upright (nose cone 1140 up; tail cone 1142 down) on a relatively flat surface of the Earth so that the central long axis of the fuselage 1102 is approximately orthogonal to a gravitational force of the Earth. In some example embodiments, the tail fin pins 1144 may be omitted or adjustable (e.g., adjustable landing legs to accommodate slanted or non-flat surfaces). In other embodiments, the tail fins 1130 may be omitted or arranged in a different configuration or in a different quantity, in order to function as stabilizers and / or serve as VTOL-enabling structure. In yet other configurations, the tail fins 1130 and / or tailsitter configuration 1132 are replaced or supplemented with one or more other stabilizing wings or fins situated elsewhere on the fuselage 1102 (or other part of the aerial system 1100), such as at or near the nose portion 1102a of the fuselage 1102. In still yet other configurations, deployment may be assisted by one or more actuatable brackets, locks, clamps, or other mechanisms that hold the aerial system 1100 in a pre-deployment position relative to another object (e.g., vehicle, pallet, armament tube, etc.) until the time of deployment / launch,which may be in a direction other than upward (away from a gravitational force of the Earth), for example.

[0151] In one example alternative embodiment, the aerial system 1100 includes one or more power plants dedicated to VTOL, while in another alternative example embodiment, one or more motors are actuated for Conventional Take-off and Landing (CTOL) then and then act as forward flight motors after takeoff. In other example alternative embodiments, the aerial system 1100 includes specialized landing gear to allow for a standard landing-gear-based horizontal takeoff and / or landing and / or a water-pontoon-type takeoff and / landing. In yet other example alternative embodiments, the aerial system 1100 includes one or more brackets or other cooperative mechanisms for a catapult-launched takeoff.

[0152] In some examples, the fuselage 1102 is constructed of a fuselage support frame which may be a unitary structure or a configuration of bulkheads, stringers, and / or longerons architected and connected together to form a general shape of the fuselage. The fuselage support frame (not shown in Figure 11) is then covered by the fuselage skin 1150 that serves as the exterior surface of the fuselage 1102 and may provide additional support and strength by applying a compression force to the fuselage support frame and / or other internal components, including the pneumatic structural tubes. The fuselage support frame is preferably constructed of a relatively strong, but lightweight, material, such as, but not limited to, carbon fiber, metal (e.g., aluminum, magnesium titanium, steel, and others, including alloys thereof), polymer composite (including carbon fiber reinforced), other composites and laminates, carbon nanotube yarn, structural foam (e.g., expanded polystyrene (EPS)), wood (e.g., balsa), plastic, nylon, ceramic, and others. For example, the fuselage support frame may be manufactured via additive manufacturing (e.g., 3D printing), machining, or other processes, and may be designed to have an internal support structure (one or more internal ribs, stringers, and / or spars) and accompanying voids (to reduce weight). The fuselage support frame generally defines a geometry of the fuselage 1102. Further, in some examples, one or more components of the fuselage support frame may be constructed of pneumatic structural tubes similar or identical in structure to those in the wing assembly (described below). For example, the fuselage 1102 could utilize a tube / rib / skin construction in which one or more batteries are stored in the nose cone 1140 and / or the tail cone 1142 and are removed when the aerial system 1100 is stowed and collapsed down into a much smaller footprint for transport. Then, for deployment, the tubes could be inflated and the batteries installed by an operator. As yet another example, the fuselage 1102 could utilize a tube / rib / skin construction in which one or more tubes constitute flexible fuel tanks that can be collapsed down (when empty)for stowage / transport and can be inflated to provide rigidity and filled with fuel for deployment of the aerial system 1100.

[0153] The fuselage skin 1150, which may be unitary or may instead comprise multiple portions, covers the fuselage support frame and serves as an exterior fuselage surface having desired aerodynamics and other qualities. The fuselage skin 1150 may be constructed of a similar or identical material (preferably strong, but lightweight) to that of the wing skin 1116 (described below) and may include one or more outer, inner, and / or intermediate coatings, additional layers, and / or shields to provide functionality such as fire or heat resistance, munitions resistance (“bulletproof’ qualities), stealth capabilities (i.e., reducing or modifying an observed radar signature of the aerial system 1100), and / or others.

[0154] Many of the components of the aerial system 1100, particularly those associated with the fuselage 1102, may be of a quick-disconnect design according to example embodiments. For example, some or all of the nose potion 1102a, tail portion 1102b, nose cone 1140, tail cone 1142, tail fins 1130 (including control surfaces), motor, and other components may be physically connected via one or more quick-disconnect connectors, such as those utilizing a c-channel or wedge, slot-ins at a rotating angle, cam-over latches, a slot with thumbscrews, a bayonet connection, and others. In one example embodiment, two or more quick-disconnect connections are coupled to a single push-button or switch such that actuating the push-button or switch releases multiple connections simultaneously.

[0155] The wing assembly 1104 includes a plurality 1108 of pneumatic structural tubes 1110, a plurality 1112 of ribs 1114, and a wing skin 1116. In some examples, such as the one illustrated in Figure 11 , the aerial system 1100 includes two wing assemblies 1104. In other examples, an aerial system may have only a single wing assembly (e.g., spanning all or part of an entire wingspan) or more than two wing assemblies (e.g., for aerial systems having more than two wings, more than a single fuselage, and / or in some flying wing configurations, such as those in which the flying wing comprises multiple segments). Further, in some examples, one or more stabilizing wings or fins, such as the tail fin 1130, may be constructed similarly to the wing assembly 1104.

[0156] To aid in explaining construction and functionality, the two wing assemblies 1104 of Figure 11 are illustrated differently from one another. One wing assembly 1104 (lower right in Figure 11) is shown with its wing skin 1116 installed, while the other wing assembly 1104 (upper left in Figure 11) is shown without its wing skin 1116 installed. During flight, the wing skin 1116 would beinstalled on each wing assembly 1104 of the aerial system 1100 to serve as an exterior wing surface 1118 of each wing assembly 1104. The exterior wing surface 1118 delineates an aerodynamic wing shape (as may be defined by underlying structure, such as the plurality 1112 of ribs 1114, for example) that provides lift for the aerial system 1100 when air (or another fluid) flows over the aerodynamic wing shape in a prescribed direction (i.e. , beginning generally at the leading edge 1134 of the wing assembly 1104). Further details regarding the wing skin 1116, exterior wing surface 1118, the plurality 1112 of ribs 1114, and aerodynamic wing shape are described below.

[0157] In the example of Figure 11 , each pneumatic structural tube 1110 in the plurality 1108 of tubes 1110 is a straight cylindrical tube having a length that greatly exceeds its diameter (e.g., by 10-20 times or more). In other examples, the plurality 1108 of tubes 1110 may comprise one or more non-cylindrical tubes (e.g., hexagonal or octagonal) or tubes incorporating one or more bends or curves. In yet other examples, such as for other structural applications, such as nonaerial systems, the pneumatic structure tube 1110 has a length that does not greatly exceed its diameter, such that its length may be only somewhat greater than its diameter (e.g., 1 time to less than 10 times), slightly greater than (less than 1 time), equal or substantially equal to, or even less than), resulting in relatively short fat tubes. The preferred physical characteristics and / or requirements underlying each application may determine preferred geometrical ranges or choices for any particular application. Example aerial systems in accordance with the presently described technology may have a wingspan related to the length of the pneumatic structural tubes 1110 employed in the aerial system 1100. For example, the wingspan of the aerial system 1100 shown in Figures 11 and 12 is slightly larger than twice the length of each pictured pneumatic structural tubes 1110. Example aerial system wingspans utilizing the technologies described herein may be in the range of 3-5 meters (approximately 10-15 feet), or 2-5.5 meters (approximately 7-18 feet), or 1.5-8 meters (approximately 5-25 feet). Larger wingspans, ranging from 8-16 meters (approximately 25-50 feet) or more may also be realizable utilizing the described technologies, configuring the pneumatic structural tubes 1110 appropriately to accommodate predicted loads and structural support specifications. For example, longer wingspans may require more than one vertical layer of pneumatic structural tubes 1110 extending outward from a fuselage and / or more than one fuselage to provide an intermediate base for wing assemblies employing the pneumatic structural tubes 1110.

[0158] As shown in the wing assembly 1104, with wing skin removed (upper left portion of Figure 11), the plurality 1108 of tubes 1110 (i.e., three tubes 1110) is arranged such that each tube 1110is adjacent to at least one other tube 1110 in the plurality 1108. For example, each tube 1110 in the plurality 1108 could be parallel to at least one other tube 1110 (as shown in Figure 11 , in which all three tubes 1110 are parallel to one another to form a generally rectangular planform) and perhaps coplanar with two or more tubes 1110 in the plurality 1108. Alternatively, each tube 1110 in the plurality 1108 could be adjacent to, but non-parallel to at least one other tube 1110, which may be beneficial for tapered wing shapes or planforms having at least some triangular or other-shaped aspects (e.g., swept wings or delta wings). In still yet other examples, adjacent tubes 1110 in the wing assembly 1104 could be dynamically positionable (e.g. , via electric servo motors or other actuating mechanisms) with respect to one another to provide configurable wing shape capabilities). Yet further, the plurality 1108 may comprise one or more tubes 1110 having different lengths, diameters, and / or shapes compared to other tubes 1110 in the plurality 1108. Still further, one or more tubes 1110 may adjoined lengthwise (at their ends) to one another and / or to other tubes 1110 to provide longer “compound” tubes constructed of two or more tubes 1110, which may allow for larger wingspans and / or other long structural spans. Joining two tubes 1110 together at their ends (or otherwise) may include RF-welding or otherwise adhering, fastening, bonding, or connecting the tubes 1110 to one another in a temporary (e.g., via mechanical couplers), semi-permanent, or permanent manner. Further details regarding RF-welding and other techniques for joining tubes 1110 or portions of tubes 1110 together are provided elsewhere herein.

[0159] Each pneumatic structural tube 1110 extends generally outward from the fuselage 1102 to provide structural support for the wing assembly 1104. The structural support provided by the plurality 1108 of pneumatic structural tubes 1110 may include (a) support resisting unintended movement of portions (e.g., wing tip) of the wing assembly 1104 relative to other portions of the wing assembly 1104 (base or root, near the fuselage 1102), (b) support resisting unintended movement of the wing assembly 1104 relative to the fuselage 1102, (c) support preventing or minimizing deformation of the wing assembly 1104 under load (e.g., during high-speed flight), (d) support preventing or minimizing crushing or bloating of the thickness of the wing assembly 1104, to prevent altering the aerodynamic wing shape, and / or others. Informal load testing of pneumatic structural tubes as described herein has shown suitability for over 2G wing loads, and higher wing loads are believed to be achievable in accordance with the technology described herein.

[0160] The pneumatic structural tube 1110 is preferably constructed of an advanced composite material, defined elsewhere herein and including fiber-based composite fabric materials or high- strength composite thin films, for example. In one example, the structural tube 1110 is constructedof an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material. One example UCF material is DYNEEMA® UHMWPE Composite Fabric (DCF), available from AVI ENT CORPORATION of Avon Lake, Ohio, United States. Further details regarding the pneumatic structural tube 1110, including example constructions (e.g., utilizing RF-welding (or other bonding) of seams) and methods of manufacture, are set forth with respect to Figures 1-10. The pneumatic structural tube 1110 is characterized by and distinguishable from other structural members based on (1) its relatively low weight per area, surface area, and volume, (2) its relatively high strength-to-weight and strength-to-thickness ratios, (3) its durability, especially for the qualities set forth in (1) and (2), (4) its ability to contain air (or another fluid or gas) for an extended time period (e.g., much longer than anticipated flight durations), and (5) its ability to be repeatedly inflated and deflated, in some example configurations, allowing for easier stowage, transport, and deployment. Many of these characteristics of the pneumatic structural tube 1110 are due to the material and manufacturing methods used in constructing the pneumatic structural tube 1110.

[0161] As described in detail elsewhere herein, one or more of the pneumatic structural tubes 1110 may include an inflation / deflation aperture or port through which the pneumatic structural tubes 1110 may be inflated to expand and / or harden the pneumatic structural tubes 1110 for deployment of the aerial system 1100 and / or deflated to collapse the pneumatic structural tubes 1110 for stowage and / or transport of the aerial system 1100. Deflating the pneumatic structural tubes 1110 allows them to be compressed into a smaller volume relative to their inflated state. The compressed state of pneumatic structural tubes 1110 may be beneficial not only for stowage and / or transport, but also for aerial systems configured to deploy wings “on the fly” by quickly inflating each of the pneumatic structural tubes 1110 to extend the wing assemblies outwards, away from the fuselage 1102, such as while the aerial system 1100 is airborne (e.g., after being launched via catapult or from another airborne aerial system, such as an aircraft). Inflation and / or deflation may be accomplished by coupling the inflation / deflation aperture or port of the pneumatic structural tube 1110 to at least one onboard or remote (e.g., ground or vehicle mounted) inflation source and / or deflation source, such as a high-speed pump and / or a vacuum. In some examples, inflation / deflation is controlled by a processor managing a pneumatic system on the aerial system 1100. In other examples, the inflation source is a manual air pump.

[0162] While the plurality 1108 of pneumatic structural tubes 1110 provides structural support for the wing assembly 1104, the plurality 1112 of ribs 1114 generally serves to hold the tubes 1110 in position relative to one another while also providing some additional support in cooperation with the wing skin 1116. Each tube 1110 in the plurality 1108 of tubes extends through (and / orterminates at) one or more ribs 1114 in the plurality 1112 of ribs 1114. For example, each rib 1114 may be generally flat (relatively thin) with a cutout, opening, or fitting for each of one or more tubes 1110 to extend through the rib 1114. The rib 1114 is preferably constructed of a relatively strong, but lightweight, material, such as, but not limited to, carbon fiber, metal (e.g., aluminum, magnesium titanium, steel, and others, including alloys thereof), polymer composite (including carbon fiber reinforced), other composites and laminates, carbon nanotube yarn, structural foam (e.g., expanded polystyrene (EPS)), wood (e.g., balsa), plastic, nylon, ceramic, and others. The rib 1114 may be manufactured via additive manufacturing (e.g., 3D printing), machining, or other processes, and may be designed to have an internal support structure (one or more internal ribs, stringers, and / or spars) and accompanying voids (to reduce weight). Each rib 1114 has a respective profile (shape) such that the respective profiles of the plurality 1112 of ribs 1114 collectively define a geometry of the wing assembly 1104. In the example of Figure 11 , each rib 1114 has an asymmetrical teardrop profile (with rounded top and flattened bottom, when placed on its side) constituting an airfoil shape. In other examples, one or more ribs 1114 in the plurality 1112 may have a different profile, such as a simple arched or curved profile with brackets, slots, or other mechanisms coupling the ribs 1114 to one or more tubes 1110 situated under the ribs 1114 (i.e., the rib generally defines an upper surface of the airfoil, while the underlying tubes 1110 and / or other structure generally define a lower surface of the airfoil.).

[0163] The plurality 1112 of ribs 1114 may comprise one or more ribs 1114 having a different shape / profile, length, width, thickness, construction (i.e., material and architecture), and / or number of tubes 1110 accommodated compared to other ribs 1114 in the plurality 1112. Moreover, while the ribs 1114 illustrated in Figure 11 are spaced relatively equidistant from one another along the lengths of the tubes 1110 and wing assembly 1104, in other examples, spacing between adjacent ribs 1114 may vary (e.g., increase or decrease) along the length of the wing assembly 1104. Finally, as described in further detail with respect to Figures 18-20, in addition to the illustrated “mid” ribs discussed above, the plurality 1112 of ribs 1114 may include one or more “terminating” ribs, such as a root rib (at or near where the wing assembly 1104 interfaces with the fuselage 1102) and / orawing tip rib 1152 (at or nearthe distal end of wing assembly 1104 opposite the fuselage 1102. In the example of Figure 11, the wing assembly 1104 additionally includes a wing tip cap 1146 secured adjacent to the wing tip rib 1152. The wing tip cap 1146 may provide desired aerodynamic effects at the wing tip and may also include and / or house one or more sensors or other electronics. For example, the wing tip cap 1146 may include an air speed sensor (see Figure 20) and / or a pitot tube 1148. Additional or alternative locations on the aerial system1100 for the same or other sensors include on other exterior surfaces and / or on wings or fins (e g., tail fin 1130) of the aerial system 1100.

[0164] Additionally, in some examples, one or more ribs 1114 may serve as both intermediate ribs and terminating ribs, with some tubes 1110 extending through the rib 1114 while others terminate at the rib 1114, which may be suitable for a wing assembly 1104 having a non- rectangular planform (e.g., wider near the fuselage 1102 than at the wing tip) or where some portions (e.g., a root or base portion) of a wing assembly 1104 have more tubes 1110 than other portions (e.g., a wing tip portion) of a wing assembly due to load specifications or intended aerodynamics, for example.

[0165] The wing skin 1116 spans across the plurality 1112 of ribs 1114 to serve as an exterior wing surface 1118 of the wing assembly 1104. For example, the wing skin 1116 (which may comprise more than one physical portion or piece) may be in the form of a composite or laminate fabric that spans across adjacent ribs 1114 in the plurality 1112 of ribs 1114 to conform to the wing geometry defined by the respective profiles of the plurality 1112 of ribs 1114. In some examples, the wing skin 1116 is stretched across the ribs 1114 to form a taut exterior wing surface 1118. In other examples, the wing skin 1116 is a flexible, but not stretchable, material that is secured tightly across the ribs 1114 to form the taut exterior wing surface 1118. In yet other examples, the wing skin 1116 is a rigid or semirigid material that is secured tightly across the ribs 1114, perhaps as one or more relatively planar or gently curving pieces of wing skin 1116 that intersect at a leading edge 1134 (and / or trailing edge (not shown in Figure 11) of the wing assembly or bend around the leading edge 1134 and / or trailing edge.

[0166] In some examples, the wing skin 1116 is constructed of the same material as the fuselage skin 1150. In other examples, the wing skin 1116 is constructed of a different material than the fuselage skin 1150. Suitable materials for the fuselage skin 1150 may include, but are not limited to, fabrics (preferably tightly woven or otherwise aerodynamic), advanced composite materials (e.g., fiber-based composite fabric materials, such as Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material (e.g., DCF), high-strength composite thin films, mylar, plastic, composites (e.g., graphite-epoxy), carbon composites, ceramic matrix composites, and metals (e.g., aluminum and aluminum alloys, titanium), for example. In yet other examples, either or both of the wing skin 1116 and the fuselage skin 1150 may comprise two or more layers (i.e., a plurality of layers) of the material, including one or more layers that differ from one another. For example, wing skin 1116 and / or fuselage skin 1150 may comprise one or more outer, inner,or intermediate layers providing functionality such as fire or heat resistance, munitions resistance (“bulletproof” qualities), stealth capabilities (i.e., reducing or modifying an observed radar signature of the aerial system 1100), and / or others.

[0167] In the example aerial system 1100 of Figure 11 , each wing assembly 1104 further comprises a wing box 1124 that cooperates with a corresponding wing box compartment 1126 in the fuselage 1102 to secure the wing assembly 1104 to the fuselage 1102. As illustrated, the fuselage 1102 includes a center support 1128 to serve as a backstop and / or support for the two wing boxes 1124 secured in the two wing box compartments 1126. Further details regarding the wing boxes 1124 and wing box compartments 1126 are shown and described with respect to Figures 13-20. Use of the wing box 1124 and wing box compartment 1126 in the aerial system 1100 may provide benefits relating to ease in assembly, deployment, and stowage. In addition, the wing box compartment 1126 may allow for multiple wing assemblies 1104 to be swapped in and out from the aerial system 1100 by simply removing the wing box 1124 and its associated wing assembly 1104 and replacing it with a different wing box having its own associated wing assembly. For example, different wing assemblies 1104 could each have a different wingspan, wing shape, and / or other wing characteristic, such as layers, films, coatings, and / or additives to provide ballistic-rated enhancement (e.g., “bulletproof” armor), blast resistance, flame repellency (e.g., to prevent combustibility or slow combustion), heat resistance, flammability (e.g., to promote combustion in certain circumstances), radar absorbency (e.g., for stealth capabilities), reflectivity, or other desired benefits or features. In other words, use of the wing box 1124 and wing box compartment 1126 allows for modularity and on-the-fly flexibility (i.e., hot-swap capability) in the aerial system 1100. Alternative interfaces between the fuselage 1102 and wing assembly 1104 (see, e.g., Figures 21A-21 E) may be utilized and are intended to be within the scope of various example embodiments, whether presently claimed or not.

[0168] The power plant 1106 includes an engine 1120 and a thrust generator 1122. As mentioned, some aerial system examples might omit a power plant, which may be the case in a gliding aerial system or other non-self-powered aerial system, for example. In the example of Figure 11, the power plant 1106 is a propeller-driven plant in which the engine 1120 includes an electric motor and the thrust generator includes contra-rotating propellers 1136. The contrarotating propellers 1136 include two coaxial propellers, one behind the other. Each coaxial propeller includes a plurality (e.g., two) of propeller blades. One propeller rotates clockwise, while the other propeller rotates counterclockwise, the two propellers receiving power via a planetarygear (or other power transmission mechanism) from an inline electric motor (or other engine 1120).

[0169] Other configurations for the power plant 1106 may be utilized in alternative examples. For example, as an alternative to an electric motor, the engine 1120 could include one or more of the following (some of which may overlap with or encompass one another and some of which may also serve as all or part of the thrust generator 1122): a gasoline engine, a piston motor, a rotary (Wankel) motor, a combustion engine, a jet engine, a ramjet, or a rocket, among others. As an alternative to the contra-rotating propellers 1136, the thrust generator 1122 could include one or more of the following (some of which may overlap with or encompass one another and some of which may also serve as all or part of the engine 1120): a plurality of propeller blades (fixed or variable pitch), counter-rotating propellers, an airscrew, a propulsive nozzle, a fan, a ducted fan, a turbofan (high-bypass), a turboprop (high-bypass), or a rocket, among others. Moreover, the power plant 1106 may include more than one engine 1120 and / or more than one thrust generator 1122 to meet specifications for the particular application(s) intended for the aerial system 1100 and / or to provide redundancy in case of failure. In addition, more than one thrust generator 1122 may be utilized with a single engine 1120, such via a remote drive utilizing an extended drive shaft and gearing, for example. Further, one or more supplemental power plants or components may be included in some examples, such as an afterburner added to a low-bypass turbofan, for example.

[0170] The aerial system 1100 preferably includes directional flight controls to control one or more of roll, pitch, and yaw (preferably all three). In the example illustrated in Figure 11, directional flight control may be provided via one or more actuatable flight control surfaces, such as empennage control surfaces in the plurality of tail fins 1130 arranged in the tailsitter configuration 1132. In some example embodiments, actuatable flight control surfaces may be generally located on or involve the wing assemblies 1104 and / or other wings, fins, or rudders, according to conventional methods. For example, each wing assembly 1104 may include an aileron on a trailing edge of the wing assembly (opposite the leading edge 1134) to control longitudinal axis roll of the aerial system 1100. Similarly, the tail fins 1130 may include one or more elevators and rudders to respectively control lateral axis pitch and vertical axis yaw of the aerial system 1100. In another example, one or more wings are in the form of wingerons and / or pitcherons. In example embodiments, the aileron(s), elevator(s), and rudder(s) (or wingerons / pitcherons) are actuated via an onboard flight control system, such as one managed by a processor executing computer- readable instructions associated with flight control software and / or flight planning software (e.g.,operating according to a flight plan). Other example aerial systems may include additional or alternative directional flight control systems, such as those utilizing dedicated directional propulsion systems (e.g., counter-rotating air screws on each wing assembly 1104), wings or fins that can be independently rotated about their central long axes relative to wings or fins on an opposite side of the aerial system, and other conventional directional flight control technologies. The nature of directional flight control may depend on the type of power plant 1106 and particular physical layout of the wing assemblies 1104 and other components of the aerial system 1100.

[0171] In an example embodiment, control surfaces are provided by segmenting each of some or all of the ribs 1114 into two (or more) pieces such that the segmented rib portions are still structurally connected to one another but the segmented rib portion constituting the trailing edge is actuated / moved by an actuator / servo. For example, the outermost 2-3 ribs 1114 ribs and possibly the wing tip rib 1152 could actuate to constitute the aileron. The skin 1116 can still cover this aileron section such that the skin 1116 would flex with as the segmented rib portion is actuated. Alternatively, the segmented rib portion could be covered by a separate wing skin from the remainder of the wing assembly 1104.

[0172] Figure 13 is a schematic diagram illustrating a wing box assembly 1300 (in a partially exploded perspective view) comprising a wing box 1124 and wing box compartment 1126 for an aerial system 1100, in accordance with example embodiments. Figure 14A is a schematic diagram illustrating a perspective view of the wing box assembly 1300 with the wing box 1124 installed in the wing box compartment 1126, in accordance with example embodiments. Figure 14B is a schematic diagram illustrating a side view of the of the wing box assembly 1300 with the wing box 1124 installed in the wing box compartment 1126, in accordance with example embodiments. Figures 13-14B illustrate an example implementation of a wing box assembly 1300 that may be included in some example embodiments. Alternative interfaces between the fuselage 1102 and wing assembly 1104 may be utilized instead and are intended to be within the scope of various example embodiments, whether presently claimed or not.

[0173] In general, according to some example embodiments, a wing box, such as the example wing box 1124, is where an inflated wing is stored when in a closed state but can also serve as the attachment point for the wing to the airframe (i.e., fuselage) and automatically or semi- automatically makes pneumatic and possibly electrical connections (if the wing contains electronics) when installing the wing box. The wing box (including with its deflated wing) can easily be connected and disconnected from the fuselage, such as from a wing box compartment that ispart of the fuselage or an installed insert in the fuselage. As a result, one wing can be swapped with another to replace damaged wings or to use a variety of different wing types (e.g., having different airfoils, angles of attack, chords, placement, sweep angles, and / or other characteristics) allowing for the end user to rapidly select the wings that match a desired flight profile for a particular mission. The pneumatic structural tubes (e.g., tubes 1110) inside each wing assembly 1104 can be easily replaced if they are damaged, by removing and opening the wing box and swapping out any damaged tube 1110. Various implementations of the wing box can accommodate various wing and tube stowage configurations. For example, some example embodiments of the wing box can accommodate a configuration in which the tubes are rolled or folded when stowed (deflated) and repeatably deployable (inflated / unrolled / unfolded) from the wing box.

[0174] With reference back to Figures 11 and 12, the example aerial system 1100 includes a single wing box compartment 1126 that accommodates two wing boxes 1124, one wing box 1124 on either side of a center support 1128 of the wing box compartment 1126. The wing box compartment 1126 is installed in (fixedly secured to, in a permanent or semi-permanent manner (e.g., via fasteners, adhesive, or welding), not intended to be frequently uninstalled) and / or part of (e.g., a cutout or manufactured recess in) the fuselage 1102. Other example aerial systems may instead utilize a wing box compartment (e.g., constituting only one side of the example wing box compartment 1126) that only accommodates a single wing box 1124. For example, a fuselage of an example aerial system could include two wing box compartments, with each wing box compartment accommodating only a single wing box. Further, other aerial systems could include two or more wing box compartments that accommodate two or more wing boxes (e.g., arranged vertically or horizontally adjacent to one another, perhaps separated by a predetermined spacing.). And, yet other aerial systems could comprise a unitary wing box assembly that may be removably installed in the fuselage 1102 as a combined module comprising both a wing box 1124 and a wing box compartment 1126. And, as previously set forth, other example aerial systems might lack a wing box assembly 1300 altogether.

[0175] Returning to Figures 13, 14A, and 14B, which should be referenced in combination for the following discussion, the illustrated example wing box assembly 1300 is part of or installed in the fuselage 1102 of the example aerial system 1100. For purposes of explanation, Figures 13, 14A, and 14B illustrate only one of the two (or more) wing boxes 1124 that may be installed in the wing box compartment 1126 and other portions of the wing assembly 1104 have been omitted. (Reference may be made to Figures 11 and 12, which show two wing boxes 1124 (with some orall of their wing assemblies 1104) installed in the wing box compartment.) Installation reference arrow 1302 in Figure 13 shows a direction of installation in which the wing box 1124 be mounted in the wing box compartment 1126. In the illustrated example, the wing box 1124 is mounted in the wing box compartment 1126 by horizontally sliding the wing box 1124 orthogonally toward the central long axis of the fuselage 1102 and into the wing box compartment 1126 until the wing box 1124 contacts the center support 1128 or other stop structure. Note that some example wing configurations (e.g., swept wings) might call for slidably mounting the wing box 1124 in an angled (non-orthogonal) direction. When the wing box 1124 is installed in the wing box compartment 1126, the wing assembly 1104 is maintained at a first fixed orientation (e.g., perpendicular to, in the example of Figures 11 and 12) relative to the fuselage 1102.

[0176] Installing the wing box 1124 into the wing box compartment 1126 via a horizontal sliding action may beneficially utilize a wing box 1124 having a size and shape to fit relatively tightly in the wing box compartment 1126 such that when the wing box is installed in the wing box compartment, the wing assembly is maintained at a first fixed orientation relative to the fuselage. For example, the wing box 1124 and the wing box compartment 1126 may be shaped relative to one another to maintain a desired position of the wing box with respect to the wing box compartment when the wing box is installed in the wing box compartment. As best shown with reference to Figures 13 and 14B, the illustrated example wing box 1124 has a shape approximating that of a rounded trapezoidal prism. A lower portion 1304 of the wing box 1124 (corresponding to a lower surface (pressure surface) of the wing assembly 1104) is wider than an upper portion 1306 of the wing box 1124 (corresponding to an upper surface (pressure surface) of the wing assembly 1104). Complementarily, the wing box compartment 1126 may define (e.g., via an open space delineated by one or more walls, tubes, or other structures of the wing box compartment 1126) an angled receptacle 1308 shaped similarly to the wing box 1124. For example, the angled receptacle 1308 may have a lower portion 1310 that is wider than an upper portion 1312 such that the wing box compartment 1126 is configured to receive the wing box 1124 with the lower portion 1304 of the wing box 1124 being aligned with (fitting or conforming to) the lower portion 1310 of the angled receptacle 1308. Furthermore, the angled receptacle 1308 may have at least one surface 1314 (e.g., straight wall, curved wall, segmented wall, bracket, bar, or other structure) between (e.g., joining) the lower portion 1310 of the angled receptacle 1308 and the upper portion 1312 of the angled receptacle 1308. To assist in holding the wing box 1124 in place with respect to the wing box compartment 1126, at least a portion of the at least one surface 1314 may be angled (the illustrated example has an angle 1316 of approximately 80°) relative tothe lower portion 1310 of the angled receptacle 1308. Other acute angles for angle 1316 may alternatively be used in order for the surface 1314 to assist in holding the wing box 1124 (shaped similar to a rounded trapezoidal prism) in place relative to the wing box compartment 1126. While only one angle 1316 is shown, other corners and edges serving as interfaces between the wing box 1124 and wing box compartment 1126 may be similarly angled. To promote reliable and repeatable installation via the orthogonal sliding method described above, the angle 1316 preferably stays consistent in the direction of the installation reference arrow 1302 to allow for easy insertion.

[0177] The method of installation described above is intended to allow for quick and easy (without external tools, in some embodiments) installation of the wing box 1124 into the wing box compartment 1126 of the fuselage. In some examples, the method may additionally include one or more additional steps. The following paragraphs detail examples of several additional steps that may be included in one or more example method embodiments.

[0178] A first example additional method step includes securing or locking (in a removable fashion, such as just prior to deployment of the aerial system 1100) the installed wing box 1124 in place via one or more locks, cams, levers, detents, jammers, latches, clamps, magnets, frictional components (e.g., bands, blocks, and / or pads), fasteners (e.g., screws, bolts, and / or nuts), repositionable / restickable adhesives, lines, ropes, wires, or other temporary holding means.

[0179] A second example method step includes confirming (i.e., determining and comparing to a specification) and / or fine-tuning alignment and / or orientation of the wing box 1124 (and associated wing components of the attached wing assembly 1104) utilizing one or more onboard or offboard gauges, instruments, and / or sensors (e.g., bubble level, laser level or alignment device, laser distance measurer, tilt sensor, ruler, camera, protractor, or digital angle finder) and one or more onboard or offboard alignment and / or orientation adjustment controls, tools, or devices, such as shims, chocks, wedges, levelers (e.g., screws or cams), lifting members, servos, adjustment screws, or adjustment pins, or manual repositioning.

[0180] A third example method step includes coupling one or more systems between the wing box compartment 1126 and the wing box 1124, such as to communicate one or more signals, transfer power, and / or transmit one or more fluids or other matter between the wing box compartment 1126 (and other parts of the aerial system 1100) and the wing box 1124 (and otherparts of the wing assembly 1104. Example signals that could be communicated include signals having information related to sensor data, flight control surface actuator commands, armament and munitions control commands and status, and others. Example power transfer could include providing DC or AC power via one or more wired or wireless (e.g., inductive or capacitive coupling) connections. Example fluids / matter to be transmitted include air (or other gas or fluid) for inflating or deflating the plurality 1108 of pneumatic structural tubes 1110, chemicals (e.g., aircraft de-icing fluid, agricultural herbacides or insecticides, water or fire retardants for fire suppression, etc.). Additional details regarding example couplings of systems between the wing box compartment 1126 and the wing box 1124 are shown and described below with respect to Figures 15, 16, 18, 19, and 20.

[0181] As shown in the illustrations of Figures 13 and 14A (as well as various other figures herein), in some example embodiments, the wing box 1124 and the wing box 1126 may each include one or more ridges, ribs, stringers, rails, gaps, seals, braces, and / or other such components (represented as unreferenced thin lines in Figures 13, 14A, and 14B) to improve strength (without unduly compromising weight), internal and relative stability, ease of assembly and / or disassembly, ease of manufacturing, air or water-tightness, or other properties, for example.

[0182] Also as shown in Figures 13, 14A, and 14B, the example wing box 1124 includes a wing tunnel 1318, which is a single aperture in the wing box 1124 through which other parts of the wing assembly 1104 extend. Further details regarding the wing tunnel 1318 are shown and described with respect to Figures 15-20, as follows. In general, one function of the wing tunnel 1318 is to accommodate substantially the entire wing assembly 1104 (or a majority thereof) into the wing tunnel 1318 when the tubes 1110 are deflated.

[0183] Figures 15-20 may be referenced together in the following discussion of example embodiments relating to the wing assembly 1104. Figure 15 is a schematic diagram illustrating an onboard side view of the wing assembly 1104 showing the wing box 1124, three pneumatic structural tubes 1110, root rib 1502, and other components, in accordance with example embodiments. Figure 16 is a schematic diagram illustrating a front overheard perspective view of the wing assembly 1104 (with wing skin 1116 installed) and example system coupling components, in accordance with example embodiments. Figure 17 is a schematic diagram illustrating a wingtip perspective side view of the wing assembly 1104 (without wing skin 1116 but with wing tip cap 1146 installed), in accordance with example embodiments. Figure 18 is aschematic diagram illustrating an onboard front perspective view of the wing assembly 1104 (without wing skin 1116 installed), in accordance with example embodiments. Figure 19 is a schematic diagram illustrating an onboard front perspective view of the wing assembly 1104 (without wing skin 1116 installed), in accordance with example embodiments. Figure 20 is a schematic diagram illustrating an overhead view of the wing assembly 1104 (without wing skin installed), in accordance with example embodiments. Figures 15-20 illustrate presently preferred example embodiments; other embodiments may also be possible without departing from the intended scope of the present technology and are intended to be encompassed herein. Note that the examples illustrated Figures 15-20 illustrate the wing box 1124 and wing box compartment 1126 without the angled sidewalls discussed above to hold the wing box 1124 in place. However, the illustrated examples could be modified to incorporate such shaping, in some example embodiments.

[0184] According to example embodiments, the wing box 1124 of the example wing assembly 1104 may include an inner cover 1512 (e.g., fastened to the wing box 1124 at one or more fastener holes 1516) at which the wing tunnel 1318 terminates in the wing box 1124. The wing tunnel 1318 may include a wing tunnel flange 1514 extending outward from the inner cover 1512 to assist in holding and / or securing a root rib 1502 or in guiding the insertion of wings (e.g., tubes and ribs) through the wing box 1124. The root rib 1502 serves as a terminating rib for the wing assembly 1104, as discussed above with respect to Figures 11 and 12. In particular, the root rib 1502 includes a hole, cutout, or bracket for each of the plurality 1108 of pneumatic structural tubes 1110 to attach to (or otherwise interface with) at the inner (i.e. , onboard) ends of the tubes 1110. The root rib 1502, like other ribs 1114 in the plurality 1112 of ribs 1114 may have a generally flat structure in the shape of an airfoil (especially for mid ribs) or another shape, perhaps with cutouts and minimal supporting structure (as shown) to reduce weight while maintaining a specified strength. Further details regarding the wing tunnel 1318 are set forth with respect to Figures 18- 20.

[0185] As shown in one or more of Figures 15-20, the end of each pneumatic structural tube 1110 may include a port 1504 (e.g., a valve port) coupled to the tube 1110, as discussed elsewhere herein. The port 1504 may be used for inflation and / or deflation, for example. Alternatively, one or more ports 1504 may comprise ports for power or data transfer, such as from sensors located at the wing tips (e.g., from pitot tube 1148 and / or airspeed sensor 2002) or to transmit control signals to one or more flight control surface actuators, for example. Where the port 1504 is an inflation / deflation (i.e., pneumatic) port, the port 1504 may be coupled, such as via one or morehoses, to an inflation / deflation source coupling 1602 (see Figure 16) for coupling with an onboard or external inflation or deflation source like an air compressor, pump, or vacuum, for example. One such vacuum is offered by Whaletail Technology Co., Limited, of Hong Kong, dba “FLEXTAIL” (See https: / / www.flextail.com / , last accessed in March 2024). Additionally or alternatively, the wing box 1124 (and / or wing box compartment 1126) may include a pneumatic disconnect 1520 having pneumatic couplers 1522 (e.g., one for each tube 1110 in the plurality 1108 of tubes 1110). Air hoses (not shown) may connect the pneumatic disconnect 1520 to a respective port 1504 for each tube 1110. Such air hoses may be situated in the wing box 1124 in an open space behind the inner cover 1512, for example. In addition to being pneumatically coupled with each of the tubes 1110, the pneumatic disconnect 1520 may also be connected to previously described inflation / deflation source (e.g., pump / vacuum), for example. Pneumatic connections may be made manually (e.g., fitting air hoses onto nozzles) or via actuatable pneumatic couplers, such as those which make a pneumatically sealed coupling when pressed or snapped together with a prescribed force. Thus, in some example embodiments, the wing box 1124 may include a pneumatic coupler that mates with a complementary pneumatic coupler on the wing box compartment 1126 or even an opposing wing box 1124 on an opposite side of the wing box compartment 1126 to make a pneumatically sealed coupling with the wing box 1124 is installed into the wing box compartment 1126. In another alternative embodiment, the ports 1504 are replaced with fasteners (e.g., threaded fasteners, such as nuts and / or bolts) to secure the ends of the tubes 1110 to the root rib 1502.

[0186] Figures 18-20 illustrate the wing tunnel 1318 with wing tunnel flange 1514 removed for easier viewing. As shown, both the root rib 1502 and the innermost mid rib 1904 (viewable through the wing tunnel 1318 opening in Figure 18) are in the wing box 1124. Having two ribs 1114 physically contacting the wing box 1124 can assist in maintaining a proper position and orientation of the rest of the wing assembly 1104. Figure 19 shows the same configuration without the inner cover 1512 attached fastened to the wing box 1124 and also shows how much of the interior of the wing box 1124 can be made void, through the use of lightweight, but strong, material (e.g., firm polyethylene foam) and appropriate strengthening / supporting members 1902. Figure 20 illustrates, via an overhead view, how the wing tunnel 1318 may reduce in size between the root rib 1502 and the innermost mid rib 1904, which may assist in holding the rest of the wing assembly 1104 within the wing box 1124 (and ultimately, the fuselage, in some examples). A sloped wing tunnel 1318 may also assist with installing the tubes 1110 and ribs 1114 into and through the wing box 1124. Figures 18 and 20 also illustrate the wing tip rib 1152 located at the opposite end ofthe wing assembly 1104 from the root rib 1502. As shown, the wing tip cap 1146 is fastened to the outside portion of the wing tip rib 1152.

[0187] Figures 21 A-21 E are schematic diagrams illustrating another example aerial system 2100, in accordance with example embodiments. The reference numerals in Figures 21 A-21 E correspond to those in Figures 11-20 for like components (e.g., having a similar functionality and / or structure) and the pertinent description is incorporated by reference for Figures 21 A-21 E. Like the arial system 1100, the aerial system 2100 is a VTOL fixed-wing UAV utilizing pneumatic structural tubes in at least its wing assemblies 1104 and possibly in its fuselage 1102. The wing skin 1116 is thin and flexible to allow the wing assemblies 1104 to be retracted and stowed into the fuselage 1102 when the pneumatic structural tubes are deflated.

[0188] The aerial system 2100 differs from the aerial system 1100 in several respects. First, the tailsitter configuration 1132 is rotated 45-degrees from what is illustrated in Figure 11. Second, the tail fin pins 1144 are in the form of landing feet. Each of the tail fins 1130 includes a respective tail fin control surface 2164. The aerial system 2100 additionally includes a satellite communications (satcom) antenna 2160 on a topside of its fuselage 1102 and a retractable camera system 2162 on an underside of its fuselage 1102. A number of other differences in the general shape and geometry of the aerial system 2100 are also observable.

[0189] One of the main differences between the aerial system 2100 and the aerial system 1100 is in how the wing assemblies 1104 are attached to the fuselage 1102. The aerial system 2100 forgoes the large externally-visible wing boxes 1124 and wing box compartment 1126 in favor of smaller wing boxes that are inserted into the sides of the fuselage 1102. For example, as shown, the wing boxes for the aerial system 2100 have the same general profile as that of the wing assembly 1104, so that they are completely enclosed in the fuselage 1102 and not externally visible from afar, which can assist with aerodynamics. As another example, the wing boxes for the aerial system 2100 could be larger but covered by the same skin that covers the fuselage 1102. Finally, in Figure 21 E, a human operator 2166 is illustrated for scale. Such an operator 2166 may be involved with assembling (e.g., inflating pneumatic structural tubes), fitting (e.g., with an appropriate wing assembly 1104), servicing (e.g., swapping or charging batteries), launching, loading a payload, operating (e.g., via a heads-up remote control system), and / or disassembling (e.g., deflating pneumatic structural tubes) the aerial system 2100, for example.VII. Example Aerial System Computing Device and Network Communications

[0190] Figure 22 is a schematic block diagram illustrating an aerial system network 1700, according to one example implementation. Aerial system network 1700 includes computing devices 1720, 1722 (representing a plurality of (possibly multitudes of) computing devices) and one or more servers 1730, connected via network 1740. In some examples, aerial system network 1700 can have more, fewer, and / or different types of computing devices and / or servers than indicated in Figure 22. The aerial system 1100 (or other aerial system, such as example aerial system 2100) may utilize an onboard networked computing device similar to computing device 1720 or 1722. More details regarding an example computing device are set forth with respect to Figure 23.

[0191] In example embodiments, some or all of computing devices 1720, 1722 and server(s) 1730 can be connected to network 1740 via one or more, possibly different, network protocols. Data can be transmitted between computing devices 1720, 1722 and server(s) 1730 over wireless links and / or wired links (in some cases involving ground or vehicle-based systems, or when the aerial system 1100 is not in flight) between computing devices, servers, and network 1740. The format of each respective data transmission between devices in aerial system network 1700 can include one or more of a variety of different standard or proprietary formats including: text formats, image formats, extensible mark-up language (XML), Simple Network Maintenance Protocol (SNMP) formats, database tables, a flat file format, or another format. Any or all communications may be encrypted, in some examples.

[0192] Computing devices 1720, 1722 may be able to create, obtain, update, display, and / or delete data (and perhaps related software applications) for configurations of aerial system network 1700. Example data for configurations of aerial system network 1700 includes, but is not limited to: data for configuring devices in aerial system network 1700; data for configuring network protocols (e.g., File Transfer Protocol (FTP), HyperText Transfer Protocol (HTTP), Java Message Service (JMS), Adobe® Page Description Format (PDF), Simple Object Access Protocol (SOAP), Short Message Service (SMS), Simple Message Transfer Protocol (SMTP), SNMP, Transfer Control Protocol I Internet Protocol (TCP / IP), User Datagram Protocol (UDP), Lightweight Directory Access Protocol (LDAP), Message Queue (MQ), and / or other protocols), accessmanagement related data for clients and / or servers; (e.g., passwords, signatures, credentials, certificates, subscriptions, licenses, and / or tokens related to accessing part or all of the functionality of network 1740 and / or cloud-based services, software and / or solutions), data forcustomizing, configuring, and managing applications on devices I servers of prediction network 1700. Other example data that may be created, obtained, updated, displayed, and / or deleted by computing devices 1720, 1722 includes, without limitation, data relating to one or more flight plans for the aerial system 1100 or a set of rules governing autonomous operation of the aerial system 1100.

[0193] One or more servers 1730 associated with one or more entities (e.g., base stations, offices, command vehicles, enterprises, etc.) may store, update, delete, retrieve, and / or provide functionality relating to the aerial system 1100. Such functionality may include providing one or more flight plans to the aerial system 1100, coordinating operation of the aerial system 1100 in conjunction with a plurality of aerial systems 1100 to orchestrate a UAS swarm, tracking and / or managing the aerial system 1100, maintaining the aerial system 1100 (e.g., initiating software or firmware updates, scheduling routine maintenance, etc.) The data stored on server(s) 1730 may include map data, waypoint data (e.g., GPS locations of targets and / or resources), capability data, performance data, maintenance data, onboard system information, computing device information, and / or other information related to computing devices associated with the network 1700. The stored data can be retrieved from server(s) 1730 in a “pull” operation or the server(s) 1730 can push stored data (which may include machine-readable instructions) out to the computing devices 1720, 1722.

[0194] Figure 23 is a schematic block diagram illustrating an example computing device 1750 that may be included in the aerial system 1100, as described above with respect to Figure 11. Computing device 1750 may include one or more input devices 1752, one or more output devices 1754, one or more processors 1756, and a non-transitory data storage / memory 1758. In some embodiments, computing device 1750 may be configured to perform one or more herein- described functions of and / or functions related to, for example, some or all of at least the functionality described in the context of a flight computer, a computer, a personal computer, a smart phone, a smart watch, a wearable computer, a server device, an artificial neural network, a convolutional neural network, other electronics, other analytics model, and methods described herein. Where the aerial system 1100 is a UAS, some or all of the input device(s) 1752 and / or output device(s) 1754 are likely to be omitted but otherwise might be included in the case of a manned or piloted aerial system.

[0195] Input devices 1752 may include user input devices, network input devices, sensors, and / or other types of input devices. For example, input devices may include user input devices such asone or more of a remote control, touch screen, keyboard, keypad, computer mouse, trackball, joystick, camera, voice recognition module, and / or other similar device. Network input devices may include standard or proprietary wireless network receivers and / or transceivers, such as a Bluetooth™ transceiver, a Zigbee® transceiver, a Wi-Fi™ transceiver, a WiMAX™ transceiver, a wireless wide-area network (WWAN) transceiver, FM transceiver, AM receiver, citizens band transceiver, and / or other similar types of long-range and / or short-range wireless transceivers configurable to communicate via encrypted or unencrypted messages using a wireless network, such as wireless portions of network 1740. Network input devices may additionally or alternatively include wired network receivers and / or transceivers, such as an Ethernet transceiver, a Universal Serial Bus (USB) transceiver, or other similar transceiver configurable to communicate via a twisted pair wire, a coaxial cable, a fiber-optic link, or a similar physical connection to a wireline network, such as wired portions of network 1740. Other input devices 1752 are possible as well.

[0196] Output devices 1754 may include user display devices, audible output devices, network output devices, and / or other types of output devices. User display devices may include one or more printing components, liquid crystal displays (LCD), light emitting diodes (LEDs), lasers, displays using digital light processing (DLP) technology, cathode ray tubes (CRT), light bulbs, and / or other similar devices. Audible output devices may include a speaker, speaker jack, audio output port, audio output device, headphones, earphones, and / or other similar devices. Network output devices may include standard or proprietary wireless network transmitters and / or transceivers, such as a Bluetooth™ transceiver, a Zigbee® transceiver, a Wi-Fi™ transceiver, a WiMAX™ transceiver, a wireless wide-area network (WWAN) transceiver, FM transceiver, AM receiver, citizens band transceiver, and / or other similar types of long-range and / or short-range wireless transceivers configurable to communicate via encrypted or unencrypted messages using a wireless network, such as wireless portions of network 1740. Network output devices may additionally or alternatively include wired network transmitters and / or transceivers, such as an Ethernet transceiver, a Universal Serial Bus (USB) transceiver, or other similar transceiver configurable to communicate via a twisted pair wire, a coaxial cable, a fiber-optic link, or a similar physical connection to a wireline network, such as wired portions of network 1740. Other types of output devices may include, but are not limited to, vibration devices, haptic feedback devices, and non-visible light emission devices, such as devices that emit infra-red or ultra-violet light. Other output devices 1754 are possible as well.

[0197] Processor(s) 1756 can include one or more general purpose processors, central processing units (CPUs), CPU cores, and / or one or more special purpose processors (e.g.,graphics processing units (GPUs), digital signal processors (DSPs), field programmable gated arrays (FPGAs), application specific integrated circuits (ASICs), additional graphics- related circuitry / processors, etc.). Processor(s) 1756 may be configured to execute computer-readable instructions 1760 stored in non-transitory data storage / memory 1758 and / or other instructions as described herein.

[0198] Non-transitory data storage I memory 1758 may include one or more computer-readable storage media configured to store data and / or instructions that can be read and / or accessed by at least one of processor(s) 1756. The one or more computer-readable storage media may include one or more volatile and / or non-volatile storage components, such as optical, magnetic, organic, or other memory or disc storage, which can be integrated in whole or in part with at least one of processor(s) 1756. The computer-readable storage media may include one or more components that store data for short periods of time like register memories, processor caches, and / or randomaccess memories (RAM). The computer-readable storage media may include non-transitory computer readable media that stores program code and / or data for longer periods of time, such as secondary or persistent long-term storage; for example, read-only memory (ROM), optical or magnetic disks, or compact-disc read-only memory (CD-ROM). In some examples, non-transitory data storage I memory 1758 may be implemented using a single physical device (e g., one optical, magnetic, organic, or other memory or disk storage unit), while in other examples, non-transitory data storage I memory 1758 may be implemented using two or more physical devices. In particular, non-transitory data storage / memory 1758 may store computer-readable instructions 1760 that, when executed by processor(s) 1756, may cause a computing device to perform functions, such as but not limited to, some or all of at least the herein-described functionality of systems, devices, networks, methods, diagrams, images, equations, and / or scenarios.

[0199] In some embodiments, computer-readable instructions 1760 may include one or more application(s) 1762, such as flight-planning software. Application(s) 1762 can include software and / or firmware to support onboard systems (described elsewhere herein), for example, and / or to provide some or all of at least the functionality described in the context of a flight computer, a computer, a personal computer, a smart phone, a smart watch, a wearable computer, a server device, an artificial neural network, a convolutional neural network, other electronics, other analytics model, and methods described herein. In some examples, application(s) 1762 can be updated or otherwise reprogrammed, such as by one or more server(s) 1730 or other computing devices, via connections with network 1740, to provide different (e.g., improved or otherwise modified) functionality.

[0200] Non-transitory data storage I memory 1758 may also include sensor data 1764 and / or a one or more flight plans 1766, for example. Other data, instructions, and / or other information may also be stored in non-transitory data storage / memory 1758, to be accessed as necessary or appropriate to execute computer-readable instructions 1760, such as those associated with the one or more application(s) 1762. In addition, information may be stored in non-transitory data storage / memory 1758 for later access by another device or system, such as when the aerial system 1100 has experienced an error or crash (i.e., flight recorder functionality) or has completed a flight or other mission (e.g., retrieving stored imagery or other sensed data).VIII. Conclusion

[0201] The above detailed description sets forth various features and operations of the disclosed systems, apparatus, devices, and / or methods with reference to the accompanying figures. The example embodiments described herein and in the figures are not meant to be limiting, with the true scope being indicated by the following claims. Many modifications and variations can be made without departing from its scope, as will be apparent to those skilled in the art. Functionally equivalent systems, apparatus, devices, and / or methods within the scope of the disclosure, in addition to those described herein, will be apparent to those skilled in the art from the foregoing descriptions. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations. Such modifications and variations are intended to fall within the scope of the appended claims. Finally, all publications, patents, and patent applications cited herein are hereby incorporated by reference for all purposes.

Claims

Claims1. An aerial system, comprising: a fuselage; and a wing assembly attached to the fuselage, the wing assembly comprising: a plurality of pneumatic structural tubes, wherein each tube in the plurality of tubes is arranged adjacent to at least one other tube in the plurality of tubes; a plurality of ribs through which each of the plurality of tubes extends, wherein each rib in the plurality of ribs has a respective profile such that the respective profiles of the plurality of ribs define at least a portion of a geometry of the wing assembly; a wing skin spanning across the plurality of ribs to serve as an exterior wing surface of the wing assembly.

2. The aerial system of claim 1 , wherein the fuselage comprises a wing box compartment, wherein the wing assembly comprises a wing box having a size and shape to fit in the wing box compartment, and wherein when the wing box is installed in the wing box compartment, the wing assembly is maintained at a first fixed orientation relative to the fuselage.

3. The aerial system of claim 2, wherein the wing box and the wing box compartment are shaped relative to one another to maintain a position of the wing box with respect to the wing box compartment when the wing box is installed in the wing box compartment.

4. The aerial system of claim 3, wherein a lower portion of the wing box corresponding to a lower surface of the wing assembly is wider than an upper portion of the wing box corresponding to an upper surface of the wing assembly, wherein the wing box compartment defines an angled receptacle having a lower portion that is wider than an upper portion such that wing box compartment is configured to receive the wing box with the lower portion of the wing box being aligned with the lower portion of the angled receptacle.

5. The aerial system of claim 4, wherein the angled receptacle of the wing box compartment has at least one surface joining the lower portion of the angled receptacle to the upper portion of the angled receptacle, and wherein at least a portion of the at least one surface is acutely angled relative to the lower portion of the angled receptacle.

6. The aerial system of claim 5, wherein the at least one surface of the angled receptacle joining the lower portion of the angled receptacle to the upper portion of the angled receptacle is angled at approximately 80° relative to the lower portion of the angled receptacle to hold the wing box in place relative to the wing box compartment.

7. The aerial system of claim 1 , further comprising a power plant, wherein the power plant comprises an engine and a thrust generator.

8. The aerial system of claim 7, wherein the engine is selected from the group consisting of an electric motor, a gas engine, a piston motor, a rotary (Wankel) motor, a combustion engine, a jet engine, ramjet, and a rocket, and wherein the thrust generator is selected from the group consisting of a propeller, a plurality of fixed-pitch propeller blades, a plurality of variable-pitch propeller blades, counter-rotating propellers, contra-rotating propellers, an airscrew, a propulsive nozzle, a fan, a ducted fan, a turbofan, a turboprop, and a rocket.

9. The aerial system of claim 8, further comprising an afterburner following a low-bypass turbofan.

10. The aerial system of claim 1 , wherein the wing assembly further comprises a wing box to attach the wing assembly to the fuselage, and wherein the wing box includes a wing tunnel to accommodate the plurality of tubes, the plurality of ribs, and the wing skin.

11. The aerial system of claim 10, wherein, during a first state in which the plurality of tubes are inflated, the wing assembly is extended outward from the wing box through the wing tunnel and maintained in a predetermined orientation and position.

12. The aerial system of claim 11 , wherein during a second state in which the plurality of tubes are deflated, the plurality of tubes, the plurality of ribs, and the wing skin may be stowed through the wing tunnel substantially within the wing box and / or fuselage.

13. The aerial system of claim 1 , wherein the wing assembly includes a wing box at an end of the wing assembly that is proximal to the fuselage to physically interface with a corresponding wing box compartment in the fuselage.

14. The aerial system of claim 13, wherein the wing box is configured to be slidably mounted in the wing box compartment to provide a relatively fixed position and orientation of the wing assembly relative to the fuselage.

15. The aerial system of claim 1 , further comprising at least one actuatable flight control surface.

16. The aerial system of claim 1 , wherein each of the plurality of pneumatic structural tubes is constructed of an advanced composite material that includes an Ultra High Molecular Weight Polyethylene (UHMWPE) Composite Fabric (UCF) material.

17. The aerial system of claim 16, wherein the UCF material is fiber-reinforced.

18. The aerial system of claim 16, wherein the UCF material includes at least one additional layer or coating of a different material.

19. The aerial system of claim 15, wherein each of the plurality of pneumatic structural tubes has at least one seam in which the advanced composite material is welded or otherwise joined to itself.

20. The aerial system of claim 19, wherein each of the plurality of pneumatic structural tubes comprises a plurality of layers, and wherein the advanced composite material is welded or otherwise joined to itself in more than one layer of the plurality of layers.

21. The aerial system of claim 1 , wherein each of the plurality of pneumatic structural tubes includes an endcap or endplug at one or more ends of the tube.

22. The aerial system of claim 21 , wherein at least one endcap or endplug includes an aperature or port through which the pneumatic structural tube may be inflated or deflated.

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