A system for an electric aircraft with tilt control using an elevator.

Description

1 / 84 A system for an electric aircraft with tilt control using an elevator. CROSS-REFERENCE TO RELATED REQUESTS

[001] This application claims priority over Patent Application No. 18 / 095,776, filed on January 11, 2023, entitled A SYSTEM OF AN ELECTRIC AIRCRAFT WITH PITCH CONTROL USING AN ELEVATOR, the full disclosure of which is incorporated herein by reference. FIELD OF THE INVENTION

[002] The present invention generally relates to the field of electric aircraft. In particular, the present invention is directed to an electric aircraft with pitch control using an elevator. BACKGROUND

[003] Electric aircraft hold great promise for the future. Specifically, electric aircraft will enable human flight without the need to burn fossil fuels. Controlling an electric aircraft stably against the airflow during flight is a challenge. Existing solutions to this problem are insufficient. SUMMARY OF THE REVELATION

[004] In one aspect, a system of an electric aircraft with pitch control using an elevator is presented. In some embodiments, the electric aircraft may include an elevator configured to deviate. In some embodiments, the electric aircraft may further include a pitch lever configured to generate a pitch command upon activation by a pilot. In some embodiments, the electric aircraft may further include a flight controller communicatively connected to the pitch lever and the elevator, wherein the flight controller is configured to receive the pitch command from the pitch lever and adjust the elevator based on the pitch command.

[005] In another aspect, a method for controlling the pitch of an electric aircraft using an elevator is presented. In some embodiments, the method Petition 870250058816, dated 10 / 07 / 2025, page 6 / 253 2 / 84 may include receiving, using a flight controller incorporated in an electric aircraft, a lift command from a lift lever incorporated in the electric aircraft. The method may further include adjusting, using the flight controller, an elevator based on the lift command.

[006] These and other aspects and features of the non-limiting embodiments of the present invention will become apparent to those skilled in the art after reviewing the following description of specific non-limiting embodiments of the invention together with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[007] In order to illustrate the invention, the drawings show aspects of one or more embodiments of the invention. However, it should be understood that the present invention is not limited to the precise arrangements and instruments shown in the drawings, wherein:

[008] Figure 1 is a block diagram of an electric aircraft system with pitch control using an elevator; Figure 2 is a diagrammatic representation of an exemplary embodiment of an aircraft;

[009] Figure 3 is a block diagram of an exemplary embodiment of an air traffic controller;

[010] Figure 4 is a block diagram of an exemplary machine learning process;

[011] Figure 5 is a flow diagram illustrating an exemplary method for controlling the pitch of an electric aircraft using an elevator;

[012] Figure 6 is a schematic diagram illustrating a set of hover and thrust controls; and

[013] Figure 7 is a block diagram of a computing system that can be used to implement any one or more of the methodologies disclosed in this document and any one or more of its parts;

[014] The drawings are not necessarily to scale and may be illustrated by ghost lines, diagrammatic representations and fragmentary views, in Petition 870250058816, dated 10 / 07 / 2025, page 7 / 253 3 / 84 In certain cases, details that are not necessary for understanding the modalities or that make other details difficult to perceive may have been omitted. DETAILED DESCRIPTION

[015] At a high level, aspects of the present disclosure are directed to an electric aircraft system with pitch control using an elevator. Pitch control can assist the aircraft in descending or ascending. Pitch control can be achieved by adjusting the elevator, which may be located at the rear of the aircraft. Elevators are Flight Control Surfaces (FCS). The aircraft's pitch can be driven based on longitudinal dynamics. In some embodiments, the electric aircraft may further include a lift lever configured to generate a lift command upon activation by a pilot. In some embodiments, the electric aircraft may further include a flight controller communicatively connected to the lift lever and the elevator, wherein the flight controller is configured to receive the lift command from the lift lever and adjust the elevator based on the lift command.Exemplary modalities that illustrate aspects of the present revelation are described below in the context of several specific examples.

[016] With reference now to Figure 1, a block diagram of the pitch control system 100 of an electric aircraft is presented. The system includes a flight controller 104. The flight controller 104 may include any computing device as described in this disclosure, including, without limitation, a microcontroller, microprocessor, digital signal processor (DSP) and / or system-on-a-chip (SoC) as described in this disclosure. The computing device may include, be included with, and / or communicate with a mobile device, such as a cell phone or smartphone. The flight controller 104 may include a single computing device operating independently, or it may include two or more computing devices operating together, in parallel, sequentially or similarly; two or more Petition 870250058816, dated 10 / 07 / 2025, p. 8 / 253 4 / 84 computing devices can be included together in a single computing device or in two or more computing devices. Flight controller 104 can interact or communicate with one or more additional devices, as described below in more detail, through a network interface device. The network interface device can be used to connect flight controller 104 to one or more of a variety of networks and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof.Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, a corporate network), a local area network (e.g., a network associated with an office, building, campus, or other relatively small geographic area), a telephone network, a data network associated with a telephone / voice provider (e.g., a data and / or voice network of a mobile communications provider), a direct connection between two computing devices, and any combination thereof. A network may employ a wired and / or wireless communication mode. In general, any network topology can be used. Information (e.g., data, software, etc.) can be communicated from and / or to a computer and / or a computing device.Flight controller 104 may include, but is not limited to, for example, a computing device or grouping of computing devices at a first location and a second computing device or grouping of computing devices at a second location. Flight controller 104 may include one or more computing devices dedicated to data storage, safety, traffic distribution for load balancing and the like; flight controller 104 may distribute one or more computing tasks as described below across a plurality of computing devices, which may operate in parallel, in series, redundantly or otherwise. Petition 870250058816, dated 10 / 07 / 2025, page 9 / 253 5 / 84 method used for distributing tasks or memory among computing devices. The 104 flight controller can be implemented using a non-sharing architecture in which data is cached on the worker; in one mode, this can allow for scalability across an aircraft and / or a computing device.

[017] Still referring to Figure 1, in some embodiments, flight controller 104 can be designed and / or configured to execute any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For example, flight controller 104 can be configured to execute a single step or sequence repeatedly until a desired or commanded result is achieved; the repetition of a step or sequence of steps can be performed iteratively and / or recursively, using outputs from previous repetitions as inputs for subsequent repetitions, aggregating inputs and / or outputs from repetitions to produce an aggregate result, reduction or decrement of one or more variables, such as global variables, and / or division of a larger processing task into a set of smaller processing tasks addressed iteratively.Flight controller 104 can execute any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and / or substantially simultaneously executing a step two or more times using two or more parallel chains, processor cores, or the like; the division of tasks among parallel chains and / or processes can be performed in accordance with any protocol suitable for dividing tasks among iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various ways in which steps, sequences of steps, processing tasks, and / or data can be subdivided, shared, or otherwise handled using iteration, recursion, and / or parallel processing.

[018] Still referring to Figure 1, in some modalities, the 100 system Petition 870250058816, dated 10 / 07 / 2025, page 10 / 253 6 / 84 may include an electric aircraft. As used in this disclosure, an aircraft is a vehicle that can fly. As a non-limiting example, an aircraft may include airplanes, helicopters, aerostats, airships, gliders, paramotors, and the like. As used in this disclosure, an electric aircraft is an aircraft powered by electricity. The electric aircraft may be capable of rotor-based cruise flight, rotor-based takeoff, rotor-based landing, fixed-wing cruise flight, airplane-style takeoff, airplane-style landing, and / or any combination thereof. “Rotor-based flight,” as described in this disclosure, is where the aircraft generates lift and propulsion by means of one or more powered rotors coupled to a motor, such as a quadcopter, multirotor helicopter, or other vehicle that maintains its lift primarily with the use of downward thrust propellers.Fixed-wing flight, as described in this document, is where the aircraft is capable of flying using wings and / or blades that generate lift caused by the speed of the aircraft's forward airflow and the shape of the wings and / or blades, like airplane flight.

[019] Still referring to Figure 1, in some embodiments, the electric aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft. An eVTOL, for the purposes of this disclosure, is an electric aircraft that can hover, take off, and land vertically. An eVTOL, as used herein, is an electrically powered aircraft that typically uses one power source, from a plurality of power sources, to power the aircraft. To optimize the power and energy required to propel the aircraft, the eVTOL may be capable of rotor-based cruise flight, rotor-based takeoff, rotor-based landing, fixed-wing cruise flight, airplane-style takeoff, airplane-style landing, and / or any combination thereof. A power source may include a plurality of power sources, referred to herein as a power source module.The module may include batteries connected in parallel or series, or a plurality of modules connected in series or in parallel. Petition 870250058816, dated 10 / 07 / 2025, page 11 / 253 7 / 84 parallel thrusters designed to meet power and energy requirements. Exemplary power sources are disclosed in detail in U.S. Patent Applications No. 16 / 948,157 and 16 / 048,140, ​​both entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” by S. Donovan et al., which are incorporated in their entirety herein by reference. The eVTOL aircraft may include a flight transition point. The flight transition point, as used in this disclosure, is a point at which an eVTOL aircraft changes its flight mode from vertical flight to forward flight. Vertical flight mode, as used in this disclosure, refers to a mode of an aircraft to propel an aircraft in the vertical direction, such as, but not limited to, vertical takeoff, vertical landing, and the like. The vertical thruster may be used to perform vertical flight. The vertical thruster is disclosed below.Forward flight mode, as used in this disclosure, refers to a mode of an aircraft to propel itself in a horizontal direction, such as, but not limited to, airplane mode. The forward thruster can be used to perform forward flight. The forward thruster is revealed below.

[020] Still referring to Figure 1, in some embodiments, system 100 may include elevator 108. An elevator, as used in this disclosure, is a primary flight control surface that controls movement around the lateral axis of an aircraft, wherein the movement may be, but is not limited to, pitch. In one embodiment, an aircraft may include one elevator 108. In another embodiment, the aircraft may include two or more elevators 108. In one embodiment, elevator 108 may deflect downwards. In another embodiment, elevator 108 may deflect upwards. In one embodiment, two or more elevators 108 may deflect synchronously and / or symmetrically. In another embodiment, two or more elevators 108 may deflect asynchronously and / or asymmetrically. As a non-limiting example, one elevator 108 may deflect upwards while another elevator 108 deflects downwards.As another, non-limiting example, an aircraft may have provisions to disconnect each of the elevators from one another in the event of a malfunction. Petition 870250058816, dated 10 / 07 / 2025, page 12 / 253 8 / 84 congestion on the control surface. In one embodiment, elevator 108 can be manually diverted after activation by a pilot. Manual control, as used in this disclosure, refers to a control whereby the movement of a controlled device is activated by the manual manipulation of a control device directly connected to a device controlled by an operator, such as, but not limited to, a pilot, by means of a mechanical, hydraulic, or electrical transmission. As a non-limiting example, a pilot may control an elevator lever to manually divert elevator 108. An elevator lever, as used in this disclosure, is a lever or button configured to control the movement of an aircraft's elevator. In another embodiment, elevator 108 can be diverted simultaneously as the propeller is activated based on the lift command 116.As a non-limiting example, elevator 108 can deflect downward when a vertical thruster is activated to increase lift, resulting in a pitching moment of an aircraft. As another non-limiting example, elevator 108 can deflect upward when a vertical thruster is activated to increase drag, resulting in a pitching moment of an aircraft. Lift lever 112 is revealed below.

[021] Still referring to Figure 1, in some embodiments, elevator 108 can generate lift. In some embodiments, the decrease in camber that extends elevator 108 upward can increase lift around the camber, which can be beneficial during approach and takeoff as it can allow an aircraft to climb at a steeper angle. Lift, for the purposes of this disclosure, is an aerodynamic force, generated by a solid body moving through a fluid, such as air, perpendicular to the relative velocity of the free stream.The lift generated by an airfoil can depend on the airflow velocity, air density, total area of ​​an airfoil and / or segment thereof, and / or angle of attack between the air and the airfoil. An airfoil, as used in this disclosure, is a cross-sectional shape of an object whose movement through a gas is capable of generating lift. Petition 870250058816, dated 10 / 07 / 2025, page 13 / 253 9 / 84 significant lift, such as, but not limited to, a wing, sail, propeller blades, rotor or turbine, or the like. An angle of attack, as used in this disclosure, is the angle between a reference line on a body, such as, but not limited to, the chord line of an airfoil, and the vector representing the relative motion between the body and the fluid through which it is moving. A chord line, as used in this disclosure, is an imaginary straight line joining the leading edge and the trailing edge of an airfoil, hr one embodiment and, without limitation, the angle of attack may include a fixed angle of attack. As used in this disclosure, a fixed angle of attack is a fixed angle between a chord line of an airfoil and the relative wind. As used in this disclosure, a fixed angle is an angle that is fixed and / or immovable from the point of fixation.For example, and without limitation, the fixed angle of attack may be 3.2° as a function of a bank angle of 9.7° and a relative wind angle of 6.5°. A bank angle, as used in this disclosure, is an angle between a longitudinal axis of an aircraft and the horizon. “Horizon,” as used in this disclosure, is an apparent line separating the surface of a celestial body from its sky when viewed from the perspective of an observer on or near the surface of the relevant body. As a non-limiting example, an aircraft may bank upward when its nose is tilted upward compared to horizontal flight, as in a climb maneuver. For example, the aircraft may bank downward when its nose is tilted downward compared to horizontal flight, as in a descent maneuver. In another embodiment, and without limitation, the angle of attack may include a variable angle of attack.As used in this disclosure, a variable angle of attack is a variable and / or movable angle between an airfoil chord line and the relative wind. As used in this disclosure, a variable angle is an angle that is movable from a fixed point. For example, and without limitation, the variable angle of attack may be a first angle of 4.7° as a function of a bank angle of 7.1° and a relative wind angle. Petition 870250058816, dated 10 / 07 / 2025, page 14 / 253 10 / 84 of 2.4°, where the angle adjusts and / or changes to a second angle of 2.7° as a function of a bank angle of 5.1° and a relative wind angle of 2.4°. In one embodiment, the angle of attack may produce a fixed bank angle. As used in this disclosure, a fixed bank angle is a fixed angle between an airfoil's chord line and the direction of rotational speed. For example, and without limitation, the fixed bank angle may include 18°. In another embodiment, the fixed angle of attack may be manually variable to some defined positions to adjust one or more aircraft elevations before flight. Additional angle of attack related to the disclosure can be found in U.S. Patent Application No. 17 / 383,703, filed July 23, 2021, and entitled A SYSTEM AND METHOD FOR FLIGHT CONTROL OF AN ELECTRIC VERTICAL TAKEOFF AND LANDING AIRCRAFT, the entirety of which is incorporated by reference herein.

[022] Still referring to Figure 1, in some embodiments, elevator 108 can generate drag. In some embodiments, increasing the camber by extending elevator 108 downwards can increase tail drag, which can be beneficial during approach and landing as it can allow an aircraft to descend at a steeper angle. Drag, for the purposes of this disclosure, is the aerodynamic force that opposes the motion of an aircraft through the air. In one embodiment, drag may include skin friction. Skin friction, as used in this disclosure, is the friction between air molecules and the solid surface of an aircraft. The magnitude of skin friction may depend on the properties of the solid and the gas. For the solid, in some embodiments, a smooth, waxed surface may produce less skin friction than a rough surface.For gas, in some embodiments, the magnitude may depend on the viscosity of the air and the relative magnitude of the viscous forces on the flow motion, expressed as the Reynolds number. In another embodiment, drag may include form drag, where form drag is drag that depends on the shape of an aircraft. In yet another... Petition 870250058816, dated 10 / 07 / 2025, p. 15 / 253 In one embodiment, drag can include induced drag, where induced drag occurs when the lift distribution is not uniform in a tail. In another embodiment, drag can include wave drag, where wave drag occurs when shock waves are formed. Shock waves can be generated along the surface of an aircraft when an aircraft approaches the speed of sound. Shock waves can produce a change in static pressure and a loss of total pressure. The magnitude of wave drag can depend on the Mach flow number. In some embodiments, drag can include ram drag, where ram drag is produced when free-flowing air is brought into an aircraft. As a non-limiting example, jet engines can bring air on board, mix the air with fuel, burn the fuel, and then exhaust the combustion products to produce thrust.In some applications, drag may include the drag coefficient, where the drag coefficient is a dimensionless quantity used to quantify the drag or resistance of an object in a fluid environment, such as air.

[023] In some embodiments, the aerodynamic efficiency of the elevator 108 can be expressed as its lift-to-drag ratio. A lift-to-drag ratio (L / D ratio), as used in this disclosure, is a rate of change of lift and drag with angle of attack. The lift disclosed herein will be described in more detail below. The drag disclosed herein will be described in more detail below. The L / D ratio can be represented as lift coefficient, Cl divided by the drag coefficient, Cd. L / D ratio = ClJCd. A lift coefficient, as used in this disclosure, is a dimensionless coefficient relating the lift force, L, generated by a lifting body to the fluid density, ρ, around the body, the fluid velocity, u, and an associated reference area, S. A lifting body is a sheet or a complete sheet body, such as, but not limited to, a fixed-wing aircraft.A reference area, as used in this disclosure, is a surface area of ​​a reference body. The elevation coefficient can be one. Petition 870250058816, dated 10 / 07 / 2025, page 16 / 253 12 / 84 function of an angle of a body relative to a flow, its Reynolds number and its Mach number. The Reynolds number, as used in this disclosure, is a ratio between the inertial forces and the viscous forces that occur in a fluid flow. Mach number, as used in this disclosure, is a ratio between the flow velocity beyond a limit and the local speed of sound. The elevation coefficient can be defined by _L—L_ ~2L“ — — i — —2— 4. The pressure of fluids. As a non-limiting example, when a Boeing 747 has a generated lift force of 289024.522 kg (637,190 lb), air density of 0.3027077502857 kg / m3 (0.00058735 slug / ft3), speed of 265 m / s (871 ft / s), and reference area of ​​510 m2 (5,500 ft2), the lift coefficient for the Boeing 747 can be roughly calculated as 0.52. A drag coefficient, as used in this disclosure, is a dimensionless quantity used to quantify the drag or resistance of an object in a fluid environment, such as, but not C -2Fdse limiting to air. The drag coefficient can be defined by: Fd is the drag force, which is the component of force in the direction of the flow velocity; ρ is the mass density of the fluid; u is the flow velocity of the object relative to the fluid; A is the reference area. As a non-limiting example, when a Boeing 747 has a generated drag force of 16674 kg (36,761 lb), air density of 0.3027077502857 kg / m³ (0.00058735 slug / ft³), velocity of 265 m / s (871 ft / s), and reference area of ​​510 m² (5,500 ft²), the drag coefficient for the Boeing 747 can be approximately calculated as 0.03. As a non-limiting example, the relationship The lift-to-drag ratio of a Boeing 747 can be calculated by — = 17.3. The lift-to-drag ratio can be expressed as 17.3:1. Calculated lift-to-drag ratio for different aircraft. Aircraft (conditions) Ratio LI D Wright's leaflet 8.3:1 Petition 870250058816, dated 10 / 07 / 2025, p. 17 / 253 13 / 84 Airbus A3 80 (cruising) 20:1 Rutan Voyager 27:1 Cessna 172 (glider) 10.9:1 Helicopter (at 100kn) 4.5:1 Concorde (takeoff and landing) 4:1 Virgin Atlantic GlobalFlyer 37:1

[024] Still referring to Figure 1, in some embodiments, system 100 may include a lift lever 112. In some embodiments, the lift lever 112 may be configured to generate the lift command 116 upon activation by a pilot. A lift lever, as used in this disclosure, is a lever used to control the lift output of an aircraft. In some embodiments, an aircraft may include one or more lift levers 112. In some embodiments, the lift lever 112 may be found in the cockpit of an aircraft. The lift lever 112 may be located, but not limited to, in front of a pilot, to the side of a pilot, in the center of a cockpit, and similarly. A cockpit, as used in this disclosure, is an area from which a pilot controls an aircraft.In one embodiment, the cockpit may contain flight instruments, wherein the flight instruments may include a mode control panel (MCP), a primary flight display (PFD), a navigation display (ND), the engine indication and crew alerting system (EICAS), the flight management system (FMS), and the like. In another embodiment, the cockpit may include controls for piloting an aircraft. In some embodiments, the cockpit may be at the front, middle, rear, or side of an aircraft. Rear, as used in this disclosure, is the rear part of an aircraft. A pilot, as used in this disclosure, is a person aboard an aircraft who is responsible for its operation and safety during flight. In some embodiments, an aircraft may include one or more pilots. In some embodiments, an aircraft may include an autopilot, wherein... Petition 870250058816, dated 10 / 07 / 2025, page 18 / 253 14 / 84 The autopilot is a system used to control the path of an aircraft without requiring constant manual control by a human operator. An elevator command, as used in this disclosure, is a command that adjusts the elevator of an aircraft, wherein an elevator is a force produced in the vertical direction of the oncoming airflow. In some embodiments, the elevator command 116 generated by an elevator lever 112 may generate the thrust command 120. The thrust command 120 is disclosed below.

[025] Still referring to Figure 1, in some embodiments, rotating the elevation lever 112 in a first direction can increase elevation and rotating the life lever 112 in a second direction can decrease elevation. In some embodiments, the life lever 112 can rotate; for example, and without limitation, the life lever 112 can rotate through a substantially vertical plane, so that rotation in a direction that a pilot would understand as upward corresponds to an increase in elevation, while a direction that a pilot would understand as downward corresponds to a decrease in elevation. In some embodiments, the life lever 112 can rotate in a substantially horizontal plane, so that rotation in a direction that a pilot would understand as left corresponds to an increase in elevation, while a direction that a pilot would understand as right corresponds to a decrease in elevation.The range of motion of the life lever 112 may be adjustable, for example, and without limitation, to approximately 15.24 cm (6.0 inches) of gripping range of motion of the life lever 112. The movement of the lift lever 112 may be detected by at least one angular position sensor, a non-contact sensor, a Hall effect sensor, or any combination thereof, for example, as described in more detail below. The lift lever 112 sensor may include a plurality of independent sensors, wherein the failure of one sensor does not affect the others. Independent sensors, as used in this disclosure, are sensors that connect to a power source and / or logic circuit in a way. Petition 870250058816, dated 10 / 07 / 2025, page 19 / 253 15 / 84 independent; In other words, the function of one does not depend on the function of another, so that the failure of any sensor or sensors does not affect the function of any other sensor or sensors, allowing a lifting lever 112 to continue functioning as designed. The detection of the rotation of the lifting lever 112 by sensors may result in a change in the deflection of the elevator 108, which may be signaled using any electromechanical signal, such as a voltage-controlled change in the elevator 108. In some embodiments, the sensor may transmit movement data from the lifting lever 112 to the controller 104. In some embodiments, the controller 104 may deflect the elevator 108 based on the movement data from the lifting lever 112.Skilled individuals, upon reviewing this entire disclosure, will be aware of various ways of detecting the rotation of a lift lever 112 that may be used or included in an aircraft, as used and described herein. Further disclosure relating to the control of a lift lever may be found in U.S. Patent Application No. 16 / 929,206, filed July 15, 2020, and entitled A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT, the entirety of which is incorporated by reference herein in its entirety.

[026] Referring again to Figure 1, in some embodiments, the lifting lever 112 may use a resistance mechanism, wherein the resistance mechanism may generate a force-resistant rotation of the lifting lever 112. A resistance mechanism may include, as a non-limiting example, a source of friction, such as an electromagnetic clutch, magnetic particle clutch, pneumatic clutch, pneumatic brake, hydraulic brake, or a means of polarization, such as a spring-polarized selection position, isometric construction, or any component designed to increase or decrease resistance based on an electrical signal from another component, or from a control circuit, such as a logic circuit. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be Petition 870250058816, dated 10 / 07 / 2025, page 20 / 253 16 / 84 aware of various ways of applying friction to the rotation of at least one lever that may be used or included in an aircraft, as used and described herein. In one embodiment, the resistance mechanism may resist the rotation of the lift lever 112 under the influence of gravity, for example, if released by a pilot; in other words, the resistance mechanism may generate a force greater than the force exerted on a lift lever 112 by gravity. This may prevent the lift lever 112 from falling if it is accidentally or otherwise released, so that the lift is maintained substantially at a level achieved before the release of the lift lever 112. In one embodiment, the resistance mechanism may increase the rotational resistance of the lift lever 112 when a linear lift control, as described below, is moved in one or more directions.The resistance to the lift lever 112 may be mediated by a friction source, as described previously; the control of the resistance may be informed by a plurality of sensors, as described in more detail below, lift lever 112 tracking control, and a linear thrust control. The detection of a linear lift command may be detected by at least one angular position sensor, as described above; a control circuit may determine the direction of movement based on the input from at least one angular position sensor and may direct the resistance mechanism to increase and / or decrease the resistance accordingly. The control circuit may include an embedded or connected logic circuit, processor, microcontroller, or similar; the control circuit may include, be included with, and / or communicate with a flight controller. A flight controller disclosed herein will be described in more detail below.An additional resistance mechanism related to disclosure can be found in U.S. Patent Application No. 16 / 929,206, filed July 15, 2020, and entitled A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT, the entirety of which is incorporated by reference herein. Petition 870250058816, dated 10 / 07 / 2025, page 21 / 253 17 / 84 totality. Referring again to Figure 1, in some embodiments, an aircraft may include a linear lift control mounted on the lift lever 112. A linear lift control, as used in this document, is a manually operable bidirectional lift control restricted to movement around or along a single axis. As a non-limiting example, linear lift control may include a slider, such as a push-button control that can be moved in a bidirectional range, along a single axis, between a minimum and maximum range. As a non-limiting example, linear lift control may include a lever, where movement is restricted in a bidirectional rotational axis around a fulcrum such as the lift lever 112. As a further non-limiting example, linear lift control may include a joystick confined to bidirectional movement, such as a manual transmission control in some modern vehicles.As another non-limiting example, linear lift control may include a rotary knob or any haptic electrical input device, which can control lift in both linear and bidirectional ways. Further disclosure relating to linear control may be found in U.S. Patent Application No. 16 / 929,206, filed July 15, 2020, and entitled A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT, the entirety of which is incorporated herein by reference. Exemplary embodiments of linear lift control, which may alternatively be called linear thrust control, are provided below.

[027] Referring again to Figure 1, in some embodiments, the lifting lever 112 may use an angular position sensor. An “angular position sensor”, as used in this disclosure, is an electronic device that measures the angular position and / or the change in angular position of an object from a reference position, wherein “angular position” denotes a quantity of rotation, measured, for example, in degrees, radians or similar, from the reference position; detection may be performed by means of change detection. Petition 870250058816, dated 10 / 07 / 2025, page 22 / 253 18 / 84 in a magnetic field, current, or any other electrical feedback mechanism used in aircraft control. The angular position sensor may include at least one non-contact sensor. A “non-contact sensor,” as used in this disclosure, is an electronic device that measures the angular position, as described above, of an object without being in direct contact with an object. Non-limiting examples of non-contact sensors may include sensors that detect and / or measure the magnetic flux of a small magnet without contact, such as diametral magnetization sensors, through-hole sensors, above-object sensors, shaft-end sensors, which compute angular information from the vector components of the flux density from which an output signal (analog, PWM, or Serial Protocol) proportional to the angle is produced. As a further non-limiting example, the sensor may include at least one Hall effect sensor.A Hall effect sensor can include any device used to measure the magnitude of a magnetic field where the output voltage is directly proportional to the strength of the magnetic field. A Hall effect sensor can be used for proximity detection, motion and speed detection, and / or current detection. Non-limiting examples of Hall effect sensors used to detect the position and movement of wheels or axles may include sensors used in the ignition timing of internal combustion engines, tachometers, anti-lock braking systems, and brushless DC electric motors, where a Hall effect sensor detects the position of the magnetic component, with the sensor's output voltage peaking and decreasing as the magnetic components approach or move away from the sensor, respectively.

[028] Still referring to Figure 1, system 100 may include propeller 124 for propelling an aircraft. The term “propeller,” as used in this document, is a component or device used to propel a vessel by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In one embodiment, a Petition 870250058816, dated 10 / 07 / 2025, page 23 / 253 19 / 84 An aircraft may include a vertical thruster. A vertical thruster is a thruster that propels an aircraft upwards; one or more vertical thrusters may be mounted on the front, wings, rear, and / or any suitable location. A vertical thruster is a thruster that generates a substantial downward thrust, tending to propel an aircraft in the vertical direction, providing thrust for maneuvers such as, without limitation, vertical takeoff, vertical landing, hovering, and / or rotor-based flight, such as quadcopter or similar flight styles. A vertical thruster includes a thrust element. At least one thrust element may include any device or component that converts the mechanical energy of an engine, for example, in the form of rotational motion of a shaft, into thrust in a fluid medium.At least one thrust element may include, without limitation, a device using movable or rotating blades, including, without limitation, one or more rotors, a propeller, a set of propellers, such as counter-rotating propellers, a movable or flapping wing, or the like. At least one thrust element may include, without limitation, a marine propeller or screw, an impeller, a turbine, a pump jet, a blade-based or paddle-based device, or the like. As another non-limiting example, a thrust element may include an eight-bladed impeller propeller, such as an eight-bladed propeller mounted behind the engine to ensure that the drive shaft is in compression. Propellers 124 may include at least one engine mechanically coupled to a propeller as a thrust source.In various embodiments, the 1844 prime mover may include, without limitation, any electric prime mover, wherein an electric prime mover is a device that converts electrical energy into mechanical energy, for example, by causing a shaft to rotate. At least one motor may be driven by direct current (DC) electrical power; for example, at least one prime mover may include a brushed DC motor, at least one prime mover, or something similar. At least one prime mover may be driven by electrical power having variable or reverse voltage levels, such as alternating current (AC) power produced by... Petition 870250058816, dated 10 / 07 / 2025, page 24 / 253 20 / 84 an alternating current generator and / or inverter, or otherwise variable power, such as that produced by a switched-mode power source. At least one first motor may include, without limitation, brushless DC electric motors, permanent magnet synchronous motors, switched-mode reluctance motors, or induction motors. In addition to the inverter and / or a switched-mode power source, a circuit driving at least one first motor may include electronic speed controllers or other components for regulating motor speed, direction of rotation, and / or dynamic braking. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices that can be used as at least one thrust element. Further disclosure relating to a thruster can be found in U.S. Patent Application No. 16 / 929.206, filed July 15, 2020, and entitled A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT, the entirety of which is incorporated herein by reference. In another embodiment, propeller 124 may include a direct-drive propeller. In this context, the term “front” is not an indication of the propeller’s position on the aircraft; one or more propellers are mounted at the front, on the wings, at the rear, etc. A front-drive propeller may include one or more propellers mounted at the front, on the wings, at the rear, or a combination of such positions. A front-drive propeller may propel an aircraft forward for fixed-wing and / or airplane-style flight, takeoff and / or landing and / or may propel the aircraft forward or backward on the ground.

[029] Referring again to Figure 1, in some embodiments, the propeller 124 may include a propeller, a blade, or any combination of the two. A propeller may function to convert the rotary motion of a motor or other energy source into a vortex that can push the propeller forward or backward. The propeller may include a power-driven rotating hub, to which several radial airfoil section blades may be attached, so that the whole assembly rotates about a longitudinal axis. As a non-limiting example, Petition 870250058816, dated 10 / 07 / 2025, p. 25 / 253 21 / 84 The pitch of the propeller blades can be fixed at a fixed angle, manually variable to some defined positions, automatically variable (e.g., a constant speed type) and / or any combination thereof, as described further in this document.

[030] Referring again to Figure 1, an aircraft may include a flight controller 104. In some embodiments, the flight controller 104 may be communicatively connected to the lift lever 112. The flight controller 104 may be a computing device, as revealed in more detail below. The flight controller 104 may be programmed to operate electronic aircraft to perform at least one flight maneuver; at least one flight maneuver may include takeoff, landing, stability control maneuvers, emergency response maneuvers, altitude regulation, roll, pitch, roll, speed, acceleration or similar during any phase of flight. At least one flight maneuver may include a flight plan or sequence of maneuvers to be performed during a flight plan. The flight controller 104 may be designed and configured to operate electronic aircraft via non-mechanical control.As used in this disclosure, communicatively connected means connected by means of a connection, attachment or link between two or more related elements that allows the reception and / or transmission of information between them. For example, and without limitation, this connection may be wired or wireless, direct or indirect, and between two or more components, circuits, devices, systems and the like, which allows the reception and / or transmission of data and / or signal(s) between them. The data and / or signals between them may include, without limitation, electrical, electromagnetic, magnetic, video, audio, radio and microwave data and / or signals, combinations thereof and the like, among others. A communicative connection may be achieved, for example and without limitation, by means of wired or wireless electronic communication, digital or analog, directly or through one or more intervening devices or components. Furthermore, the communicative connection may include coupling. Petition 870250058816, dated 10 / 07 / 2025, page 26 / 253 22 / 84 electrical or the connection of at least one output of a device, component, or circuit to at least one input of another device, component, or circuit. For example, and without limitation, by means of a bus or other means for intercommunication between elements of a computing device. Communicative connection may also include indirect connections via, for example, and without limitation, wireless connection, radio communication, low-power long-distance network, optical communication, magnetic, capacitive, or optical coupling, and the like. In some cases, the terminology communicatively coupled may be used instead of communicatively connected in this disclosure.

[031] Still referring to Figure 1, in some embodiments, flight controller 104 can be configured to receive the lift command 116 from the lift lever 112. The reception, as used in this disclosure, may include the reception of one or more electrical signals transmitted wirelessly or via a wired connection. In some embodiments, the lift command 116 may include a command to increase an elevation. As a non-limiting example, a pilot may push a lift lever 112 30 degrees upward to send a lift command 116 to flight controller 104 to increase an elevation. As another non-limiting example, a pilot may push a lift lever 112 60 degrees to send a lift command 116 to flight controller 104 to increase the elevation. In some embodiments, the lift command 116 may include a command to increase the drag.As a non-limiting example, a pilot might push a lift lever 112 down 30 degrees to send lift command 116 to flight controller 104 to decrease an altitude. As another non-limiting example, a pilot might push a lift lever 112 down 30 degrees to send lift command 116 to flight controller 104 to decrease an altitude.

[032] Still referring to Figure 1, in some modes, flight controller 104 is configured to generate thrust command 120 as a Petition 870250058816, dated 10 / 07 / 2025, page 27 / 253 23 / 84 function of the lift command 116. A thrust command, as used in this disclosure, is a command to adjust thrust, wherein thrust is a mechanical force that moves an aircraft through the air. Thrust may be generated by means of an accelerated energy reaction. In one embodiment, the thrust command 120 may include a forward thrust command. As used in this disclosure, forward thrust is thrust that forces an aircraft through a medium, such as relative air surrounding an aircraft. For example, forward thrust may include a thrust of 111 N directed to the rear of an aircraft to at least force the aircraft to be propelled forward. As used in this disclosure, relative air is an external medium surrounding an aircraft. In another embodiment, the thrust command 120 may include a reverse thrust command.As used in this disclosure, a reverse thrust command is a command to perform a thrust that forces a medium toward the relative air opposite an aircraft. The reverse thrust command may generate thrust in a direction opposite to a forward thrust command of 120. For example, the reverse thrust command may include a thrust of 180 N directed toward the nose of the aircraft to at least repel and / or oppose the relative air. The reverse thrust command may alternatively or additionally include any reverse thrust command of 120 as described in Nonprovisional Application No. U.S. 17 / 319,155, filed May 13, 2021, and entitled AIRCRAFT HAVING REVERSE THRUST CAPABILITIES, the entirety of which is incorporated herein by reference. In some embodiments, the thrust command of 120 may include the vertical thrust command.

[033] Referring again to Figure 1, in some embodiments, the thrust command 120 can be generated by calculating a thrust-to-weight ratio and comparing the ratio to measure how much thrust is needed to generate a lift commanded by the lift command 116. Thrust-to-weight ratio, as used in this disclosure, is a dimensionless ratio between thrust and weight of a rocket, jet engine, propeller engine, or vehicle. Petition 870250058816, dated 10 / 07 / 2025, page 28 / 253 24 / 84 propelled by such an engine is an indicator of the engine's or vehicle's performance. The thrust-to-weight ratio is calculated by dividing the thrust (newtons) by the weight (newtons) of the engine or vehicle. The thrust-to-weight ratio varies continuously during flight. Thrust varies according to throttle setting, airspeed, altitude, and air temperature. Weight varies according to changes in fuel and payload. For aircraft, the quoted thrust-to-weight ratio is often the maximum static thrust at sea level divided by the maximum takeoff weight. Aircraft with a thrust-to-weight ratio greater than 1:1 can bank upwards and maintain airspeed until performance decreases at higher altitudes. In cruise flight, an aircraft's thrust-to-weight ratio is the inverse of its lift-to-drag ratio because thrust is the opposite of drag and weight is the opposite of lift.An airplane can take off even if the thrust is less than its weight: if the lift-to-drag ratio is greater than 1, the thrust-to-weight ratio can be less than 1, meaning less thrust is needed to lift the airplane off the ground than the airplane's weight. T _ D _ 1 vP

[034] where T is the maximum static thrust, W is the maximum takeoff weight, D is the drag coefficient and L is the lift coefficient. For propeller-driven aircraft, such as, among others, eVTOL aircraft, the thrust-to-weight ratio can be calculated as follows: T 550ημhp W=V W7

[035] where qPé is the propulsive efficiency, hp is the motor shaft power and V is the actual speed in feet per second. Calculated thrust-to-weight ratio for different aircraft. Vehicle Thrust-to-weight ratio Notes Northrop Grumman B-2 0.205 Maximum weight of Petition 870250058816, dated 10 / 07 / 2025, p. 29 / 253 25 / 84 Spirit takeoff, full power Airbus A340 0.2229 Maximum takeoff weight, full power (A3 40-3 00 Enhanced) Airbus A3 80 0.227 Maximum takeoff weight, full power Boeing 747-8 0.269 Maximum takeoff weight, full power Boeing 777 0.285 Maximum takeoff weight, full power (777-200ER) Boeing 737 MAX 8 0.310 Maximum takeoff weight, full power Airbus A320neo 0.311 Maximum takeoff weight, full power Boeing 757-200 0.341 Maximum takeoff weight, full power (with Rolls-Royce RB211) Tupolev 154B 0.360 Maximum takeoff weight, full power (with Kuznecov NK-82) Street vendor Siddeley Harrier II VTOL

[036] Still referring to Figure 1, in some modes, flight controller 104 can generate thrust command 120 by calculating a relationship between lift and thrust using the lift-drag ratio and the thrust-weight ratio. As a non-limiting example, when the lift-drag ratio of the Boeing 747 is 17.3:1, the lift force is 289024.522 kg (637,190 lb), the thrust-weight ratio is 0.269 and the maximum takeoff weight of an aircraft 5 is 317514.659 kg (700,000 lb), the thrust can be calculated as 10.8841b. In some modes, flight controller 104 can use the lookup table to generate thrust command 120. A lookup table, for the purposes of this disclosure, is a data array that maps input values ​​to output values. As a non-example Petition 870250058816, dated 10 / 07 / 2025, page 30 / 253 26 / 84 limiting, the input values ​​can be the amount of lift requested by a pilot according to lift command 116 obtained from lift lever 112 and the output values ​​can be the amount of thrust 10 needed to generate the requested lift, such as, but not limited to, thrust command 120. A lookup table can be used to replace a runtime computation with an array indexing operation.

[037] Still referring to Figure 3, in some modes, flight controller 104 can calculate a score associated with each lift command 116 and select the thrust command 120 to minimize and / or maximize the score, depending on whether an optimal result is represented, respectively, by a minimum and / or maximum score of 15; a mathematical function, described here as an objective function, can be used by flight controller 104 to score each possible pairing. The objective function can be based on one or more objectives, as described below. In several modes, a score for a given thrust command 120 can be based on a combination of one or more factors, including the lift command 116. Each factor can be assigned a score based on pre-determined variables. In some modes, the assigned scores can be weighted or unweighted.In some modalities, objective function optimization may include the execution of a greedy algorithm process. A greedy algorithm is defined as an algorithm that selects locally optimal choices, which may or may not generate a globally optimal solution. For example, flight controller 104 might select thrust command 120 so that the scores associated with it are the best score for each lift command 116.

[038] Still referring to Figure 1, in some embodiments, the objective function can be formulated as a linear objective function, which the computing device 104 can solve using a linear program, such as, without Petition 870250058816, dated 10 / 07 / 2025, page 31 / 253 27 / 84 limitation, a mixed integer program. A linear program, as used in this disclosure, is a program that optimizes a linear objective function, given at least one constraint. In various embodiments, System 100 can determine the thrust command 120 that maximizes a subject's total score. A mathematical solver can be implemented to solve the defined lift command 116 that maximizes the scores; the Mathematical Solver can be implemented on Flight Controller 104 and / or another device in System 100, and / or can be implemented on a third-party Solver.

[039] Referring again to Figure 1, in some embodiments, the optimization of the objective function may include the minimization of a loss function, where a loss function is an expression whose output an optimization algorithm minimizes to generate an ideal result. As a non-limiting example, flight controller 104 may assign variables related to a set of parameters, which may correspond to the scoring components as described above, calculate a mathematical expression output using the variables, and select thrust command 120 that produces an output with the smallest size, according to a given definition of size, from the set of outputs representing each of the pluralities of candidate ingredient combinations; the size may, for example, include absolute value, numerical size, or something similar. The selection of different loss functions may result in the identification of different potential pairs as generators of minimum outputs.

[040] Still referring to Figure 1, in some embodiments, flight controller 104 can be communicatively connected to propeller 124. In some embodiments, flight controller 104 can be configured to transmit thrust command 120 to propeller 124. As a non-limiting example, flight controller 104 can transmit forward thrust command 120 to propeller 124. Increasing thrust increases the electrical energy or power of the vertical propeller. Decreasing thrust can be Petition 870250058816, dated 10 / 07 / 2025, page 32 / 253 28 / 84 accomplished by decreasing electrical power or vertical thruster power. As a non-limiting example, a flight controller 104 might receive the lift command 116 from a lift lever, incrementally adjust the elevator 108 to increase lift until the speed of an electric aircraft is low enough to transition from vertical to airplane-style flight, and initiate a vertical thruster by transmitting a forward thrust command to thruster 124. As another non-limiting example, a flight controller 104 might receive the lift command 116 from a lift lever 112, incrementally adjust the elevator 108 to increase drag until the speed of an electric aircraft is low enough to transition from airplane-style flight to vertical flight, and initiate a vertical thruster by transmitting a forward thrust command 120 to thruster 124.

[041] Still referring to Figure 1, in some embodiments, an aircraft may include a flight controller 104, wherein the flight controller 104 is configured to adjust the elevator 108 as a function of the lift command 116. In some embodiments, the elevator deflection 108 may be controlled according to an angular deflection value of the lift lever 112. As a non-limiting example, the lift command 116 may include the excursion of the lift lever. The excursion of the lift lever, as used in this disclosure, is a rotation of a lift lever from one point to another. The excursions of the lift lever may be mapped to a range from -1 to +1 (range [-1, +1]). The mapping may depend on the presence of control laws that may alter the final effect of the pilot's action on the actual deflections of the elevator 108 and the thrust output.Depending on the excursions of the lift lever 112 within the range [-1, +1], the angular deflection range of the elevator De can also be [-1, +1], which can be represented as [tee + δe]. The elevator 1018 can be deflected proportionally to the excursion of the lift lever 112. The flight controller 104 can deflect the elevator 108 downwards as it controls the lift. Petition 870250058816, dated 10 / 07 / 2025, p. 33 / 253 29 / 84 116 is for increasing lift. Elevator 108 can be deflected up to 15 degrees to produce lift. Flight controller 104 can deflect elevator 108 downwards, as the lift command 116 should generate drag. Elevator 108 can be deflected beyond 15 degrees to increase drag. Elevator 108 can be retracted as a function of a lift command 116. Elevator 108 can deflect in a synchronized and symmetrical manner. Elevator 108 can be deflected using actuators. An actuator, as used in this disclosure, is a component of a machine responsible for moving and controlling a mechanism. The mechanism may include a lowered hinge, four-bar linkage, upside-down four-bar linkage, upside-down vertical four-bar linkage, complex four-bar linkages, hook rail supports, link rail mechanisms, and the like.A dropped hinge, as used in this disclosure, is a mechanism with a hinge point normally below the fixed point that allows it to deflect downwards. A four-bar linkage, as used in this disclosure, is the simplest closed-chain moving linkage. The mechanisms can be used with a combination of jackscrew-type linear actuators or rotary actuators. The actuators may include a position sensor, bearings, shaft brake, linear ball screw actuator, rotary actuator, actuator torque limiter, drive arm, angular gearbox, universal cylinder, shaft, system torque limiter, drive motor, and the like.

[042] Now, referring to Figure 2, an exemplary embodiment 200 of an electric aircraft is illustrated. In one embodiment, and without limitation, the electric aircraft may include a fuselage 204. The fuselage 204 may include the entirety of the aircraft except the cockpit, nose, wings, empennage, nacelles, any and all control surfaces, and generally contains the payload of an aircraft. The fuselage 204 may include structural elements that physically support the form and structure of an aircraft. The structural elements may assume a plurality of forms, individually or in combination. Petition 870250058816, dated 10 / 07 / 2025, page 34 / 253 30 / 84 with other types. The structural elements may vary depending on the type of aircraft construction and, specifically, the fuselage. The 204 fuselage may include a truss structure. A truss structure is frequently used with a light aircraft and comprises welded steel tube trusses. A truss, as used in this disclosure, is an assembly of beams that create a rigid structure, usually in combinations of triangles to create three-dimensional shapes. A truss structure may alternatively include timber construction in place of steel tubing, or a combination thereof. In embodiments, the structural elements may be composed of steel tubing and / or timber beams. In one embodiment, and without limitation, the structural elements may include an aircraft skin. The aircraft skin may be layered over the truss-constructed body shape.Aircraft skin can include a variety of materials, such as plywood sheets, aluminum, fiberglass, and / or carbon fiber, the latter of which will be discussed in more detail later in this document.

[043] Still referring to Figure 2, in some embodiments, the fuselage 204 may include geodesic construction. The geodesic structural elements may include stringers wound onto formers (which may alternatively be called station frames) in opposite spiral directions. A stringer, as used in this document, is a general structural element comprising a long, thin, rigid strip of metal or wood that is mechanically coupled and extends the distance from station frame to station frame to create an internal skeleton to which the aircraft skin is mechanically coupled. A former (or station frame) may include a rigid structural element that is arranged along the length of the interior of the fuselage 204 orthogonal to the longitudinal axis (nose to tail) of the aircraft and forms the overall shape of the fuselage 204.A former can comprise different cross-sectional shapes at different locations along the fuselage 204, since the former is the structural element that informs the overall shape of a fuselage 204 curvature. In some... Petition 870250058816, dated 10 / 07 / 2025, page 35 / 253 In 31 / 84 modalities, the aircraft skin can be anchored to formers and stringers so that the outer line of the mold of the volume encapsulated by the formers and stringers comprises the same shape as the electrically powered aircraft when installed. In other words, the former (or formers) can form the ribs of a fuselage, and the stringers can form the interstitials between those ribs. The spiral orientation of the stringers over the formers provides uniform robustness at any point on an aircraft fuselage, so that if one part is damaged, another part may remain virtually unchanged. The aircraft skin would be mechanically coupled to underlying stringers and formers and could interact with a fluid, such as air, to generate lift and perform maneuvers.

[044] In one embodiment, and still referring to Figure 2, fuselage 204 may include monocoque construction. Monocoque construction may include a primary structure that forms a shell (or skin on the box of an aircraft) and supports physical loads. Monocoque fuselages are fuselages in which the skin or hull of the aircraft is also the primary structure. In monocoque construction, the skin of the aircraft would support tensile and compressive loads within itself, and the true monocoque aircraft may be characterized by the absence of internal structural elements. The skin of the aircraft in this construction method is rigid and can sustain its shape without structural assistance from skeleton-like elements. The monocoque fuselage may include the aircraft skin made of layered plywood in various grain directions, epoxy-impregnated fiberglass, carbon fiber, or any combination thereof.

[045] According to the embodiments, the fuselage 204 may include a semimonocoque construction. The semimonocoque construction, as used herein, is a partial monocoque construction, wherein a monocoque construction is described above in detail. In the semimonocoque construction, the fuselage 204 may derive some structural support from the stressed skin of the aircraft and some structural support from the underlying structure made of structural elements. Petition 870250058816, dated 10 / 07 / 2025, page 36 / 253 32 / 84 Forming or stationary structures can be seen running transversely along the fuselage's long axis 204 with circular cutouts that are commonly used in real-world manufacturing for weight savings and for routing electrical harnesses and other onboard modem systems. In a semi-monocoque construction, the spars are the thin, long strips of material that run parallel to the fuselage's long axis. Spars can be mechanically attached to the forming structures permanently, such as with rivets. The aircraft skin can be mechanically attached to spars and forming structures permanently, as well as by rivets. A person of average skill in the technique will appreciate that there are various methods of mechanically attaching the aforementioned components, such as crews, nails, bushings, pins, anchors, adhesives such as glue or epoxy, or bolts and nuts, to name a few. A subset of the fuselage under the umbrella of semi-monocoque construction are monocoque vehicles.Monocoque vehicles, which is short for unitary body or, alternatively, unitary construction, are characterized by a construction in which the body, floor plan, and chassis form a single structure. In the aeronautical world, monocoque would encompass internal structural elements, such as formers and stringers, constructed in a single piece, integral to the aircraft skin, as well as any floor construction such as a deck.

[046] Still referring to Figure 2, spars and formers, which can represent the majority of the structure of any aircraft, excluding monocoque construction, can be arranged in a plurality of orientations depending on the aircraft's operation and materials. Spars can be arranged to support axial forces (tension or compression), shear, bending, or torsion throughout their overall structure. Due to their coupling to the aircraft skin, the aerodynamic forces exerted on the aircraft skin will be transferred to the spars. The location of said spars greatly informs the type of forces and loads applied to each spar, all of which can be addressed by material selection and shear area. Petition 870250058816, dated 10 / 07 / 2025, page 37 / 253 33 / 84 cross-section and mechanical coupling methods of each member. The same assessment can be made for the formers. In general, the formers are significantly larger in cross-sectional area and thickness, depending on the location, than the stringers. Both stringers and formers can include aluminum, aluminum alloys, graphite epoxy composite, steel alloys, titanium, or an undisclosed material alone or in combination.

[047] In one embodiment, and still referring to Figure 2, stressed skin, when used in semimonocoque construction, is the concept in which the skin of an aircraft supports a partial, but significant, load in the overall structural hierarchy. In other words, the internal structure, whether a structure of welded tubes, formers and stringers, or some combination, is not strong enough by design to support all loads. The concept of tensioned skin is applied in monocoque and semimonocoque fuselage construction methods 204. The monocoque comprises only the structural skin and, in this sense, the aircraft skin experiences stress from applied aerodynamic fluids transmitted by the fluid. The stress used in continuum mechanics can be described in pounds-force per square inch (lbf / in2) or Pascals (Pa). In semimonocoque construction, the tensioned skin supports part of the aerodynamic loads and, additionally, transmits force to the underlying structure of the stringers and formers.

[048] Referring again to Figure 2, it should be noted that only an illustrative embodiment is presented, and this disclosure in no way limits the form or construction of electric aircraft. In embodiments, the 204 fuselage can be configured based on the aircraft's needs for a specific mission or objective. The overall arrangement of components, structural elements, and hardware associated with the storage and / or movement of a payload can be added to or removed from the 204 fuselage as needed, whether stored manually, automated, or removed entirely by personnel. The 204 fuselage can be configured for a plurality of Petition 870250058816, dated 10 / 07 / 2025, page 38 / 253 34 / 84 storage options. Bulkheads and partitions can be installed and uninstalled as needed, as well as longitudinal partitions when necessary. Bulkheads and partitions can be installed using integrated slots and hooks, tabs, protrusions and channels, or hardware such as screws, nuts, bolts, nails, clips, pins and / or bushings, to name a few. The 204 fuselage can also be configured to accept certain specific cargo containers, or a receptacle that can, in turn, accept certain cargo containers.

[049] Referring again to Figure 2, electric aircraft may include a plurality of laterally extending elements 208 attached to the fuselage 204. As used in this disclosure, a laterally extending element is an element that projects essentially horizontally from the fuselage, including a stabilizer, a spar, and / or a fixed wing that extends from the fuselage. Wings may be structures that include airfoils configured to create a pressure differential resulting in lift. Wings may generally be arranged on the left and right sides of the aircraft symmetrically, at a point between the nose and the empennage. Wings may comprise a plurality of geometries in view of planar, swept, tapered, variable wing, triangular, oblong, elliptical, square, among others. The cross-sectional geometry of a wing comprises an airfoil.In one embodiment, the lower surface of an aircraft may be configured to generate greater pressure than the upper surface, resulting in lift. In one embodiment, and without limitation, the wing may include a leading edge. As used in this disclosure, a leading edge is a leading edge of an airfoil that first intersects the external medium. For example, and without limitation, the leading edge may include one or more edges that may include one or more features such as sweep, radius and / or stall point, pitch, thermal effects, and the like. In one embodiment, and without limitation, the wing may include a trailing edge. As used in this disclosure, a trailing edge is a trailing edge of an airfoil. In one embodiment... Petition 870250058816, dated 10 / 07 / 2025, page 39 / 253 35 / 84 modality, and without limitation, the trailing edge may include an edge capable of controlling the direction of the medium moving away from the wing, so that a control force is exerted on the aircraft. The laterally extending element 208 may include different and / or similar cross-sectional geometries along the length of the cable or the length from the wingtip to where the wing meets the aircraft body. One or more wings may be symmetrical with respect to the longitudinal plane of the aircraft, which comprises the longitudinal or rotation axis that reaches the center of the aircraft through the nose and empennage, and the yaw axis of the aircraft. The laterally extending element may include control surfaces configured to be commanded by a pilot or pilots to alter the geometry of a wing and therefore its interaction with a fluid medium such as air. Control surfaces may include flaps, ailerons, fins, spoilers, and slats, among others.Control surfaces may be arranged on the wings in a plurality of locations and arrangements, and in some modes may be arranged on the leading and trailing edges of the wings, and may be configured to deflect upward, downward, forward, backward, or a combination thereof. An aircraft, including a dual-mode aircraft, may include a combination of control surfaces to perform maneuvers during flight or on the ground.

[050] Referring again to Figure 2, electric aircraft may include a plurality of lift components 212 connected to the plurality of extendable elements 208. As used in this disclosure, a lift component is a component and / or device used to propel an aircraft upward by exerting downward force on a fluid medium, which may include a gaseous medium, such as air, or a liquid medium, such as water. The lift component 212 may include any device or component that consumes electrical power on demand to propel an aircraft in a direction or another vehicle while on the ground or in flight. For example, and without limitation, the lift component 212 may include a rotor, propeller, paddle wheel and the like, wherein a rotor is a component that produces torque. Petition 870250058816, dated 10 / 07 / 2025, page 40 / 253 36 / 84 along a longitudinal axis and a propeller produces torque along a vertical axis. In one embodiment, the lift component 212 may include a propeller. In one embodiment, when a propeller rotates and pulls air behind it, it may simultaneously propel an aircraft forward with an equal amount of force. As another non-limiting example, the lift component 212 may include a thrust element that may be integrated into the propeller. The thrust element may include, without limitation, a device using movable or rotating blades, such as one or more rotors, a propeller or propeller, a set of propellers or propellers such as counter-rotating propellers, a movable or oscillating wing, or similar. Furthermore, a thrust element, for example, may include, without limitation, a marine propeller or screw, an impeller, a turbine, a jet pump, a blade or blade-based device, or similar.The more air drawn in behind an aircraft, the greater the force with which the aircraft is propelled forward.

[051] In one embodiment, and still referring to Figure 2, the lift component 212 may include a plurality of blades. As used in this disclosure, a blade is a propeller that converts the rotary motion of an engine or other power source into a circular vortex. In one embodiment, the blade may convert the rotary motion to push the propeller forward or backward. In one embodiment, the lift component 212 may include a power-driven rotating hub to which several radial airfoil section blades are attached, such that the entire assembly rotates about a longitudinal axis. The blades may be configured at an angle of attack. In one embodiment, and without limitation, the angle of attack may include a fixed angle of attack. In some embodiments, the lift component 212 may be configured to produce lift.

[052] Still referring to Figure 2, electric aircraft may include at least one longitudinal thrust component 216. As used in this disclosure, a longitudinal thrust component is a flight component that is mounted in such a way that the component pushes the flight component. Petition 870250058816, dated 10 / 07 / 2025, page 41 / 253 37 / 84 through a means. As a non-limiting example, the longitudinal thrust flight component 216 may include a pusher flight component, such as a pusher propeller, a pusher motor, a pusher thruster, and the like. Furthermore, or alternatively, the pusher flight component may include a plurality of pusher flight components. In one embodiment, the pusher thruster may be located at the rear of the aircraft. In another embodiment, the pusher thruster may be located on the underside of a fuselage. In some embodiments, the pusher thruster may be located on the side of the fuselage. In some embodiments, the pusher thruster may be located on the top of the fuselage. In some embodiments, the pusher thruster may be mounted on an aircraft wing. In some embodiments, the pusher thruster may be mounted on the tail of an aircraft.In one embodiment, the pusher thruster may provide thrust to propel the aircraft forward. As a non-limiting example, the pusher thruster of an electric aircraft may generate thrust to fly against the airflow. As a further non-limiting example, the longitudinal thrust flight component may include an extractor flight component, such as an extractor propeller, an extractor motor, an extractor thruster, and the like. Furthermore, or alternatively, the extractor flight component may include a plurality of extractor flight components. Exemplary configurations of electric aircraft are disclosed in detail in U.S. Patent Application No. 17 / 523,199 entitled SYSTEM AND METHOD FOR AN ELECTRIC AIRCRAFT SIMULATION NETWORK by S. Donovan et al., which are incorporated in their entirety herein by reference.

[053] Still referring to Figure 2, in some embodiments, electric aircraft may include elevator 220. In some embodiments, elevator 220 may be consistent with elevator 108. In one embodiment, elevator 220 may be located at the rear of the aircraft. In another embodiment, the elevator Petition 870250058816, dated 10 / 07 / 2025, p. 42 / 253 38 / 84 Elevator 220 may be located on the tail of an aircraft. In another embodiment, elevator 220 may be located on an aircraft wing. In some embodiments, elevator 108 may be mounted on the trailing edge of the horizontal stabilizer. An aircraft stabilizer is an aerodynamic surface, normally including one or more movable control surfaces, that provides longitudinal (pitch), such as, but not limited to, a horizontal stabilizer, and / or directional (yaw), such as, but not limited to, a vertical stabilizer stability and control. A stabilizer may have a fixed or adjustable structure in which any movable control surfaces are articulated, or it may be a fully movable surface, such as a stabilizer.

[054] Now, referring to Figure 3, an exemplary embodiment 300 of a flight controller 304 is illustrated. As used in this disclosure, a flight controller is a computing device from a plurality of computing devices dedicated to data storage, safety, traffic distribution for load balancing, and flight instruction. The flight controller 304 may include and / or communicate with any computing device as described in this disclosure, including, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), and / or system-on-a-chip (SoC) as described in this disclosure.Additionally, flight controller 304 may include a single computing device operating independently, or it may include two or more computing devices operating together, in parallel, sequentially, or similarly; two or more computing devices may be included together in a single computing device or in two or more computing devices. In embodiments, flight controller 304 may be installed in an aircraft, may control the aircraft remotely, and / or may include an element installed in the aircraft and a remote element communicating with it.

[055] In one instance, and still referring to Figure 3, the flight controller Petition 870250058816, dated 10 / 07 / 2025, page 43 / 253 39 / 84 304 may include a signal transformation component 308. As used in this disclosure, a signal transformation component is a component that transforms and / or converts a first signal into a second signal, wherein a signal may include one or more digital and / or analog signals. For example, and without limitation, the signal transformation component 308 may be configured to perform one or more operations such as preprocessing, lexical analysis, syntactic analysis, semantic analysis, and the like thereof. In one embodiment, and without limitation, the signal transformation component 308 may include one or more analog-to-digital converters that transform a first signal of an analog signal into a second signal of a digital signal. For example, and without limitation, an analog-to-digital converter may convert an analog input signal into a 10-bit binary digital representation of that signal.In another embodiment, the 308 signal transformation component may include the transformation of one or more low-level languages, such as, but not limited to, machine languages ​​and / or assembly languages. For example, and without limitation, the 308 signal transformation component may include the transformation of a binary language signal into an assembly language signal. In another embodiment, and without limitation, the 308 signal transformation component may include the transformation of one or more high-level languages ​​and / or formal languages, such as, but not limited to, alphabets, strings, and / or languages. For example, and without limitation, high-level languages ​​may include one or more system languages, scripting languages, domain-specific languages, visual languages, esoteric languages, and the like.As another, non-limiting example, high-level languages ​​can include one or more algebraic formula languages, business data languages, string and list languages, object-oriented languages, and the like.

[056] Still referring to Figure 3, the signal transformation component 308 can be configured to optimize an intermediate representation 312. As used in this disclosure, an intermediate representation is a Petition 870250058816, dated 10 / 07 / 2025, page 44 / 253 40 / 84 data structure and / or code that represents the input signal. The signal transformation component 308 can optimize the intermediate representation as a function of data flow analysis, dependency analysis, alias analysis, pointer analysis, escape analysis, and the like. In one embodiment, and without limitation, the signal transformation component 308 can optimize the intermediate representation 312 as a function of one or more inline expansions, dead code eliminations, constant propagation, loop transformations, and / or automatic parallelization functions. In another embodiment, the signal transformation component 308 can optimize the intermediate representation as a function of machine-dependent optimization, such as a magic eye optimization, where a magic eye optimization can rewrite short code sequences into more efficient code sequences.The signal transformation component 308 can optimize the intermediate representation to generate an output language, wherein an “output language,” as used in this document, is the native machine language of the flight controller 304. For example, and without limitation, the native machine language may include one or more binary and / or numeric languages.

[057] In one embodiment, and without limitation, the signal transformation component 308 may include the transformation of one or more inputs and outputs as a function of an error correction code. An error correction code, also known as an error correction code (ECC), is an encoding of a message or batch of data using redundant information, which allows the recovery of corrupted data. An ECC may include a block code, in which information is encoded in fixed-size packets and / or blocks of data elements, such as symbols of predetermined size, bits, or the like. Reed-Solomon encoding, in which message symbols within a symbol set with q symbols are encoded as coefficients of a polynomial of degree less than or equal to a natural number k, over a finite field F with q elements; strings thus Petition 870250058816, dated 10 / 07 / 2025, page 45 / 253 41 / 84 encoded codes have a minimum Hamming distance of k+1 and allow for the correction of (qk-1) / 2 erroneous symbols. The block code can alternatively or additionally be implemented using Golay coding, also known as binary Golay coding, Bose-Chaudhuri coding, Hocquenghuem (BCH) coding, multidimensional parity-checking coding, and / or Hamming codes. An ECC can, alternatively or additionally, be based on a convolutional code.

[058] In one embodiment, and still referring to Figure 3, the flight controller 304 may include a reconfigurable hardware platform 316. A reconfigurable hardware platform, as used in this document, is a hardware component and / or unit that can be reprogrammed, so that, for example, a data path between elements such as logic gates or other digital circuit elements can be modified to alter an algorithm, state, logical sequence or similar of the component and / or unit. This can be done with flexible high-speed computing meshes, such as field-programmable gate arrays (FPGAs), which may include a grid of interconnected logic gates, connections between which can be cut and / or restored to program in modified logic.

[059] Still referring to Figure 3, the reconfigurable hardware platform 316 may include a logic component 320. As used in this disclosure, a logic component is a component that executes instructions in the output language. For example, and without limitation, the logic component may perform basic arithmetic, logic, control, input / output, and similar operations. The logic component 320 may include any suitable processor, such as, without limitation, a component incorporating a set of logic circuits to perform arithmetic and logic operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and driven by operational memory inputs and / or sensors; the logic component 320 may be organized according to the Von Neumann and / or Harvard architecture as a non-limiting example. The logic component 320 may include, Petition 870250058816, dated 10 / 07 / 2025, page 46 / 253 42 / 84 to incorporate and / or be incorporated, without limitation, into a microcontroller, microprocessor, digital signal processor (DSP), FPGA (Field Programmable Gate Array), CPLD (Complex Programmable Logic Device), GPU (Graphics Processing Unit), general-purpose GPU, TPU (Tensor Processing Unit), analog or mixed-signal processor, TPM (Trusted Platform Module), FPU (Floating Point Unit), and / or SoC (System on a Chip). In one embodiment, the logic component 320 may include one or more integrated circuit microprocessors, which may contain one or more central processing units, central processors, and / or main processors, on a single metal-oxide-semiconductor chip. The logic component 320 may be configured to execute a sequence of stored instructions to be executed in the output language and / or intermediate representation 312.Logic component 320 can be configured to fetch and / or retrieve the instruction from a memory cache, wherein a “memory cache,” as used in this disclosure, is a set of instructions stored in flight controller 304. Logic component 320 can be configured to decode the instruction retrieved from the memory cache into operation codes and / or operands. For example, and without limitation, logic component 320 can be configured to execute the instruction in intermediate representation 312 and / or output language. For example, and without limitation, logic component 320 can be configured to perform an addition operation in intermediate representation 312 and / or output language.

[060] Still referring to Figure 3, in one embodiment, and without limitation, the logic component 320 can be configured to calculate a flight element 324. As used in this disclosure, a flight element is a datum element that denotes a relative state of the aircraft. For example, and without limitation, flight element 324 can denote one or more torques, thrusts, airspeed speeds, forces, altitudes, ground speeds, directions during flight, facing directions, forces, orientations, and the like. Petition 870250058816, dated 10 / 07 / 2025, p. 47 / 253 43 / 84 of the same. For example, and without limitation, flight element 324 may denote that the aircraft is navigating at a sufficient altitude and / or with a sufficient magnitude of forward thrust. As another non-limiting example, the flight state may denote that it is accumulating thrust and / or travel speed in preparation for takeoff. As a further non-limiting example, flight element 324 may denote that the aircraft is following a flight path with sufficient precision and / or form.

[061] Referring again to Figure 2, in some embodiments, the pusher thruster may be mounted at the rear of the aircraft 200. For example, in some embodiments, the pusher thruster may be mounted at the location indicated by reference number 216. The pusher thruster may generate a forward thrust to, for example, push the aircraft forward. For the purposes of this disclosure, the forward direction is the direction in which the pilot is facing.

[062] Referring again to Figure 3, flight controller 304 may include a chipset component 328. As used in this disclosure, a chipset component is a component that manages data flow. In one embodiment, and without limitation, chipset component 328 may include a northbridge data flow path, wherein the northbridge data flow path may manage data flow from logic component 320 to a high-speed device and / or component such as RAM, graphics controller, and the like. In another embodiment, and without limitation, chipset component 328 may include a southbridge data flow path, wherein the southbridge data flow path may manage data flow from logic component 320 to lower-speed peripheral buses such as a peripheral component interconnect (PCI), industry standard architecture (ICA), and the like.In one embodiment, and without limitation, the southbridge data flow path may include managing data flow between peripheral connections, such as Ethernet, USB, audio devices, and the like. Additionally or alternatively, the... Petition 870250058816, dated 10 / 07 / 2025, page 48 / 253 44 / 84 component 328 of the chipset can manage the data flow between logic component 320, the memory cache, and a flight component 332. As used in this disclosure, a flight component is a part of an aircraft that can be moved or adjusted to affect one or more flight elements. For example, flight component 332 might include a component used to affect the pitch of the aircraft, which could include one or more aircraft elevators. As a further example, flight component 332 might include a rudder to control the yaw of an aircraft. In one embodiment, component 328 of the chipset can be configured to communicate with a plurality of flight components based on flight element 324.For example, and without limitation, the component of the 328 chip set can transmit to an aircraft rotor to reduce the torque of a first-lift propeller and increase the forward thrust produced by a booster component to perform a flight maneuver.

[063] In one embodiment, and still referring to Figure 3, a remote device and / or FPGA can generate autonomous function based on an autonomous machine learning model. As used in this disclosure, a “remote device” is a device external to the flight controller 304. As used in this disclosure, an “autonomous function” is a mode and / or function of the flight controller 304 that controls the aircraft automatically. As used in this disclosure, an “autonomous machine learning model” is a machine learning model to produce an autonomous function output, given the flight element 324 and a pilot signal 336 as inputs; this contrasts with a non-machine learning-based software program, where the commands to be executed are predetermined by a user and written in a programming language.As used in this disclosure, a “pilot signal” is a datum element that represents one or more functions that a pilot controls and / or adjusts. For example, pilot signal 336 might denote that a pilot is controlling and / or maneuvering aircraft elevators, where the pilot does not. Petition 870250058816, dated 10 / 07 / 2025, page 49 / 253 45 / 84 is in control of the rudders and / or propellers. In one embodiment, the pilot signal 336 may include an implicit signal and / or an explicit signal. For example, and without limitation, the pilot signal 336 may include an explicit signal where the pilot explicitly states that there is a lack of control and / or a desire for autonomous operation. As a further non-limiting example, the pilot signal 336 may include an explicit signal directing flight controller 304 to control and / or maintain a portion of the aircraft, a portion of the flight plan, the entire aircraft, and / or the entire flight plan. As a further non-limiting example, the pilot signal 336 may include an implicit signal where flight controller 304 detects a lack of control, such as due to a malfunction, torque alteration, trajectory deviation, and the like.In one embodiment, and without limitation, the pilot signal 336 may include one or more explicit signals to reduce torque and / or one or more implicit signals that torque may be reduced due to reduced airspeed. In one embodiment, and without limitation, the pilot signal 336 may include one or more local and / or global signals. For example, and without limitation, the pilot signal 336 may include a local signal that is transmitted by a pilot and / or crew member. As a further non-limiting example, the pilot signal 336 may include a global signal that is transmitted by air traffic control and / or one or more remote users who are in communication with the aircraft pilot. In one embodiment, the pilot signal 336 may be received as a function of a tri-state bus and / or multiplexer which denotes that an explicit pilot signal must be transmitted before any implicit or global pilot signal.

[064] In some embodiments, the autonomous function may perform one or more aircraft maneuvers, takeoffs, landings, altitude adjustments, flight leveling adjustments, turns, climbs and / or descents. As another non-limiting example, the autonomous function may adjust one or more airspeed, thrust, torque and / or ground speed. As a further non-limiting example, the autonomous function may perform one or more flight path adjustments and / or flight path modifications in Petition 870250058816, dated 10 / 07 / 2025, page 50 / 253 46 / 84 Flight Element 324 Function. In an embodiment, the autonomous function may include one or more modes of autonomy, such as, but not limited to, autonomous mode, semi-autonomous mode, and / or non-autonomous mode. As used in this disclosure, autonomous mode is a mode that automatically adjusts and / or controls the aircraft and / or aircraft maneuvers in their entirety. For example, autonomous mode may denote that flight controller 304 will adjust the aircraft. As used in this disclosure, a semi-autonomous mode is a mode that automatically adjusts and / or controls a part and / or section of the aircraft. For example, and without limitation, semi-autonomous mode may denote that a pilot will control the propellers, wherein flight controller 304 will control an elevator of an electric aircraft. As used in this disclosure, non-autonomous mode is a mode that denotes that a pilot will control aircraft and / or aircraft maneuvers in their entirety.Referring again to Figure 3, an autonomous machine learning model can include one or more autonomous machine learning processes, such as supervised, unsupervised, or reinforcement machine learning processes that flight controller 304 and / or a remote device may or may not use in autonomous function generation.The autonomous machine learning process may include, without limitation, machine learning processes such as simple linear regression, multiple linear regression, polynomial regression, support vector regression, ridge regression, lasso regression, elasticnet regression, decision tree regression, random forest regression, logistic regression, logistic classification, K nearest neighbors, support vector machines, kernel support vector machines, naive bayes, decision tree classification, random forest classification, K means clustering, hierarchical clustering, dimensionality reduction, principal component analysis, linear discriminant analysis, kernel principal component analysis, Q learning, State Action Reward State Action (SARSA), Deep-Q network, Markov decision processes, Deep Deterministic Policy Gradient (DDPG) or similar. Petition 870250058816, dated 10 / 07 / 2025, p. 51 / 253 47 / 84

[065] In one embodiment, and still referring to Figure 3, the autonomous machine learning model can be trained based on autonomous training data, where the autonomous training data can correlate a flight element, pilot signal, and / or simulation data to an autonomous function. For example, and without limitation, a flight element of an airspeed, a pilot signal with limited control and / or no propeller control, and simulation data of the airspeed required to reach the destination can result in an autonomous function that includes a semi-autonomous mode to increase propeller thrust. The autonomous training data can be received based on user-entered evaluations of flight elements, pilot signals, simulation data, and / or autonomous functions.Autonomous training data can be received by one or more remote devices and / or FPGAs that at least correlate a flight element, pilot signal, and / or simulation data to an autonomous function. Autonomous training data can be received in the form of one or more user-inserted correlations of a flight element, pilot signal, and / or simulation data to an autonomous function.

[066] Referring again to Figure 3, flight controller 304 can receive an autonomous function from a remote device and / or FPGA that uses one or more autonomous machine learning processes, as described above. For example, and without limitation, a remote device can include a computing device, external device, processor, FPGA, microprocessor, and the like. The remote device and / or FPGA can perform the autonomous machine learning process using autonomous training data to generate an autonomous function and transmit the output to flight controller 304. The remote device and / or FPGA can transmit a signal, bit, datum, or parameter to flight controller 304 that at least relates to the autonomous function. In addition, or alternatively, the autonomous machine learning model can include one or more autonomous machine learning processes that an FPGA (programmable gate array) performs. Petition 870250058816, dated 10 / 07 / 2025, p. 52 / 253 48 / 84 field) may or may not be used in autonomous function generation. Additionally, or alternatively, the remote device and / or FPGA may provide an updated machine learning model. For example, and without limitation, an updated machine learning model may consist of a firmware update, a software update, an autonomous machine learning process correction, and the like. As a non-limiting example, a software update may incorporate new simulation data related to a modified flight element. Furthermore, or alternatively, the updated machine learning model may be transmitted to the remote device and / or FPGA, where the remote device and / or FPGA may replace the autonomous machine learning model with the updated machine learning model and generate the autonomous function based on the flight element, pilot signal, and / or simulation data using the updated machine learning model.The updated machine learning model can be transmitted by the remote device and / or FPGA and received by the 304 flight controller as a software update, firmware update, or corrected autonomous machine learning model. For example, and without limitation, the autonomous machine learning model may utilize a neural network machine learning process, where the updated machine learning model may incorporate a gradient boosting machine learning process.

[067] Referring again to Figure 3, flight controller 304 can include, be included in, and / or communicate with a mobile device, such as a cell phone or smartphone. Additionally, the flight controller can communicate with one or more additional devices, as described in more detail below, through a network interface device. The network interface device can be used to commutatively connect a flight controller to one or more of a variety of networks and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a Petition 870250058816, dated 10 / 07 / 2025, p. 53 / 253 49 / 84 LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, a corporate network), a local area network (e.g., a network associated with an office, building, campus, or other relatively small geographic area), a telephone network, a data network associated with a telephone / voice provider (e.g., a data and / or voice network of a mobile communications provider), a direct connection between two computing devices, and any combination thereof. The network may include any network topology and may employ a wired and / or wireless communication mode.

[068] In one embodiment, and still referring to Figure 3, the 304 flight controller may include, but is not limited to, for example, a grouping of flight controllers at a first location and a second flight controller or a grouping of flight controllers at a second location. The 304 flight controller may include one or more flight controllers dedicated to data storage, safety, traffic distribution for load balancing, and the like. The 304 flight controller may be configured to distribute one or more computing tasks as described below across a plurality of flight controllers, which may operate in parallel, in series, redundantly, or in any other manner used for task or memory distribution among computing devices. For example, and without limitation, the 304 flight controller may implement a control algorithm to distribute and / or command the plurality of flight controllers.As used in this disclosure, a control algorithm is a finite sequence of well-defined, computer-implementable instructions that can determine the flight component from a plurality of flight components to be adjusted. For example, and without limitation, the control algorithm may include one or more algorithms that reduce and / or avoid aviation asymmetry. As another non-limiting example, control algorithms may include one or more models generated as a function of a control algorithm. Petition 870250058816, dated 10 / 07 / 2025, page 54 / 253 50 / 84 software, including but not limited to Simulink from MathWorks, Natick, Massachusetts, USA. In one embodiment, and without limitation, the control algorithm can be configured to generate automatic code, wherein automatic code is used herein, meaning code and / or algorithm generated based on one or more models and / or software. In another embodiment, the control algorithm can be configured to produce a segmented control algorithm. As used in this disclosure, a segmented control algorithm is a control algorithm that has been separated and / or analyzed into discrete sections. For example, and without limitation, the segmented control algorithm can analyze the control algorithm into two or more segments, wherein each segment of the control algorithm can be executed by one or more flight controllers operating on distinct flight components.

[069] In one embodiment, and still referring to Figure 3, the control algorithm can be configured to determine a segmentation boundary as a function of the segmented control algorithm. As used in this disclosure, a segmentation boundary is a boundary and / or delineation associated with the segments of the segmented control algorithm. For example, and without limitation, the segmentation boundary may denote that a segment in the control algorithm has a first initial section and / or a first final section. As a further non-limiting example, the segmentation boundary may include one or more boundaries associated with a flight component skill 332. In one embodiment, the control algorithm can be configured to create optimized signal communication as a function of the segmentation boundary. For example, and without limitation, optimized signal communication may include identifying the discrete time required to transmit and / or receive one or more segmentation boundaries.In one embodiment, and without limitation, the creation of optimized signal communication further comprises the separation of a plurality of signal codes across a plurality of air traffic controllers. For example, and without limitation, the plurality of air traffic controllers may include one or more formal networks, in which the formal networks transmit data across... Petition 870250058816, dated 10 / 07 / 2025, p. 55 / 253 51 / 84 a chain of authority and / or are limited to task-related communications. As another non-limiting example, the communication network may include informal networks, in which informal networks transmit data in any direction. In one embodiment, and without limitation, the plurality of air traffic controllers may include a chain path, wherein a chain path, as used herein, is a linear communication path comprising a hierarchy through which data may flow. In one embodiment, and without limitation, the plurality of air traffic controllers may include an all-channel path, wherein an all-channel path, as used herein, is a communication path that is not restricted to a specific direction. For example, and without limitation, data may be transmitted upwards, downwards, laterally, and the like.In one embodiment, and without limitation, the plurality of flight controllers may include one or more neural networks that assign a weighted value to a transmitted datum. For example, and without limitation, a weighted value may be assigned depending on one or more signals indicating that a flight component is defective and / or in a failed state.

[070] Still referring to Figure 3, the plurality of flight controllers may include a master bus controller. As used in this disclosure, a master bus controller is one or more devices and / or components connected to a bus to initiate a direct memory access transaction, where a bus is one or more terminals in a bus architecture. The master bus controller may communicate using synchronous and / or asynchronous bus control protocols. In one embodiment, the master bus controller may include flight controller 304. In another embodiment, the master bus controller may include one or more universal asynchronous receiver-transmitters (UARTs). For example, and without limitation, the master bus controller may include one or more bus architectures that allow a bus to initiate a direct memory access transaction. Petition 870250058816, dated 10 / 07 / 2025, p. 56 / 253 52 / 84 of one or more buses in bus architectures. As another non-limiting example, the master bus controller may include one or more peripheral devices and / or components to communicate with another peripheral device and / or component and / or the master bus controller. In one embodiment, the master bus controller may be configured to perform bus arbitration. As used in this disclosure, bus arbitration is a method and / or scheme to prevent multiple buses from attempting to communicate and / or connect to the master bus controller.For example, and without limitation, bus arbitration may include one or more schemes, such as a small computer interface system, wherein a small computer interface system is a set of standards for physical connection and data transfer between peripheral devices and the master bus controller, defining commands, protocols, electrical, optical and / or logical interfaces. In one embodiment, the master bus controller may receive intermediate representation 312 and / or output language from the logical component 320, wherein the output language may include one or more analog-to-digital conversions, low bit rate transmissions, message encryptions, digital signals, binary signals, logical signals, analog signals and the like as described above in detail.

[071] Referring again to Figure 3, the master bus controller can communicate with a slave bus. As used in this disclosure, a slave bus is one or more peripheral devices and / or components that initiate a bus transfer. For example, and without limitation, the slave bus may receive one or more asymmetric controls and / or communications from the master bus controller, wherein the slave bus transfers stored data to the master bus controller. In one embodiment, and without limitation, the slave bus may include one or more internal buses, such as, but not limited to, an internal data bus, memory bus, system bus, Petition 870250058816, dated 10 / 07 / 2025, page 57 / 253 53 / 84 front bus and similar. In another embodiment, and without limitation, the slave bus may include one or more external buses, such as external flight controllers, external computers, remote devices, printers, aircraft computer systems, flight control systems and the like.

[072] In one embodiment, and still referring to Figure 3, the control algorithm can optimize signal communication as a function of determining one or more discrete timings. For example, and without limitation, the master bus controller can synchronize the timing of the segmented control algorithm by injecting high-priority timing signals into a control bus of the master bus. As used in this disclosure, a high-priority timing signal is information that denotes that the information is important. For example, and without limitation, the high-priority timing signal may denote that a section of the control algorithm is of high priority and must be analyzed and / or transmitted before any other section is analyzed and / or transmitted. In one embodiment, the high-priority timing signal may include one or more priority packets.As used in this disclosure, a priority packet is a formatted unit of data that is communicated between multiple air traffic controllers. For example, and without limitation, the priority packet may denote that a section of the control algorithm should be used and / or is of higher priority than other sections.

[073] Still referring to Figure 3, the 304 flight controller can also be implemented using a non-sharing architecture in which data is cached on the worker; in one mode, this can allow for scalability of aircraft and / or computing devices. The 304 flight controller can include a distributing flight controller. As used in this disclosure, a distributing flight controller is a component that adjusts and / or controls a plurality of flight components based on a plurality of flight controllers. For example, the flight controller of Petition 870250058816, dated 10 / 07 / 2025, page 58 / 253 A 54 / 84 distributor may include an air traffic controller who communicates with a plurality of additional air traffic controllers and / or groups of air traffic controllers.

[074] Referring again to Figure 3, the flight controller may include a subcontroller 340. As used in this disclosure, a “subcontroller” is a controller and / or component that is part of a distributed controller as described above; for example, flight controller 304 may be and / or include a distributed flight controller composed of one or more subcontrollers. For example, and without limitation, subcontroller 340 may include any controllers and / or components thereof that are similar to the distributed flight controller and / or flight controller as described above. Subcontroller 340 may include any component of any flight controller as described above. Subcontroller 340 may be implemented in any manner suitable for the implementation of a flight controller as described above.As a further non-limiting example, the 340 subcontroller may include one or more processors, logic components, and / or computing devices capable of receiving, processing, and / or transmitting data through the distributed flight controller as described above. As a further non-limiting example, the 340 subcontroller may include a controller that receives a signal from a first flight controller and / or first distributed flight controller component and transmits the signal to a plurality of additional subcontrollers and / or flight components.

[075] Referring again to Figure 3, the flight controller may include a co-controller 344. As used in this disclosure, a “co-controller” is a controller and / or component that joins the flight controller 304 as components and / or nodes of a distribution flight controller as described above. For example, and without limitation, the co-controller 344 may include one or more controllers and / or components that are similar to the flight controller 304. As a further non-limiting example, the co-controller 344 may Petition 870250058816, dated 10 / 07 / 2025, p. 59 / 253 55 / 84 include any controller and / or component that connects flight controller 304 to the distributed flight controller. As a further non-limiting example, cocontroller 344 may include one or more processors, logic components and / or computing devices capable of receiving, processing and / or transmitting data to and / or from flight controller 304 to the distributed flight control system. Cocontroller 344 may include any component of any flight controller as described above. Cocontroller 344 may be implemented in any manner suitable for the implementation of a flight controller as described above.

[076] In one embodiment, and with continuous reference to Figure 3, flight controller 304 can be designed and / or configured to execute any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For example, flight controller 304 can be configured to execute a single step or sequence repeatedly until a desired or commanded result is achieved; the repetition of a step or sequence of steps can be performed iteratively and / or recursively, using outputs from previous repetitions as inputs to subsequent repetitions, aggregating inputs and / or outputs from repetitions to produce an aggregate result, reduction or decrement of one or more variables, such as global variables, and / or division of a larger processing task into a set of smaller processing tasks addressed iteratively.The flight controller may execute any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and / or substantially simultaneously executing a step two or more times using two or more parallel chains, processor cores, or the like; the division of tasks between parallel chains and / or processes may be performed in accordance with any protocol suitable for dividing tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various ways in which steps, sequences of steps, etc. Petition 870250058816, dated 10 / 07 / 2025, page 60 / 253 56 / 84 Processing tasks and / or data can be subdivided, shared, or otherwise handled using iteration, recursion, and / or parallel processing.

[077] With reference now to Figure 4, an exemplary embodiment of a machine learning module 400 that can perform one or more machine learning processes as described in this disclosure is illustrated. The machine learning module can perform determinations, classification and / or analysis steps, methods, processes or the like, as described in this disclosure, using machine learning processes. A “machine learning process”, as used in this disclosure, is a process that uses training data 404 in an automated way to generate an algorithm that will be executed by a computing device / module to produce outputs 408, based on data provided as inputs 412; this contrasts with a non-machine learning-based software program, where the commands to be executed are predetermined by a user and written in a programming language.

[078] Referring again to Figure 4, “training data,” as used in this document, are data containing correlations that a machine learning process can use to model relationships between two or more categories of data elements. For example, and without limitation, 404 training data may include a plurality of data entries, each entry representing a set of data elements that were recorded, received, and / or generated together; the data elements may be correlated by shared existence in a given data entry, by proximity in a given data entry, or similar.Multiple data entries in 404 training data may reveal one or more trends in the correlations between categories of data elements; for example, and without limitation, a higher value of a first data element belonging to a first category of data elements may tend to correlate with a higher value of a second element. Petition 870250058816, dated 10 / 07 / 2025, page 61 / 253 57 / 84 of the data belong to a second category of data element, indicating a possible proportional or other mathematical relationship linking values ​​belonging to the two categories. Multiple categories of data elements may be related in the 404 training data according to various correlations; correlations may indicate causative and / or predictive links between categories of data elements, which can be modeled as relationships, such as mathematical relationships, by machine learning processes as described in more detail below. The 404 training data can be formatted and / or organized by categories of data elements, for example, by associating data elements with one or more descriptors corresponding to categories of data elements.As a non-limiting example, 404 training data can include data entered into standardized forms by people or processes, such that the entry of a given data element into a given field on a form can be mapped to one or more category descriptors. Elements in the 404 training data can be linked to category descriptors by identifiers, codes, or other data elements; for example, and without limitation, 404 training data can be provided in fixed-length formats, formats that link data positions to categories, such as comma-separated values ​​(CSV) formats, and / or self-descriptive formats, such as Extensible Markup Language (XML), JavaScript Object Notation (JSON), or similar, allowing processes or devices to detect data categories.

[079] Alternatively or additionally, and continuing to refer to Figure 4, the 404 training data may include one or more elements that are not categorized; that is, the 404 training data may not be formatted or may contain descriptors for some data elements. Machine learning algorithms and / or other processes may classify the 404 training data according to one or more categorizations using, for example, natural language processing algorithms, tokenization, Petition 870250058816, dated 10 / 07 / 2025, page 62 / 253 58 / 84 detection of correlated values ​​in raw and similar data; categories can be generated using correlation algorithms and / or other processing algorithms. As a non-limiting example, in a text corpus, phrases comprising a number n of compound words, such as nouns modified by other nouns, can be identified according to a statistically significant prevalence of n-grams containing such words in a particular order; this n-gram can be categorized as a language element, such as a word to be tracked similarly to isolated words, generating a new category as a result of statistical analysis.Similarly, in a data entry that includes some textual data, a person's name can be identified by reference to a list, dictionary, or other compendium of terms, which allows for ad-hoc categorization by machine learning algorithms and / or automated data association in the data entry with descriptors or in a given format. The ability to automatically categorize data entries can allow the same 404 training data to be applicable to two or more distinct machine learning algorithms, as described in more detail below. The 404 training data used by the 400 machine learning module can correlate any input data, as described in this disclosure, to any output data, as described in this disclosure. As a non-limiting illustrative example, flight elements and / or pilot signals can be inputs, where an output can be a standalone function.

[080] Referring again to Figure 4, the training data can be filtered, classified and / or selected using one or more supervised and / or unsupervised machine learning processes and / or models, as described in more detail below; such models may include, without limitation, a training data classifier 416. The training data classifier 416 may include a classifier, which as used in this disclosure is a machine learning model as defined. Petition 870250058816, dated 10 / 07 / 2025, page 63 / 253 59 / 84 below, such as a mathematical model, neural network, or program generated by a machine learning algorithm known as a classification algorithm, as described in more detail below, which classifies inputs into categories or data pools, so as to output the categories or data pools and / or labels associated with them. A classifier can be configured to generate at least one datum that labels or identifies a set of grouped data that are close by a distance metric, as described below, or something similar. The machine learning module 400 can generate a classifier using a classification algorithm, defined as a process by which a computing device and / or any module and / or component operating on it derives a classifier from training data 404.Classification can be performed using, without limitation, linear classifiers such as logistic regression and / or naive Bayes classifiers, nearest neighbor classifiers such as k-nearest neighbor classifiers, support vector machines, least squares support vector machines, Fisher linear discriminant, quadratic classifiers, decision trees, augmented trees, random forest classifiers, learning vector quantization, and / or neural network-based classifiers. As a non-limiting example, the 416 training data classifier can classify training data elements into subcategories of flight elements such as torques, forces, thrusts, directions, and the like.

[081] Still referring to Figure 4, the machine learning module 400 can be configured to perform a lazy learning process 420 and / or protocol, which can alternatively be referred to as a lazy loading process and / or call-when-needed protocol, can be a process in which machine learning is conducted by receiving an input to be converted into an output, combining the input and the training set to derive the algorithm to be used for Petition 870250058816, dated 10 / 07 / 2025, page 64 / 253 60 / 84 produces the output on demand. For example, an initial set of simulations can be performed to cover an initial heuristic and / or first assumption on an output and / or relationship. As a non-limiting example, an initial heuristic might include a classification of associations between inputs and elements of 404 training data. The heuristic might include selecting some number of higher-ranking associations and / or elements from the 404 training data.Slow learning can implement any suitable slow learning algorithm, including, without limitation, a K-nearest neighbors algorithm, a lazy and naive Bayes algorithm, or similar; those skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various slow learning algorithms that can be applied to generate results as described in this disclosure, including, without limitation, slow learning applications of machine learning algorithms as described in more detail below.

[082] Alternatively or additionally, and with continuous reference to Figure 4, machine learning processes as described in this disclosure can be used to generate machine learning models 424. A “machine learning model,” as used in this disclosure, is a mathematical and / or algorithmic representation of a relationship between inputs and outputs, generated using any machine learning process, including, without limitation, any process as described above, and stored in memory; an input is submitted to a machine learning model 424 once created, which generates an output based on the relationship that was derived. For example, and without limitation, a linear regression model, generated using a linear regression algorithm, can compute a linear combination of input data using coefficients derived during machine learning processes to compute an output datum.As a further, non-limiting example, a 424 machine learning model can be generated by creating an artificial neural network, such as a convolutional neural network comprising a layer of... Petition 870250058816, dated 10 / 07 / 2025, page 65 / 253 61 / 84 input nodes, one or more intermediate layers, and an output node layer. Connections between nodes can be created through the network training process, in which elements from a 404 training dataset are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values ​​in the output nodes. This process is sometimes called deep learning.

[083] Referring again to Figure 4, machine learning algorithms may include at least one supervised machine learning process 428. At least one supervised machine learning process 428, as defined herein, includes algorithms that receive a training set relating a number of inputs to a number of outputs, and seek to find one or more mathematical relationships relating inputs to outputs, wherein each of the one or more mathematical relationships is optimal according to some criterion specified for the algorithm using some scoring function.For example, a supervised learning algorithm might include flight elements and / or pilot signals, as described above, as inputs, autonomous functions as outputs, and a scoring function representing a desired form of relationship to be detected between inputs and outputs; the scoring function might, for example, seek to maximize the probability that a given input and / or combination of elements is associated with a given output to minimize the probability that a given input is not associated with a given output. The scoring function can be expressed as a risk function representing an expected loss of an algorithm relating inputs to outputs, where the loss is calculated as an error function representing the degree to which a prediction generated by the relationship is incorrect when compared to a given input pair. Petition 870250058816, dated 10 / 07 / 2025, page 66 / 253 62 / 84 output provided in the training data 404. Persons skilled in the art, upon full review of this disclosure, will be aware of several possible variations of at least one supervised machine learning process 428 that can be used to determine the relationship between inputs and outputs. Supervised machine learning processes may include classification algorithms, as defined above.

[084] Referring again to Figure 4, machine learning processes can include at least unsupervised machine learning processes 432. An unsupervised machine learning process, as used here, is a process that derives inferences from datasets without regard to labels; as a result, an unsupervised machine learning process can be free to discover any structure, relationship, and / or correlation provided in the data. Unsupervised processes may not require a response variable; unsupervised processes can be used to find interesting patterns and / or inferences between variables, to determine a degree of correlation between two or more variables, or similar.

[085] Still referring to Figure 4, the machine learning module 400 can be designed and configured to create a machine learning model 424 using techniques for developing linear regression models. Linear regression models can include ordinary least squares regression, which aims to minimize the square of the difference between predicted and actual results according to an appropriate norm for measuring this difference (e.g., a vector-space distance norm); the coefficients of the resulting linear equation can be modified to improve minimization. Linear regression models can include ridge regression methods, where the function to be minimized includes the least squares function plus the term multiplying the square of each coefficient by a scalar quantity to penalize large coefficients. Linear regression models can include operator models. Petition 870250058816, dated 10 / 07 / 2025, p. 67 / 253 63 / 84 of minimum absolute selection and shrinkage (LASSO), in which ridge regression is combined with multiplication of the least squares term by a factor of I divided by twice the number of samples. Linear regression models may include a multitasking loop model in which the norm applied to the least squares term of the loop model is the Frobenius norm, which is equivalent to the square root of the sum of the squares of all terms.Linear regression models may include the elastic network model, a multitasking elastic network model, a minimum angle regression model, a LARS loop model, an orthogonal matching chase model, a Bayesian regression model, a logistic regression model, a stochastic gradient descent model, a perceptron model, a passive-aggressive algorithm, a robustness regression model, a Huber regression model, or any other suitable model that may occur to persons skilled in the art upon reviewing the entirety of this disclosure.Linear regression models can be generalized in a manner similar to polynomial regression models, whereby one seeks a polynomial equation (e.g., a quadratic, cubic, or higher-order equation) that provides a better fit of predicted output / actual output; methods similar to those described above can be applied to minimize error functions, as will become clear to those skilled in the art upon reviewing the entirety of this disclosure.

[086] Continuing to refer to Figure 4, machine learning algorithms may include, without limitation, linear discriminant analysis. Machine learning algorithms may include quadratic discriminant analysis. Machine learning algorithms may include kernel ridge regression. Machine learning algorithms may include support vector machines, including, without limitation, regression processes based on support vector classification. Machine learning algorithms may include stochastic gradient descent algorithms, including classification and regression algorithms based on gradient descent. Petition 870250058816, dated 10 / 07 / 2025, page 68 / 253 64 / 84 stochastic. Machine learning algorithms may include nearest neighbor algorithms. Machine learning algorithms may include Gaussian processes, such as Gaussian process regression. Machine learning algorithms may include cross-decomposition algorithms, including partial least squares and / or canonical correlation analysis. Machine learning algorithms may include naive Bayes methods. Machine learning algorithms may include decision tree-based algorithms, such as decision tree classification or regression algorithms. Machine learning algorithms may include ensemble methods, such as bagging metaestimator, random tree forest, AdaBoost, gradient tree boosting, and / or voting classification methods. Machine learning algorithms may include neural network algorithms, including convolutional neural network processes.

[087] With reference now to Figure 5, an exemplary embodiment of method 500, which controls the pitch of an electric aircraft using an elevator, is shown. Method 500 includes a step 505 of receiving, using a flight controller incorporated in an electric aircraft, a pitch command from a pitch lever incorporated in the electric aircraft. The electric aircraft may include an electric vertical takeoff and landing (eVTOL) aircraft. The pitch command is configured to generate and adjust a pitch. The pitch may produce a force in the vertical direction. The electric aircraft may include a propeller that propels the electric aircraft. The flight controller may further include the generation of a thrust command as a function of the pitch command. The flight controller may further include the transmission of the thrust command to the propeller. This can be implemented as disclosed with reference to Figures 1-4.

[088] Still referring to Figure 5, method 500 includes a step 510 of adjusting, using the flight controller, an elevator based on the lift command. In some embodiments, the thruster may include a thruster Petition 870250058816, dated 10 / 07 / 2025, page 69 / 253 65 / 84 vertical. In one embodiment, the flight controller may also receive the lift command from the lift lever, initiate a vertical thruster, and incrementally adjust the elevator to increase lift until the electric aircraft speed is low enough to transition to vertical flight. In another embodiment, the flight controller may also receive the lift command from the lift lever, initiate the vertical thruster, and incrementally adjust the elevator to increase drag until the electric aircraft speed is low enough to transition to vertical flight. The elevator may be diverted simultaneously as the thruster is activated in response to the lift command. The elevator may be manually diverted after activation by a pilot. This can be implemented as disclosed with reference to Figures 1-4.

[089] With reference now to Figure 6, an exemplary forward thrust and hover control assembly 600 for a dual-mode aircraft system is illustrated. In one embodiment, a support structure 604 may attach the forward and hover thrust assembly 600 to an aircraft structure of an aircraft having at least one vertical thruster and at least one forward thruster. In another embodiment, the hover and thrust control assembly 600 may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand mechanically coupled as meaning that at least one part of a device, component, or circuit is connected to at least one part of the aircraft by means of a mechanical coupling.The aforementioned mechanical coupling may include, but is not limited to, rigid couplings such as beam couplings, bellows couplings, pin and bushing couplings, constant velocity couplings, split sleeve couplings, diaphragm couplings, disc couplings, donut couplings, elastic couplings, flexible couplings, fluid couplings, gear couplings, grid couplings, Hirth joints, hydrodynamic couplings, and other couplings. Petition 870250058816, dated 10 / 07 / 2025, page 70 / 253 66 / 84 claw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, double spring coupling, cloth joint coupling, universal joints, or any combination.

[090] Referring again to Figure 6, assembly 600 may include a throttle lever 608 rotatably mounted on the support structure 604. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of many possible features that may function as at least one support structure 604. At least one support structure 604 may be constructed of any suitable material or combination of materials, including, without limitation, metal such as aluminum, titanium, steel or the like, polymeric or composite materials, fiberglass, carbon fiber, wood or any other suitable material.As a non-limiting example, the support structure may be constructed from additively manufactured polymeric material with a carbon fiber exterior; aluminum parts or other elements may be enclosed for structural strength or for support purposes, for example, vibration, torque, or shear stresses imposed by at least one propeller. Rotating the 608 throttle lever in a first direction increases power to a vertical propeller, and rotating the throttle lever in a second direction decreases power to the vertical propeller. In illustrative embodiments, the 608 throttle lever may rotate; for example, and without limitation, the throttle lever may rotate in a substantially vertical plane, such that rotation in a direction that a pilot would understand as upward corresponds to increasing the throttle for vertical propellers, while a direction that a pilot would understand as downward corresponds to decreasing the throttle.The range of motion of a throttle lever may be adjustable, for example, and without limitation, by approximately 15.24 cm (6.0 inches) of range of motion on the throttle lever grip. The movement of the 608 throttle lever may be detected by at least one angular position sensor, a non-contact sensor, a Hall effect sensor, or any combination thereof, for example, as described. Petition 870250058816, dated 10 / 07 / 2025, page 71 / 253 67 / 84 described in more detail below. The 608 throttle lever sensor may include a plurality of independent sensors, wherein the failure of one sensor does not affect the others. Independent sensors, as used in this disclosure, are sensors that connect to a power source and / or logic circuit independently; in other words, the function of one does not depend on the function of another, so that the failure of any sensor or sensors does not affect the function of any other sensor or sensors, allowing the thrust lever to continue functioning as designed. Rotation of the 608 throttle lever may result in increasing and / or decreasing throttle by increasing or decreasing electrical power and / or power to at least one vertical thruster.Detection of throttle lever rotation 608 by sensors on support structure 604 may result in a throttle change for vertical thrusters, which may be signaled using any electromechanical signal, such as a voltage-controlled change in the aircraft's throttle. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways of detecting the rotation of at least one thruster that may be used or included in system 600 or in an electric aircraft, as used and described herein.

[091] Continuing to refer to Figure 6, throttle lever 608 may include a resistance mechanism 612; the resistance mechanism 612 may generate a force-resistant rotation of the throttle lever 608. A resistance mechanism 612 may include, as a non-limiting example, a source of friction, such as an electromagnetic clutch, magnetic particle clutch, pneumatic clutch, pneumatic brake, hydraulic brake, or a means of polarization, such as a spring-polarized selection position, isometric construction, or any component designed to increase or decrease resistance based on an electrical signal from another component, or from a control circuit, such as a logic circuit. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be Petition 870250058816, dated 10 / 07 / 2025, page 72 / 253 68 / 84 aware of various ways of applying friction to the rotation of at least one lever that may be used or included in assembly 600 or in a dual-mode aircraft, as used and described herein. In one embodiment, the resistance mechanism 612 may resist the rotation of the throttle lever 608 under the influence of gravity, for example, if released by a pilot; in other words, the resistance mechanism 612 may generate a force greater than the force exerted on a throttle lever 608 by gravity. This may prevent the throttle lever 608 from falling if accidentally or otherwise released, so that the thrust of a vertical thruster is maintained substantially at a level reached before the release of the thrust lever 608.In one embodiment, the resistance mechanism 612 can increase the rotational resistance of the throttle lever 608 when a linear thrust control, as described below, is moved in one or more directions. The resistance to the throttle lever 608 can be mediated by a friction source, as described previously; the resistance control can be informed by a plurality of sensors, as described in more detail below, throttle lever tracking control 608, and a linear thrust control. The detection of a linear thrust command can be detected by at least one angular position sensor, as described above; a control circuit can determine the direction of movement based on the input of at least one angular position sensor and direct resistance mechanism to increase and / or decrease the resistance accordingly.The control circuit may include an embedded or connected logic circuit, processor, microcontroller, or similar; the control circuit may include, be included with, and / or communicate with an aircraft controller. The aircraft controller may include and / or communicate with any computing device, including, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), and / or system-on-a-chip (SoC). The aircraft controller may be programmed to operate electronic aircraft to perform at least one maneuver. Petition 870250058816, dated 10 / 07 / 2025, page 73 / 253 69 / 84 flight; at least one flight maneuver may include takeoff, landing, stability control maneuvers, emergency response maneuvers, altitude regulation, rotation, pitch, inclination, speed, acceleration, or similar during any phase of flight. At least one flight maneuver may include a flight plan or sequence of maneuvers to be performed during a flight plan. The aircraft controller may be designed and configured to operate electronic aircraft through non-mechanical control. The aircraft controller is communicatively coupled to each propeller; as used in this document, the aircraft controller is communicatively coupled to each propeller, wherein the aircraft controller is able to transmit signals to each propeller and each propeller is configured to modify an aspect of the propeller behavior in response to the signals.As a non-limiting example, the aircraft controller may transmit signals to a propeller via an electrical circuit connecting the aircraft controller to the propeller; the circuit may include a direct conductive path from the aircraft controller to the propeller or may include an isolated coupling, such as an optical or inductive coupling. Alternatively, or additionally, the aircraft controller may communicate with one propeller from a plurality of propellers using wireless communication, such as, without limitation, communication carried out using electromagnetic radiation, including optical and / or radio communication, or communication via magnetic or capacitive coupling.The vehicle controller may be fully incorporated into an electric aircraft containing a propeller and may be a remote device operating the electric aircraft remotely via wireless or radio signals, or it may be a combination thereof, such as a computing device on the aircraft configured to perform some steps or actions described herein while a remote device is configured to perform other steps. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different forms and protocols of communication that may be used to communicatively couple the... Petition 870250058816, dated 10 / 07 / 2025, page 74 / 253 70 / 84 aircraft controller to the propellers. Persons skilled in the art, upon thorough review of this disclosure, will be aware of various ways of monitoring resistance levels and applying resistance to linear thrust control, as used and described herein.

[092] Continuing to refer to Figure 6, a set of hover and thrust controls 600 may include a linear thrust control 616 mounted on the throttle lever 608. A linear thrust control, as used in this document, is a manually operable bidirectional thrust control restricted to movement around or along a single axis. As a non-limiting example, the linear thrust control 616 may include a slider, such as a button control that can be moved in a bidirectional range, along a single axis, between a minimum and maximum range. As a non-limiting example, the linear thrust control 616 may include a lever, wherein movement is restricted in a bidirectional rotational axis around a fulcrum such as the throttle lever 608.As a further non-limiting example, linear thrust control 616 may include a joystick confined to bidirectional movement, such as a manual transmission control in some modern vehicles. As another non-limiting example, linear thrust control 616 may include a rotary knob or any haptic electrical input device, which can control thrust linearly and bidirectionally. Although the illustrative embodiment of Figure 6 shows the hover and thrust control assembly 600 having throttle lever 608 and linear thrust control 616, in other embodiments, the thrust and thrust control assembly 600 may have any number of flight control elements.

[093] It should be noted that any one or more of the aspects and modalities described herein may be conveniently implemented using one or more machines (for example, one or more computing devices that are used as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed in accordance with the teachings of the present Petition 870250058816, dated 10 / 07 / 2025, page 75 / 253 71 / 84 descriptive report, as will be apparent to those of common skill in computer technology. Appropriate software coding can be readily prepared by qualified programmers based on the teachings of this disclosure, as will be apparent to those of common skill in software technology. The aspects and implementations discussed above employing software and / or software modules may also include appropriate hardware to assist in implementing the executable machine instructions of the software and / or software module.

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

[095] This software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may Petition 870250058816, dated 10 / 07 / 2025, page 76 / 253 72 / 84 to be included as a data transport signal embedded in a data carrier in which the signal encodes a sequence of instructions, or part thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to execute any of the methodologies and / or modalities described herein.

[096] Examples of a computing device include, but are not limited to, an electronic book reader, a computer workstation, a terminal computer, a server computer, a portable device (e.g., a tablet computer, a smartphone, etc.), a network appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions specifying an action to be performed by that machine, and any combinations thereof. In one example, a computing device may include and / or be included in a kiosk.

[097] Figure 7 shows a diagrammatic representation of an embodiment of a computing device in the exemplary form of a computer system 700 within which a set of instructions for causing a control system to execute any or more of the aspects and / or methodologies of the present disclosure can be executed. It is also contemplated that several computing devices can be used to implement a specially configured set of instructions for causing one or more of the devices to execute any or more of the aspects and / or methodologies of the present disclosure. The computer system 700 includes a processor 704 and a memory 708 that communicate with each other and with other components by means of a bus 712.The 712 bus can include any of several types of bus structures, including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combination thereof, using any of several bus architectures. Petition 870250058816, dated 10 / 07 / 2025, p. 77 / 253 73 / 84

[098] The 704 processor may include any suitable processor, such as, without limitation, a processor incorporating logic circuits to perform arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and driven by operational memory inputs and / or sensors; the 704 processor may be organized according to the Von Neumann and / or Harvard architecture as a non-limiting example. The 704 processor may include, incorporate and / or be incorporated, without limitation, into a microcontroller, microprocessor, digital signal processor (DSP), FPGA (Field Programmable Gate Array), CPLD (Complex Programmable Logic Device), GPU (Graphics Processing Unit), general-purpose GPU, TPU (Tensor Processing Unit), analog or mixed-signal processor, TPM (Trusted Platform Module), FPU (Floating Point Unit) and / or SoC (System on a Chip).

[099] Memory 708 may include various components (e.g., machine-readable media), including, but not limited to, a random-access memory component, a read-only component, and any combinations thereof. In one example, a basic input / output system 716 (BIOS), including basic routines that help transfer information between elements within the computer system 700, such as during initialization, may be stored in memory 708. Memory 708 may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software) 720 incorporating any one or more of the aspects and / or methodologies of the present disclosure. In another example, memory 708 may include any number of program modules, including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof.

[100] The computer system 700 may also include a storage device 724. Examples of a storage device (e.g., storage device 724) include, but are not limited to, Petition 870250058816, dated 10 / 07 / 2025, page 78 / 253 74 / 84 a hard disk drive, a magnetic disk drive, an optical disk drive in combination with an optical medium, a solid-state memory device, and any combination thereof. The storage device 724 may be connected to the bus 712 by an appropriate interface (not shown). Examples of interfaces include, but are not limited to, SCSI, Advanced Technology Connection (ATA), Serial ATA, Universal Serial Bus (USB), IEEE 1394 (FIREWIRE), and any combination thereof. In one example, the storage device 724 (or one or more components thereof) may be removablely connected to the computer system 700 (for example, by means of an external port connector (not shown)).Specifically, storage device 724 and an associated machine-readable medium 728 can provide non-volatile and / or volatile storage of machine-readable instructions, data structures, program modules, and / or other data for computer system 700. In one example, software 720 may reside, wholly or partially, on a machine-readable medium 728. In another example, software 720 may reside, wholly or partially, on processor 704.

[101] The 700 computer system may also include a 732 input device. In one example, a user of the 700 computer system may enter commands and / or other information into the 700 computer system by means of the 732 input device. Examples of a 732 input device include, but are not limited to, an alphanumeric input device (e.g., a keyboard), a pointing device, a steering lever, a game controller, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touch panel, an optical digitizer, a video capture device (e.g., a still camera, a video camera), a touch screen, and any combinations thereof. The 732 input device may be connected to the 712 bus by means of any of several interfaces (not shown), including, but Petition 870250058816, dated 10 / 07 / 2025, page 79 / 253 75 / 84, not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to the 712 bus, and any combination thereof. The 732 input device may include a touch-sensitive display interface which may be part of or separate from the 736 display, discussed further below. The 732 input device may be used as a user selection device to select one or more graphical representations in a graphical interface, as described above.

[102] A user can also enter commands and / or other information into the computer system 700 through the storage device 724 (e.g., a removable disk drive, a flash drive, etc.) and / or network interface device 740. A network interface device, such as network interface device 740, can be used to connect the computer system 700 to one or more of a variety of networks, such as network 744, and one or more remote devices 748 connected to it. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof.Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, a corporate network), a local area network (e.g., a network associated with an office, a building, a campus, or other relatively small geographic space), a telephone network, a data network associated with a telephone / voice provider (e.g., a data and / or voice network of a mobile communications provider), a direct connection between two computing devices, and any combination thereof. A network, such as the 744 network, may employ a wired and / or wireless communication mode. In general, any network topology may be used. Information (e.g., data, software 720, etc.) may be communicated to and / or from a computer system 700 via a network interface device 740.

[103] The 700 computer system may also include a video adapter Petition 870250058816, dated 10 / 07 / 2025, page 80 / 253 76 / 84 752 to communicate a displayable image to a display device, such as display device 736. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light-emitting diode (LED) display, and any combinations thereof. The display adapter 752 and display device 736 can be used in combination with processor 704 to provide graphical representations of aspects of the present disclosure. In addition to a display device, the computer system 700 may include one or more other peripheral output devices, including, but not limited to, an audio speaker, a printer, and any combinations thereof. These peripheral output devices can be connected to bus 712 via a peripheral interface 756.Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FireWire connection, a parallel connection, and any combination thereof.

[104] The foregoing was a detailed description of illustrative embodiments of the invention. Various modifications and additions may be made without departing from the spirit and scope of this invention. The features of each of the various embodiments described above may be combined with features of other embodiments described, as appropriate, in order to provide a multiplicity of combinations of features in new associated embodiments. Furthermore, although the foregoing describes a number of separate embodiments, what has been described here is merely illustrative of the application of the principles of the present invention. Moreover, although specific methods herein may be illustrated and / or described as being performed in a specific order, the ordering is highly variable within the common skill to achieve methods according to the present disclosure. Consequently, this description should be taken only by way of example, and not to limit the scope of this invention.

[105] Exemplary modalities have been revealed in this document and Petition 870250058816, dated 10 / 07 / 2025, p. 81 / 253 77 / 84 illustrated in the accompanying drawings. It will be understood by those skilled in the art that various alterations, omissions and additions may be made to what is specifically disclosed herein without departing from the spirit and scope of the present invention. EXAMPLE CLAUSES

[106] In some cases, one or more components may be referred to in this document as configured for, configurable for, operable / operable for, adapted / adaptable, capable of, conformable / compliant with, etc. Skilled in the art will recognize that such terms (e.g., configured for) can generally encompass active-state components and / or inactive-state components and / or standby-state components, unless the context requires otherwise.

[107] As used here, the term based on can be used as a synonym for based, at least in part, on and based at least partially on.

[108] As used in this document, the terms comprise / that comprises / comprising and includes / that includes / included and their equivalents may be used interchangeably. An apparatus, system or method comprising A, B and C includes A, B and C, but may also include other components (e.g., D). That is, the apparatus, system or method is not limited to components A, B and C.

[109] Although the object has been described in language specific to structural features and / or methodological acts, it should be understood that the object defined in the appended claims is not necessarily limited to the specific features or acts described.

[110] A: A system of an electric aircraft with pitch control using an elevator, the system comprising: an elevator configured to swerve; a lift lever comprising a linear lift control mounted on the lift lever, wherein the lift lever: generates Petition 870250058816, dated 10 / 07 / 2025, page 82 / 253 78 / 84 a lift command after activation by a pilot; generates resistance to rotation of the lift lever using a resistance mechanism, wherein the generation of resistance comprises: detecting a linear lift control position using an angular position sensor; and generating resistance to rotation of the lift lever as a function of the detection; and a flight controller connected communicatively with the lift lever and the elevator, wherein the flight controller is configured to: receive the lift command from the lift lever; and adjust the elevator as a function of the lift command.

[111] B: The system in paragraph A, where the electric aircraft is an electric vertical takeoff and landing (eVTOL) aircraft.

[112] C: The system in paragraph A or B, wherein the system further comprises a thruster configured to propel the electric aircraft.

[113] D: The system in paragraph C, in which the flight controller is configured to: generate a thrust command as a function of the lift command; and transmit the thrust command to the propeller.

[114] E: The system of paragraph C or D, in which the propeller comprises a vertical thruster and the flight controller is configured to: receive the lift command from the lift lever; start at least one vertical thruster as a function of the lift command; and incrementally adjust the elevator to increase the lift of the electric aircraft until the speed of the electric aircraft is low enough to safely transition to vertical flight.

[115] F: The system of any of the paragraphs C, D or E, in which the propeller comprises a vertical thruster and the flight controller is configured to: receive the lift command from the lift lever; initiate vertical thrust as a function of the lift command; and incrementally adjust the elevator to increase drag until the electric aircraft speed is low enough to safely transition to vertical flight. Petition 870250058816, dated 10 / 07 / 2025, page 83 / 253 79 / 84

[116] G: The system of any of the CF paragraphs, in which the elevator is diverted simultaneously as the thruster is activated as a function of the lifting command.

[117] H: The system of any of the AG paragraphs, in which the elevator is diverted manually after activation by the pilot.

[118] I: The system of any of the AH paragraphs, in which the lift command is configured to adjust the lift of the electric aircraft.

[119] J: The system of any of the AI ​​paragraphs, in which the elevator lever comprises a sensor, in which the sensor is configured to: detect a movement of the elevator lever; and transmit movement data to the flight controller, in which the flight controller is configured to adjust the elevator based on the movement data.

[120] K: A method for controlling the pitch of an electric aircraft using an elevator, comprising: generating a pitch command using a pitch lever comprising a linear pitch control mounted on the pitch lever, wherein the pitch lever: generates a pitch command after activation by a pilot; generates a resistance to rotation of the pitch lever using a resistance mechanism, wherein the generation of the resistance comprises: detecting a position of the linear pitch control using an angular position sensor; and generating resistance to rotation of the pitch lever as a function of the detection; receiving, using a flight controller incorporated in an electric aircraft, a pitch command from the pitch lever incorporated in the electric aircraft; and adjusting, using the flight controller, an elevator as a function of the pitch command.

[121] L: The method of paragraph K, where the electric aircraft is an electric vertical takeoff and landing (eVTOL) aircraft.

[122] M: The method of paragraph K or L, which also includes: propulsion, using a propeller, the electric aircraft.

[123] N: The method of paragraph M, which further comprises: generating, using the flight controller, a thrust command as a function of the command of Petition 870250058816, dated 10 / 07 / 2025, page 84 / 253 80 / 84 lift; and transmit, using the flight controller, the thrust command to the propeller.

[124] O: The method of paragraph M or N, wherein the thruster comprises a vertical thruster, and the method further comprises: receiving, by the flight controller, the lift command from the lift lever; initiating, by the flight controller, the vertical thruster; and incrementally adjusting, by the flight controller, the elevator to increase the lift of the electric aircraft until the speed of the electric aircraft is low enough to safely transition to vertical flight.

[125] P: The method of any of the MO paragraphs, wherein the thruster comprises a vertical thruster, and the method further comprises: receiving, by the flight controller, the lift command from the lift lever; initiating, by the flight controller, the vertical thruster; and incrementally adjusting, by the flight controller, the elevator to increase drag until the speed of the electric aircraft is low enough to safely transition to vertical flight.

[126] Q: The method of any of the KP paragraphs, which further comprises: adjusting, using the lift command, an electric aircraft lift.

[127] R: The method of any of the paragraphs KQ, wherein the elevator lever comprises a sensor, which further comprises: detecting, using the sensor, a movement of the elevator lever; and transmitting, using the sensor, motion data to the flight controller, which further comprises: adjusting, using the flight controller, the elevator based on the motion data.

[128] S: The method of any of the MP paragraphs, in which the elevator is diverted simultaneously as the thruster is activated as a function of the lifting command.

[129] T: The method of any of the KS paragraphs, in which the elevator is diverted manually after activation by a pilot.

[130] U: An electric aircraft system comprising: a plurality of vertical lift thrusters driven by one or more electric motors; Petition 870250058816, dated 10 / 07 / 2025, page 85 / 253 81 / 84 an elevator coupled to an actuator that causes the elevator to deflect to adjust the pitch of the electric aircraft; a lift lever configured to receive an input and issue a command in response to the input; and a flight controller communicatively connected to the lift lever, the elevator, and the controller, wherein the flight controller is configured to: control, by providing a signal to one or more vertical lift thrusters to alter a collective thrust generated by the plurality of lift thrusters in response to the command to control an altitude of the electric aircraft; and cause, by providing a signal to the actuator, the elevator to deflect in response to the elevator lever input.

[131] V: The system of paragraph U, in which the flight controller is configured to: generate a thrust command in response to the command; and transmit the thrust command to one or more vertical lift thrusters.

[132] W: The U or V paragraph system, wherein the command comprises a lift command and wherein the flight controller is configured to provide the signal to incrementally adjust an elevator deflection in response to the lift command to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed, wherein the limit speed is associated with a transition to vertical flight.

[133] X: The system of any of the UW paragraphs, in which the flight controller is configured to provide the signal to cause the elevator to deflect simultaneously and in proportion to the command of the lift lever.

[134] Y: The system of any of the UX paragraphs, in which the flight controller is configured to: control a differential thrust for the plurality of vertical lift thrusters to vary an attitude of the electric aircraft; and control, by providing a signal to the actuator, the elevator as a function of an altitude control of the electric aircraft.

[135] Z: The system of any of the UY paragraphs, in which: the elevator deflection is controlled in part by the flight controller in response to the angular deflection of the elevator lever; and the elevator deflects downward in response Petition 870250058816, dated 10 / 07 / 2025, page 86 / 253 82 / 84 to the upward movement of the lifting lever.

[136] AA: The system in paragraph Z, in which elevator deflection is controlled in part by the flight controller in response to attitude commands to control an attitude of the electric aircraft.

[137] AB: The system of any of the U-AA paragraphs, in which the flight controller is configured to generate a thrust command as a function of the command, in which the thrust command is proportional to the command.

[138] AC: The system of paragraph AB, in which the lifting lever comprises a linear thrust control and the thrust command is generated as a function of the linear thrust control.

[139] AD: The system of any of the U-AC paragraphs, in which the flight controller is configured to cause the elevator to deflect downward in response to upward movement of the elevator lever. AE: The system of any of the U-AD paragraphs, in which the elevator lever includes a resistance mechanism configured to resist rotation of the elevator lever.

[140] AF: The system of paragraph AE, in which the resistance mechanism is configured to increase resistance against rotation of the lifting lever in response to a linear thrust control of the lifting lever being actuated.

[141] AG: A method for controlling the pitch of an electric aircraft comprising: receiving, using an electric aircraft flight controller, a pitch command from an electric aircraft pitch lever wherein: the electric aircraft comprises a plurality of vertical lift thrusters driven by one or more electric motors; and the flight controller is configured to control a thrust of the plurality of vertical lift thrusters in response to the pitch command; and adjusting, using the flight controller, an electric aircraft elevator as a function of the pitch command.

[142] AH: The AG paragraph method, which also includes: generating, using the Petition 870250058816, dated 10 / 07 / 2025, page 87 / 253 83 / 84 flight controller, a thrust command as a function of the lift command; and transmit, using the flight controller, the thrust command to the plurality of vertical lift thrusters.

[143] Al: The AG or AH paragraph method, which further comprises: initiating, by the flight controller, the rotation of the plurality of vertical lift thrusters; and incrementally adjusting, by the flight controller, an elevator deflection to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed associated with a transition to vertical flight.

[144] AJ: The method of any of the paragraphs AG-Al, in which the flight controller is configured to cause the elevator to deflect simultaneously and in proportion to the lift command.

[145] AK: The method of any of the paragraphs AG-AJ, which further comprises the generation of a thrust command as a function of the lift command wherein the thrust command comprises a forward thrust command and wherein: the lift lever comprises a linear thrust control; and the thrust command is generated as a function of the linear thrust control.

[146] AL: An electric aircraft comprising: a fuselage; a plurality of side elements extending from the fuselage; a plurality of vertical lift thrusters driven by one or more electric motors, the plurality of vertical lift thrusters coupled to the corresponding thrusters of the plurality of side elements; an elevator diverted by an actuator to adjust the pitch of the fuselage; an attitude control system configured to control an attitude of the electric aircraft by controlling the differential thrust of the plurality of vertical lift thrusters; a lift lever configured to receive an indicative input from an altitude control and issue a command in response to the input; and a flight controller communicatively connected with the lift lever and the elevator, wherein the flight controller is configured to: control, when Petition 870250058816, dated 10 / 07 / 2025, page 88 / 253 84 / 84 to provide a signal to the plurality of vertical lift thrusters, an electric aircraft altitude in response to the command; and to cause, by providing a signal to the actuator, the elevator to deflect in response to the elevator lever input.

[147] AM: The electric aircraft referred to in point AL, which also comprise a forward thruster coupled to the fuselage and driven by at least one or more electric motors.

[148] AN: The electric aircraft of paragraph AL or AM, wherein the command comprises a lift command and wherein the flight controller is configured to: incrementally adjust an elevator deflection in response to the lift command to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed, wherein the limit speed is associated with a transition to vertical flight; and cause the elevator to deflect simultaneously and proportionally to a change in the thrust rate of one or more vertical lift thrusters. Petition 870250058816, dated 10 / 07 / 2025, page 89 / 253

Claims

1 / 8 CLAIMS 1. AN ELECTRIC AIRCRAFT SYSTEM WITH PITCH CONTROL USING AN ELEVATOR, wherein the system is characterized by comprising: an elevator configured to deviate; a pitch lever comprising a linear pitch control mounted on the pitch lever, wherein the pitch lever: generates a pitch command after activation by a pilot; generates resistance to rotation of the pitch lever using a resistance mechanism, wherein the generation of resistance comprises: detecting a position of the linear pitch control using an angular position sensor; and generating resistance to rotation of the pitch lever as a function of the detection; and a flight controller communicatively connected with the pitch lever and the elevator, wherein the flight controller is configured to: receive the pitch command from the pitch lever; and adjust the elevator as a function of the pitch command.

2. SYSTEM, according to claim 1, characterized in that the electric aircraft is an electric vertical takeoff and landing (eVTOL) aircraft.

3. SYSTEM, according to claim 1, wherein the system is further characterized by comprising a propeller configured to propel the electric aircraft.

4. SYSTEM, according to claim 3, characterized in that the flight controller is configured to: generate a thrust command as a function of the lift command; and transmit the thrust command to the propeller.

5. SYSTEM, according to claim 3, characterized in that the propeller comprises a vertical thruster and the flight controller is configured to: receive the lift command from the lift lever; initiate at least one vertical thruster as a function of the lift command; and gradually adjust the elevator to increase the lift of the electric aircraft until the speed of the electric aircraft is low enough to safely transition to vertical flight.

6. SYSTEM, according to claim 3, characterized in that the propeller comprises a vertical thruster and the flight controller is configured to: receive the lift command from the lift lever; initiate the vertical thruster as a function of the lift command; and incrementally adjust the elevator to increase drag until the electric aircraft speed is low enough to safely transition to vertical flight.

7. SYSTEM, according to claim 3, characterized by the elevator being diverted simultaneously as the thruster is activated as a function of the lifting command.

8. SYSTEM, according to claim 1, characterized by the elevator being manually diverted after activation by the pilot.

9. SYSTEM, according to claim 1, characterized in that the lift control is configured to adjust the lift of the electric aircraft.

10. SYSTEM, according to claim 1, characterized in that the elevator lever comprises a sensor, wherein the sensor is configured to: detect a movement of the elevator lever; and transmit movement data to the flight controller, wherein the flight controller is configured to adjust the elevator based on the movement data.

11. METHOD FOR CONTROLLING THE PITCH OF AN ELECTRIC AIRCRAFT USING AN ELEVATOR characterized by comprising: generating a pitch command using a pitch lever comprising a linear pitch control mounted on the pitch lever, wherein the pitch lever: Petition 870250058816, 10 / 07 / 2025, p. 91 / 253 3 / 8 generates a pitch command after activation by a pilot; generating resistance to rotation of the pitch lever using a resistance mechanism, wherein the generation of resistance comprises: detecting a position of the linear pitch control using an angular position sensor; and generating resistance to rotation of the pitch lever as a function of the detection; receiving, using a flight controller incorporated in an electric aircraft, a pitch command from the pitch lever incorporated in the electric aircraft; and adjusting, using the flight controller, an elevator as a function of the pitch command.

12. METHOD, according to claim 11, characterized in that the electric aircraft is an electric vertical takeoff and landing (eVTOL) aircraft.

13. METHOD, according to claim 11, further characterized by comprising: propulsion, using a propeller, to the electric aircraft.

14. METHOD, according to claim 13, further characterized by comprising: generating, using the flight controller, a thrust command as a function of the lift command; and transmitting, using the flight controller, the thrust command to the propeller.

15. METHOD, according to claim 13, characterized in that the propeller comprises a vertical thruster and the method further comprises: receiving, from the flight controller, the elevator command from the elevator lever; initiating, by the flight controller, the vertical thruster; and incrementally adjusting, by the flight controller, the elevator to increase the lift of the electric aircraft until the speed of the electric aircraft is low enough to safely transition to vertical flight.

16. METHOD, according to claim 13, characterized by the propeller Petition 870250058816, dated 10 / 07 / 2025, page 92 / 253 4 / 8 comprising a vertical propeller and by the method further comprising: receiving, by the flight controller, the elevator command from the elevator lever; initiating, by the flight controller, the vertical propeller; and incrementally adjusting, by the flight controller, the elevator to increase drag until the speed of the electric aircraft is low enough to safely transition to vertical flight.

17. METHOD, according to claim 11, characterized by further comprising: adjusting, using the lift control, the lift of the electric aircraft.

18. METHOD, according to claim 11, characterized in that the elevator lever comprises a sensor, which further comprises: detecting, using the sensor, a movement of the elevator lever; and transmitting, using the sensor, motion data to the flight controller, which further comprises: adjusting, using the flight controller, the elevator based on the motion data.

19. SYSTEM, according to claim 13, characterized in that the elevator is diverted simultaneously as the thruster is activated as a function of the lifting command.

20. METHOD, according to claim 11, characterized in that the elevator is manually diverted after activation by a pilot.

21. ELECTRIC AIRCRAFT SYSTEM characterized by comprising: a plurality of vertical lift thrusters driven by one or more electric motors; an elevator coupled to an actuator that causes the elevator to deflect to adjust the pitch of the electric aircraft; a lift lever configured to receive an input and issue a command in response to the input; and a flight controller communicatively connected with the lift lever, the elevator and the controller, wherein the flight controller is configured to: Petition 870250058816, dated 10 / 07 / 2025, page 93 / 253 5 / 8 control, by providing a signal to one or more vertical lift thrusters to alter a collective thrust generated by the plurality of lift thrusters in response to the command to control an altitude of the electric aircraft; and cause, by providing a signal to the actuator, the elevator to deflect in response to the elevator lever input.

22. SYSTEM, according to claim 21, characterized in that the flight controller is configured to: generate a thrust command in response to the command; and transmit the thrust command to one or more vertical lift thrusters.

23. SYSTEM, according to claim 21, characterized in that the control comprises a lift command and wherein the flight controller is configured to provide the signal to incrementally adjust an elevator deflection in response to the lift command to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed, wherein the limit speed is associated with a transition to vertical flight.

24. SYSTEM, according to claim 21, characterized in that the flight controller is configured to provide the signal to cause the elevator to deviate simultaneously and proportionally to the command of the elevator lever.

25. SYSTEM, according to claim 21, characterized in that the flight controller is configured to: control a differential thrust for the plurality of vertical lift thrusters to vary the attitude of the electric aircraft; and control, by providing a signal to the actuator, the elevator as a function of an altitude control of the electric aircraft.

26. SYSTEM, according to claim 21, characterized by: the elevator deflection being controlled in part by the flight controller in response to the angular deflection of the elevator lever; and Petition 870250058816, dated 10 / 07 / 2025, page 94 / 253 6 / 8 by the elevator deflecting downwards in response to the upward movement of the elevator lever.

27. SYSTEM, according to claim 26, characterized in that the elevator deflection is also partly controlled by the flight controller in response to attitude commands to control an attitude of the electric aircraft.

28. SYSTEM, according to claim 21, characterized in that the flight controller is configured to generate a thrust command as a function of the input, wherein the thrust command is proportional to the input.

29. SYSTEM, according to claim 28, characterized in that the lifting lever comprises a linear thrust control and the thrust command is generated as a function of the linear thrust control.

30. SYSTEM, according to claim 21, characterized in that the flight controller is configured to cause the elevator to deflect downwards in response to the upward movement of the elevator lever.

31. SYSTEM, according to claim 21, characterized in that the lifting lever includes a resistance mechanism configured to resist rotation of the lifting lever.

32. SYSTEM, according to claim 31, characterized in that the resistance mechanism is configured to increase the resistance against the rotation of the lifting lever in response to a linear thrust control of the lifting lever being actuated.

33. METHOD FOR CONTROLLING THE PITCH OF AN ELECTRIC AIRCRAFT characterized by comprising: receiving, using an electric aircraft flight controller, a lift command from an electric aircraft lift lever wherein: the electric aircraft comprises a plurality of vertical lift thrusters driven by one or more electric motors; and the flight controller is configured to control a thrust of the plurality of vertical lift thrusters in response to the lift command; and Petition 870250058816, dated 10 / 07 / 2025, page 95 / 253 7 / 8 adjusting, using the flight controller, an electric aircraft elevator as a function of the lift command.

34. METHOD, according to claim 33, further characterized by comprising: generating, using the flight controller, a thrust command as a function of the lift command; and transmitting, using the flight controller, the thrust command to the plurality of vertical lift thrusters.

35. METHOD, according to claim 33, further characterized by comprising: initiating, by the flight controller, the rotation of the plurality of vertical lift thrusters; and incrementally adjusting, by the flight controller, an elevator deflection to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed associated with a transition to vertical flight.

36. METHOD, according to claim 33, characterized in that the flight controller is configured to cause the elevator to deviate simultaneously and proportionally to the lift command.

37. METHOD, according to claim 33, characterized by further comprising the generation of a thrust command as a function of the lift command, wherein the thrust command comprises a forward thrust command, and wherein: the lift lever comprises a linear thrust control; and the thrust command is generated as a function of the linear thrust control.

38. ELECTRIC AIRCRAFT characterized by comprising: a fuselage; a plurality of side elements extending from the fuselage; a plurality of vertical lift thrusters driven by one or more electric motors; a plurality of vertical lift thrusters coupled to the corresponding thrusters of the plurality of side elements; an elevator diverted by an actuator to adjust the inclination of the Petition 870250058816, of 10 / 07 / 2025, page.96 / 253 8 / 8 fuselage; an attitude control system configured to control an attitude of the electric aircraft by controlling the differential thrust of the plurality of vertical lift thrusters; a lift lever configured to receive an indicative input from an altitude control and issue a command in response to the input; and a flight controller communicatively connected to the lift lever and the elevator, wherein the flight controller is configured to: control, by providing a signal to the plurality of vertical lift thrusters, an altitude of the electric aircraft in response to the command; and cause, by providing a signal to the actuator, the elevator to deflect in response to the elevator lever input.

39. ELECTRIC AIRCRAFT, according to claim 38, characterized by further comprising a forward thruster coupled to the fuselage and driven by at least one or more electric motors.

40. ELECTRIC AIRCRAFT, according to claim 38, characterized in that the control comprises a lift command and wherein the flight controller is configured to: incrementally adjust an elevator deflection in response to the lift command to increase the lift of the electric aircraft until the speed of the electric aircraft is below a limit speed, wherein the limit speed is associated with a transition to vertical flight; and cause the elevator to deflect simultaneously and proportionally to a change in the thrust rate of one or more vertical lift thrusters. Petition 870250058816, dated 10 / 07 / 2025, p. 97 / 253

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